Simultaneous biosorption of methylene blue and trivalent chromium onto olive stone

In this work, olive stone (OS) was utilized to investigate its capacity as biosorbent for methylene blue (MB) and Cr(III), which are usually present in textile industry effluents. Equilibrium and kinetic experiments were performed in batch experiments. The biosorption process followed pseudo-second-order kinetics. The equilibrium data were fitted with several models, but Langmuir and Sips models best reproduced the experimental results. Maximum biosorption capacities were 3.296 mg/g (0.0116 mmol/g) and 4.990 mg/g (0.0960 mmol/g) for MB and Cr(III), respectively. Several operation variables, such as
biosorbent mass, flow rate, and initial concentration on the removal of dye and metal, were evaluated in column system. The removal efficiency improved as OS mass increased and decreased when flow rate and initial concentration increased. Also, MB uptake was substantially decreased by increasing the initial concentration of Cr(III), ranging from 6.09 to 2.75 mg/g. These results show that the presence of Cr(III) significantly modifies the biosorption capacity of MB by the OS. These results suggest that OS is a potential low-cost food industry waste for textile industry wastewater treatment.

Mechanism of Alizarin Red S and Methylene Blue Biosorption onto Olive Stone: Isotherm study in Single and Binary Systems

The biosorption process of anionic dye Alizarin Red S (ARS) and cationic dye methylene blue (MB) as a function of contact time, initial concentration and solution pH onto olive stone (OS) biomass has been investigated. Equilibrium biosorption isotherms in single and binary systems and kinetics in batch mode were also examined. The kinetic data of the two dyes were better described by the pseudo second-order model. At low concentration, ARS dye appeared to follow a two-step diffusion process, while MB dye followed a three-step diffusion process. The biosorption experimental data for ARS and MB dyes were well suited to the Redlich-Peterson isotherm. The maximum biosorption of ARS dye, qmax = 16.10 mg/g, was obtained at pH 3.28 and the maximum biosorption of MB dye, qmax = 13.20 mg/g, was observed at basic pH values. In the binary system, it was indicated that the MB dye diffuses firstly inside the biosorbent particle and occupies the biosorption sites forming a monodentate complex and then the ARS dye enters and can only bind to untaken sites; forms a tridentate complex with OS active sites.

Issues in fe modelling of FRP strengthened masonry arch bridges

Externally bonding of FRP composites is an effective technique for retrofitting historical masonry arch structures. A major failure mode in such strengthened structures is the debonding of FRP from the masonry. The bond behaviour between FRP and masonry thus plays a crucial role in these structures. Major challenges exist in the finite element modelling of such structures, such as modelling of mixed Mode-I and Mode-II bond behaviour between the FRP and the curved masonry substrate, modelling of existing damages in the masonry arches, consideration of loading history in the unstrengthened and strengthened structure etc. This paper presents a rigorous FE model for simulating FRP strengthened masonry arch structures. A detailed solid model was developed for simulating the masonry and a mixed-mode interface model was used for simulating the FRP-to-masonry bond behaviour. The model produces results in very close agreement with test results.

Non-parametric bill of quantities estimation of concrete road bridges' superstructure: an artificial neural networks approach

Bridge construction responds to the need for environmentally friendly design of motorways and facilitates the passage through sensitive natural areas and the bypassing of urban areas. However, according to numerous research studies, bridge construction presents substantial budget overruns. Therefore, it is necessary early in the planning process for the decision makers to have reliable estimates of the final cost based on previously constructed projects. At the same time, the current European financial crisis reduces the available capital for investments and financial institutions are even less willing to finance transportation infrastructure. Consequently, it is even more necessary today to estimate the budget of high-cost construction projects -such as road bridges- with reasonable accuracy, in order for the state funds to be invested with lower risk and the projects to be designed with the highest possible efficiency. In this paper, a Bill-of-Quantities (BoQ) estimation tool for road bridges is developed in order to support the decisions made at the preliminary planning and design stages of highways. Specifically, a Feed-Forward Artificial Neural Network (ANN) with a hidden layer of 10 neurons is trained to predict the superstructure material quantities (concrete, pre-stressed steel and reinforcing steel) using the width of the deck, the adjusted length of span or cantilever and the type of the bridge as input variables. The training dataset includes actual data from 68 recently constructed concrete motorway bridges in Greece. According to the relevant metrics, the developed model captures very well the complex interrelations in the dataset and demonstrates strong generalisation capability. Furthermore, it outperforms the linear regression models developed for the same dataset. Therefore, the proposed cost estimation model stands as a useful and reliable tool for the construction industry as it enables planners to reach informed decisions for technical and economic planning of concrete bridge projects from their early implementation stages.

Using Instrumented Vehicles To Detect Damage in Bridges

Bridge structures are subject to continuous degradation due to the environment, ageing and excess loading. Monitoring of bridges is a key part of any maintenance strategy as it can give early warning if a bridge is becoming unsafe. This paper will theoretically assess the ability of a vehicle fitted with accelerometers on its axles to detect changes in damping of bridges, which may be the result of damage. Two vehicle models are used in this investigation. The first is a two degree-of-freedom quarter-car and the second is a four degree-of-freedom halfcar. The bridge is modelled as a simply supported beam and the interaction between the vehicle and the bridge is a coupled dynamic interaction algorithm. Both smooth and rough road profiles are used in the simulation and results indicate that changes in bridge damping can be detected by the vehicle models for a range of vehicle velocities and bridge spans.

Using Instrumented Vehicles to Detect Damage in Bridges

This paper describes a ‘drive-by’ method of bridge inspection using an instrumented vehicle. Accelerometers on the vehicle are proposed as a means of detecting damage on the bridge in the time it takes for the vehicle to cross the bridge at full highway speed. For a perfectly smooth road profile, the method is shown to be feasible. Changes in bridge damping, which is an indicator of damage, are clearly visible in the acceleration signal of a quarter-car vehicle on a smooth road surface modelled using MatLab. When road profile is considered, the influence of changes in bridge damping on the vehicle acceleration signal is much less clear. However, when a half-car model is used on a road with a rough profile, it is again possible to detect changes in bridge damping, provided the vehicle has two identical axles.

The Middle Stone Age of Eastern Africa

The Middle Stone Age (MSA) covers the evolution, emergence, and dispersal of Homo sapiens. This article focuses on archaeological data and on published material from key stratified sites with some form of geochronological control from across eastern Africa. The MSA is often characterised by a shift from handaxe production towards discoidal and Levallois techniques. Although evidence for the controlled use of fire remains minimal, it seems likely that MSA hominins used it, as well as being highly skilled in working stone and probably bone and wood. MSA hominins appear to have exploited a range of different ecozones and many MSA sites are focused on ecotones, maximising access to resources. Over time, use of rockshelters and caves also seems to have increased. Although much work remains, the MSA is presently one of the most exciting and dynamic periods in the study of human evolution.

PTF11iqb: cool supergiant mass-loss that bridges the gap between Type IIn and normal supernovae

PTF11iqb was initially classified as a TypeIIn event caught very early after explosion. It showed narrow Wolf-Rayet (WR) spectral features on day 2, but the narrow emission weakened quickly and the spectrum morphed to resemble those of Types II-L and II-P. At late times, Halpha emission exhibited a complex, multipeaked profile reminiscent of SN1998S. In terms of spectroscopic evolution, we find that PTF11iqb was a near twin of SN~1998S, although with weaker interaction with circumstellar material (CSM) at early times, and stronger CSM interaction at late times. We interpret the spectral changes as caused by early interaction with asymmetric CSM that is quickly (by day 20) enveloped by the expanding SN ejecta photosphere, but then revealed again after the end of the plateau when the photosphere recedes. The light curve can be matched with a simple model for weak CSM interaction added to the light curve of a normal SN~II-P. This plateau requires that the progenitor had an extended H envelope like a red supergiant, consistent with the slow progenitor wind speed indicated by narrow emission. The cool supergiant progenitor is significant because PTF11iqb showed WR features in its early spectrum --- meaning that the presence of such WR features in an early SN spectrum does not necessarily indicate a WR-like progenitor. [abridged] Overall, PTF11iqb bridges SNe~IIn with weaker pre-SN mass loss seen in SNe II-L and II-P, implying a continuum between these types.

Monitoring of a novel FlexiArchTM bridge system to investigate soil-structure interaction

Masonry arch bridges are one of the oldest forms of bridge construction and have been around for thousands of years. Brick and stone arch bridges have proven to be highly durable as most of them have remained serviceable after hundreds of years. In contrast, many bridges built of modern materials have required extensive repair and strengthening after being in service for a relatively short part of their design life. This paper describes the structural monitoring of a novel flexible concrete arch known as: FlexiArchTM. This is a bridge system that can be transported as a flat-pack system to form an arch in-situ by the use of a flexible polymeric membrane. The system has been developed under a Knowledge Transfer Partnership between Queen’s University Belfast (QUB) and Macrete Ltd. Tievenameena Bridge in Northern Ireland was a replacement bridge for the Northern Ireland Roads Service and was monitored under different axle loadings using a range of sensors including discrete fiber optic Bragg gratings to measure the change in strain in the arch ring under live loading. This paper discusses the results of a laboratory model study carried out at QUB. A scaled arch system was loaded with a simulated moving axle. Various techniques were used to monitor the arch under the moving axle load with particular emphasis on the interaction of the arch ring and engineered backfill.

The inventorying of building stone performance-in-use to assess susceptibility to decay

The Natural Stone Database for Northern Ireland was constructed to address the paucity of information available to stone conservation practitioners within the region. Almost 2000 listed buildings and monuments were surveyed over three years to produce an interactive GIS database. This contained information on stone sources, together with details of stone condition and decay processes. This paper uses elements of this GIS to investigate stone decay patterns across Northern Ireland. The results demonstrate that as the level of stone decay increases, so does the proportion of buildings with sandstone as the primary stone type. It appears that a
higher open porosity level combined with Northern Ireland’s wetter climate and maritime location leads to rapid wetting and drying cycles within sandstones. This is coupled with the ingress and crystallisation of marine and other salts within stone pores leading to considerably
higher rates of decay than for any other stone type.