Toxicity of heavy metals to brine shrimp Artemia

Bioassay were carried out on 48h cultured nauplii of brine shrimp Artemia by exposing them to seven trace elements viz. copper (Cu), zinc (Zn), cadmium (Cd), nickel (Ni), lead (Pb), iron (Fe) and manganese (Mn). Synergistic effects of all these elements and additive effects of Cu and Zn, Cd and Pb, and Ni and Fe were also investigated. Comparatively, the degree of toxicity for compound bioassays was higher than individual simple tests. The values were averaged and the expected median lethal concentration [LC sub(50)] of tested heavy metals was obtained by probit analysis on the basis of cumulative numbers of dead organisms after 24 and 48h. The order of toxicity of the metals to Artemia was Pb>Cd>Cu>Ni>Zn>Fe>Mn. Potency ratios of the seven metals were also calculated. The 24 and 48h variations obtained in LC sub(50) values were significantly different and relative implications of these are discussed.

Heavy metals pollution in the coastal environment of Karachi

The marine environment near Karachi, particularly the Baba channel, Chari Kundi channel and Manora channel have been found contaminated with industrial effluents discharged by Malir and Lyari rivers, since they carry a high concentration of toxic heavy metals viz. Pb, Zn, Cu and Mn emanating from the industrial area and are received and discharged by the Lyari river. Out of 60 seawater samples collected from the above mentioned areas, Pb was present in 55 samples and Zn in 58 samples. The concentration of Pb was between 0.04 and 59.2ppm and the concentration of Zn was between 0.05 and 1.9ppm. Similarly all the 60 sludge samples collected from Lyari outfall and its adjoining area have been found to contain Pb and Zn in alarmingly high concentratios, which for Pb was between 15.4 and 3209.9ppm while for Zn was between 87 and 111.3ppm. Cu and Mn were also found in all the above samples.

HEAVY VEHICLE VIBRATION - A CASE STUDY.

A method is presented for the digital simulation of multiple degrees-of-freedom lumped parameter vibrating systems with arbitrary constitutive elements in an inertial frame of reference. The geometry of the system is treated independently of the constitutive elements and as a result nonlinear (time domain) or linearised (frequency domain) calculations may be performed using a single input description. The method is used to simulate a 3-axle rigid heavy commercial vehicle for harsh vibrating conditions. Some of the assumptions to which the calculations are sensitive are examined. Agreement between the response of a 3-dimensional whole vehicle model and measurements on the test vehicle is satisfactory.

THEORETICAL ROAD DAMAGE DUE TO DYNAMIC TYRE FORCES OF HEAVY VEHICLES. PART 1: DYNAMIC ANALYSIS OF VEHICLES AND ROAD SURFACES.

Theory is presented for simulating the dynamic wheel forces generated by heavy road vehicles and the resulting dynamic response of road surfaces to these loads. Sample calculations are provided and the vehicle simulation is validated with data from full-scale tests. The methods are used in the accompanying paper to simulate the road damage done by a tandem-axle vehicle.

THEORETICAL ROAD DAMAGE DUE TO DYNAMIC TYRE FORCES OF HEAVY VEHICLES. PART 2: SIMULATED DAMAGE CAUSED BY A TANDEM-AXLE VEHICLE.

The literature relating to road surface failure and design is briefly reviewed and the conventional methods for assessing the road damaging effects of dynamic tire forces are examined. A new time domain technique for analyzing dynamic tire forces and four associated road damage criteria are presented. The force criteria are used to examine the road damaging characteristics of a simple tandem-axle vehicle model for a range of speed and road roughness conditions. It is concluded that for the proposed criteria, the theoretical service life of road surfaces that are prone to fatigue failure may be reduced significantly by the dynamic component of wheel forces. The damage done to approximately five per cent of the road surface area during the passage of a theoretical model vehicle at typical highway speeds may be increased by as much as four times.

Investigation of anti-lock braking strategies for heavy goods vehicles

An articulated lorry was instrumented in order to measure its performance in straight-line braking. The trailer was fitted with two interchangeable tandem axle sub-chassis, one with an air suspension and the other with a steel monoleaf four-spring suspension. The brakes were only applied to the trailer axles, which were fitted with anti-lock braking systems (ABS), with the brake torque controlled in response to anticipated locking of the leading axle of the tandem. The vehicle with the air suspension was observed to have significantly better braking performance than the steel suspension, and to generate smaller inter-axle load transfer and smaller vertical dynamic tyre forces. Computer models of the two suspensions were developed, including their brakes and anti-lock systems. The models were found to reproduce most of the important features of the experimental results. It was concluded that the poor braking performance of the steel four-spring suspension was mainly due to interaction between the ABS and inter-axle load transfer effects. The effect of road roughness was investigated and it was found that vehicle stopping distances can increase significantly with increasing road roughness. Two alternative anti-lock braking control strategies were simulated. It was found that independent sensing and actuation of the ABS system on each wheel greatly reduced the difference in stopping distances between the air and steel suspensions. A control strategy based on limiting wheel slip was least susceptible to the effects of road roughness.

Implementation of semi-active damping on a tri-axle heavy-vehicle suspension

A semi-active truck damper was developed in conjunction with a commercial shock absorber manufacturer. A linearized damper model was developed for control system design purposes. Open- and closed-loop damper force tracking control was implemented, with tests showing that an open-loop approach gave the best compromise between response speed and accuracy. A hardware-in-the-loop test facility was used to investigate performance of the damper when combined with a simulated quarter-car model. The input to the vehicle model was a set of randomly generated road profiles, each profile traversed at an appropriate speed. Modified skyhook damping tests showed a simultaneous improvement over the optimum passive case of 13 per cent in vertical body acceleration and 8 per cent in dynamic tyre forces. Full-scale vehicle tests of the damper on a heavy tri-axle trailer were carried out. Implementation of modified skyhook damping yielded a simultaneous improvement over the optimum passive case of 8 per cent in vertical body acceleration and 8 per cent in dynamic tyre forces. © IMechE 2008.