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Chlorination disinfection

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  • Release Time:2023-01-31 15:45
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【Summary】The amount of disinfectant required varies according to the water source and water quality. Generally, 0.5mg to 4.5mg of effective chlorine is required per liter of water. Under normal circumstances, the amount of disinfectant used in surface water is larger than that in underground water...

Chlorination disinfection

【Summary】The amount of disinfectant required varies according to the water source and water quality. Generally, 0.5mg to 4.5mg of effective chlorine is required per liter of water. Under normal circumstances, the amount of disinfectant used in surface water is larger than that in underground water...

  • Categroy:News
  • Author:
  • Origin:
  • Release Time:2023-01-31 15:45
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The amount of disinfectant required varies according to the water source and water quality. Generally, 0.5mg to 4.5mg of effective chlorine is required per liter of water. Under normal circumstances, the amount of disinfectant used in surface water is larger than that in underground water, shallow well water is larger than that in deep well water, and the amount of disinfectant used before purification is larger than that after purification. Generally, post-filtration disinfection method is used, that is, after precipitation filtration and other purification treatment, disinfectant is added. Chlorine filler or slow release chlorine filler device can be used, or the method of adding chlorine into the clear pool, reservoir or water container before water supply can be used, that is, the amount of chlorine added can be calculated according to the amount of water and the effective chlorine content of the disinfectant, and then the disinfectant is dissolved into the water, and the water is supplied after 30 minutes of full mixing.

For schools that draw water directly from Wells because of limited conditions or good water quality without setting up facilities for precipitation, filtration, and storage, the disinfection method of directly injecting medicine into Wells or reservoirs can also be used. One method is to calculate the water quantity of the well according to the water depth and well diameter, or the water capacity of the pool, every morning and afternoon before using water, add disinfectant into the well or pool, shake it with a clean bucket or bamboo pole several times, and use it 30 minutes later; The other method is to put disinfectant in a container with holes (bamboo tube, plastic bottle, ceramic pot, etc.) under the water surface of the well or pool, so that the chlorine in the container constantly seepage and contact with the water, to achieve continuous disinfection effect.

Note: When using bleach powder for disinfection, the effective chlorine content should be measured for each batch of bleach powder purchased, as the effective chlorine in the bleach powder is volatile. During disinfection, the container containing bleach powder should be immersed about 40cm below the surface of the pool or well water, so that the chlorine liquid in the container constantly oozes out and comes into contact with the water, so that excessive effective chlorine is often kept in the water for disinfection, so as to achieve continuous disinfection effect. Generally about a week to take out the container to check and exchange drugs.

The above chlorination disinfection methods require frequent determination of free residual chlorine content in water to adjust the amount of chlorine added to ensure that after 30 minutes of contact between disinfectant and water, the residual chlorine content in water is maintained at 0.3~0.5mg/L, and the residual chlorine in the end water of pipe network is guaranteed to be 0.05 mg/L at any time.

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As global trade activities gradually recover, the shipping industry is experiencing unprecedented shipping space shortages. Concurrently, shipping prices are showing significant upward trends, posing a crisis and challenge to the global supply chain. Crisis in the Global Supply Chain, Skyrocketing Shipping Costs This year, influenced by multiple factors such as escalating geopolitical tensions and regional conflicts, the global supply chain has fallen into a severe crisis. On one hand, the conflict in the Red Sea has affected the navigation through the Suez Canal. In response to blocked routes, a large amount of cargo has chosen to detour around the Cape of Good Hope. This not only significantly increased transportation costs and delayed delivery times but also increased carbon emissions. For instance, for a large container ship (with a capacity of 20,000-24,000 TEU) on the Far East to Europe route, if it detours around Africa, the additional emission costs calculated by the EU Emissions Trading System (ETS) for each voyage can reach as high as $400,000. To cope with the increase in transportation costs, many shipping companies have adjusted their freight rates, leading to a rise in shipping prices. On the other hand, the congestion and strikes at some European and American ports have resulted in large-scale sailing cancellations for European and American routes. According to Drewry’s data on canceled voyages, from September 30 to November 3, 2024, 100 voyages were announced canceled on the main east-west routes—trans-Pacific, trans-Atlantic, and Asia-Northern Europe and Mediterranean routes. The total number of canceled voyages accounted for 14% of the planned 693 voyages. The increase in the proportion of canceled voyages and the undiminished transportation demand led to severe overbooking and cargo rollovers starting in mid- to late October. According to the “China Export Container Transportation Market Weekly Report” released by the Shanghai Shipping Exchange on November 9, overbooking occurred on routes to North America, South America, Europe, and Southeast Asia at the end of October, with some routes extending to November. This situation also led to rising shipping prices. The report showed that on November 8, the market freight rates (including ocean freight and ocean surcharges) from Shanghai to the basic ports of Europe and the Mediterranean were $2,541/TEU and $3,055/TEU, respectively, up 4.1% and 5.1% from the previous period. The Shanghai Shipping Exchange’s Shanghai (SCFI) on November 8 was 2,331.58 points, up 1.2% from the previous period, marking the third consecutive week of increase, approximately 13% higher than the low on October 18. The skyrocketing shipping prices have not only brought tremendous pressure to the global logistics and supply chain but also further complicated the global transportation and trade network. High Freight Rates Likely to Persist Until the End of the Year To cope with market changes and alleviate the pressure of insufficient capacity, ensuring the stability and sustainability of transportation services, several globally renowned shipping companies such as Hapag-Lloyd, Hyundai Merchant Marine (HMM), and Maersk have recently announced new freight rate adjustment plans and notices for peak season surcharges. Hapag-Lloyd announced on October 30 that it would increase the FAK rates on the Far East to Europe route, effective from November 15, 2024. Hyundai Merchant Marine (HMM) announced in a customer notice that, starting from December 1, 2024, it will implement GRI (General Rate Increase) for all services from origin to the United States, Canada, and Mexico. Maersk recently announced that it will impose peak season surcharges (PSS) on routes to Australia, Papua New Guinea, Solomon Islands, and other destinations. At the same time, it will impose peak season surcharges on routes to Africa to address the ongoing tensions in the global shipping market. By adjusting freight rates and imposing surcharges, a certain balance between supply and demand can be achieved, ensuring the normal operation of shipping businesses, but it also unintentionally pushes up the price of the entire maritime market. At the same time, affected by festivals such as Thanksgiving and Christmas, the transportation demand on the European route remains high, which will continue to drive up the spot market freight rates. Therefore, shipping prices may continue to rise before the end of the year. Whether future freight rates can significantly fall mainly depends on the trends of geopolitical conflicts such as the Red Sea crisis and international situations. The increase in shipping prices is undoubtedly a good thing for shipping companies, but for enterprises, it will not only increase their transportation costs but may also affect the efficiency and cost structure of global trade activities. Especially for manufacturing and retail industries that rely on multinational supply cha
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