Overloaded vehicles

Early studies conducted by TRRE (Shane and Newton 1988) between 1980 and 1986 on motorways and trunk roads found that 8% of CVs had a gross weight greater than the permitted maximum and a further 5.4% that did not exceed the gross weight limit had overloaded axles. In the same study, it was concluded that overloading contributed directly to 5.7% of the road wear attributable to all goods vehicles. 

Similar studies conducted in the United States found that approximately 25% of all CVs exceed the maximum permitted gross weight (EHWA 1989). 

A lower percentage of overloaded CVs, on average 10.7%, was reported in some motorway sections with an average daily flow of approximately 1000 CV/day. The highest percentage (16.8%) observed was in the vehicle category four or more axles (Egnatia Odos 2006). 

Comparing the effect of overloaded vehicles to the number of ESALs, it was found that an increase of permissible axle load by 20% resulted in an increase of ESALs by 27.5% (Tsohos and Nikolaides 1989). 

A study carried out between 1998 and 2000 in Australia to establish the distribution of heavy vehicles that have overloaded axle groups provided interesting results. The percentage of non-drive axle, in all vehicle types, was found to be higher than that of the drive axle (NTC2005). 

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Pais et al. (2013) investigated the impact of overloaded vehicles on road pavements by studying the truck factors for different vehicle cases, applied to a set of pavements composed of five different asphalt layer thicknesses and five different subgrade stiffness moduli. The study revealed that the presence of overloaded vehicles can increase pavement costs by more than 100% compared to the cost of the same vehicles with legal loading. 

The problem of overloaded vehicles or axles is serious and could be eliminated by introducing identification technologies and enforcing CV weight legislation and fines when the offence is confirmed. 

The measurement of every vehicle axle load (weight) in its simplest form is carried out by placing the vehicle axle on an appropriate device and weighing it. This procedure is slow and time-consuming. It also requires the participation of police or other authorised personnel to stop the vehicles for inspection. Additionally, with this method, it is impossible to record a sufficient number of axial loads over a period for the sample to be representative with the aim of drawing results and enforcing regulations. The enforcement of fines to every overloaded vehicle is also an impossible task. 

Tsohos G. and A. Nikolaides. 1989. Overloaded vehicles Investigation on their effect on pavements design and performance. Bulletin of Central Research Laboratory of Greece, Vol. 103-104, p. 149. Athens KEDE. 

Iron(III) citrate, " " or iron(III) ammonium citrate, is the usual vehicle for administering supplementary iron to an iron-deficient patient, for inducing iron-overload in rats or other creatures prior to testing the efficacy of iron chelators, or for introducing the isotope Fe for metabolic tracer studies. Stability constants for the aqueous iron(III)-citrate system have been established. " The 2 1 complex is claimed to be the dominant species in iron(III)/citrate/DMF systems. " There has been a very qualitative study of the incorporation of iron into transferrin from iron citrate. " Iron(III) citrate reacts relatively slowly with the aluminum(III)-transferrin complex to give the thermodynamically strongly favored combination of iron(III)-transferrin with aluminum(lll) citrate. " The mechanism of iron uptake from citrate complexes in cells has been briefly discussed. An octa-iron citrate complex appears in Section 5.4.5.4.3 below. 

This is a relatively small change, but consider the change if you inflate the tire in a heated garage at 70°F and then drive in winter when the temperature is 10°F. In this case, the pressure drop would be approximately 5 psi. A pressure change of this much can lead to as much as a 25% reduction in fuel efficiency. Additionally, underinflated tires result in overloading and possible tire failure. Reduced tire pressures of as little as 4 psi were cited in some of the national stories involving tire failure and vehicle accidents. 

Pj-adrenoceptor agonists relax the uterus and are given by i.v. infusion by obstetricians to inhibit premature labour, e.g. isoxsuprine, terbutaline, ritodrine, salbutamol. Their use is complicated by the expected cardiovascular effects, including tachycardia, hypotension. Less easy to explain, but more devastating on occasion to the patient, is severe left ventricular failure. Possibly the combination of fluid overload (due to the vehicle) and increased oxygen demand by the heart are factors. 

Overloaded axles or vehicles apart from anything else certainly cause excessive wear and damage to road pavements at the expense of the taxpayer. 

Shane B.A., and W.H. Newton. 1988. Goods Vehicle Overloading and Road Wear Results from Ten Roadside Surveys (1980-1986). RR 133. Wokingham, UK TRL Limited. 

Fork-lifts must not be overloaded, and the load must be kept as close to the vehicle as possible and never suspended by slings around the vehicle forks. 

Some of the hazards associated with this vehicle are collisions with pedestrians, other vehicles or structures, such as scaffolding. They can be struck by falling materials and tools or be overloaded. The person driving the truck can be thrown from the vehicle, come into contact with moving parts on the truck, suffer the effects of whole body vibrations due to driving over potholes in the roadway and suffer from the effects of noise and dust. 

Overloading a vehicle or trailer and it ends up being a Class A or B vehicle. 

In order to minimise the heating, the tyre should be correctly inflated, the vehicle not overloaded, and the vehicle driven at a speed not above the maximum recommended by the tyre manufacturer. 

Electric motors with inverters using modern power electronics have the perfect characteristics for city vehicles. Due to the high torque from zero speed no clutch is necessary. Overload capability for acceleration makes an 18-kW electric motor more dynamic than a 42-kW gasoline engine (Figure 10.2). Electric vehicles are quiet, have no emissions and offer the option to use any renewable primary energy for mobility. 

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