Vehicle Weight Distribution and Occupant Loadings

2012 ◽  
Author(s):  
Mark W. Arndt
Keyword(s):  
Motor Vehicle ◽  
Federal Aviation Administration ◽  
Coast Guard ◽  
Potential Conflict ◽  
Statistical Probability ◽  
Additional Weight ◽  
Vehicle Weight ◽  
Weight Distributions ◽  
Gross Vehicle Weight ◽  
Certification Requirements

The Federal Aviation Administration (FAA), Federal Transit Authority (FTA) and Coast Guard instituted or recently proposed an increase in the average passenger weight used to calculate load and conduct safety analysis and tests in multiple modes of transportation. The increased passenger weight requirements were created in response to the Center for Disease Control’s (CDC) documented rise in weight among the country’s citizens and followed crash or failure incidents in which a cause was overweight equipment. The current certification requirements under CFR 49, Part 567 state that Gross Vehicle Weight Rating (GVWR) of a motor vehicle shall not be less than the sum of the unloaded vehicle weight, rated cargo weight and 150 pounds times the number of designated seating positions. Actual occupant weight distributions versus certified weight per occupant seat causes a potential conflict between a vehicle’s in-use weight versus its certified GVWR. This paper is distinct in its contrasting of the 150 pound occupant standard in relation to documented actual occupant weight, clothing, personal items and baggage. A midsized bus example was used to explore the statistical probability that adult passengers and rated cargo would result in weight distributions that exceeded tire load capability, Gross Axle Weight Rating (GAWR), or GVWR. The unreliability of the 150 pounds per designated seat position in producing loaded weight under gross weight ratings was demonstrated for a midsized bus. Results demonstrated that load conditions and usage restrictions are identifiable and decrease the probability of operating in a condition that exceeds a weight rating. Weight assumptions that take into consideration well documented transportation industries baggage weight were identified as potentially confounding additional weight that may contribute to overload of midsized buses.

Truck weights as a function of regulatory limits

1990 ◽  
Vol 17 (1) ◽  
pp. 45-54 ◽  
Author(s):  
A. Clayton ◽  
R. Plett
Keyword(s):  
Key Words ◽  
Vehicle Weight ◽  
Regulatory Limits ◽  
Weight Distributions ◽  
Gross Vehicle Weight ◽  
Important Input ◽  
Truck Weight

Models are developed for the gross vehicle weight and axle weight distributions of laden trucks as a function of governing weight limits. The models are based on truck weight surveys conducted in Manitoba between 1972 and 1986, a period of changing weight limits. They are developed for 2-axle trucks, 3-axle trucks, 5-axle (3-S2) tractor-semitrailers, 7-axle (3-S2-2) A-trains, and 7-axle (3-S2-S2) B-trains. The models can provide important input to the analysis of pavement loadings (and costs), given particular weight limits or changes in weight limits. They can also provide useful input to estimates of the relative benefits of alternative weight limit regimes. Key words: truck weights, weight limits.

Perceptions of Log Truck Weight Regulations Among Loggers and Forest Industry in Georgia, USA

2021 ◽  
Author(s):  
Joseph L Conrad
Keyword(s):  
The State ◽  
Transportation Costs ◽  
Forest Industry ◽  
Public Infrastructure ◽  
Truck Traffic ◽  
Telephone Surveys ◽  
Southern States ◽  
Vehicle Weight ◽  
Gross Vehicle Weight ◽  
Truck Weight

Abstract Georgia and other southern states have far lower gross vehicle weight (GVW) limits for log trucks than other US regions and other countries. Low GVW limits result in high hauling costs and truck traffic. In 2020, including tolerances, five-axle log tractor-trailers were allowed 38,102 kg (84,000 lb) GVW in Georgia. Telephone surveys of 30 loggers and 32 forest industry representatives from the state of Georgia were conducted to measure perceptions of weight regulations and assess support for alternative weights and configurations. The four alternatives included five axles, 39,916 kg (88,000 lb); six axles, 41,277 kg (91,000 lb); six axles, 45,359 kg (100,000 lb); and seven axles, 45,359 kg (100,000 lb) GVW. The majority of loggers and forest industry representatives stated that GVW limits for log trucks were too low. The average preferred GVW limits were 39,621 kg (87,350 lb) and 40,545 kg (89,387 lb) for loggers and forest industry, respectively. Loggers and forest industry supported the five-axle 39,916 kg (88,000 lb) configuration whereas many loggers opposed both 45,359 kg (100,000 lb) configurations. Loggers, forest industry, and policymakers should work to modernize weight laws to reduce hauling costs, maintain or improve safety, and protect public infrastructure. Study Implications Increasing gross vehicle weight (GVW) limits in combination with adding axles to tractor-trailers has been demonstrated to reduce both timber transportation costs and damage to public roads. This study found that loggers and forest industry supported additional GVW but were hesitant to support configurations that would necessitate upgrading log truck fleets. If Georgia is to make its weight limits competitive regionally and internationally, it will be necessary to clearly communicate the benefits of heavier trucks with more axles to skeptical loggers.

Vehicles and gross vehicle weight

2021 ◽  
pp. 11-46
Author(s):  
Andrzej Nowak ◽  
Jacek Chmielewski ◽  
Sylwia Stawska
Keyword(s):  
Vehicle Weight ◽  
Gross Vehicle Weight

Development of a Simplified Model of Speed-Specific Vehicle-Specific Power Distribution Based on Vehicle Weight for Fuel Consumption Estimates

2020 ◽  
Vol 2674 (12) ◽  
pp. 52-67
Author(s):  
Zeyu Zhang ◽  
Guohua Song ◽  
Jiaoyang Chen ◽  
Zhiqiang Zhai ◽  
Lei Yu
Keyword(s):  
Fuel Consumption ◽  
Power Distribution ◽  
Motor Vehicle ◽  
Gaussian Function ◽  
Simplified Model ◽  
Specific Power ◽  
Average Error ◽  
Trajectory Data ◽  
Vehicle Weight ◽  
The Relationship

The vehicle-specific power (VSP) distribution, as one of the fundamental inputs of VSP-based emission models such as the motor vehicle emission simulator model, is sensitive to vehicle weight. Developing field VSP distributions requires extensive vehicle type-specific trajectory data, which is expensive and time-consuming. On the other hand, estimating fuel consumption accurately by employing VSP distributions for various vehicle types is computationally highly complex. This study aims to develop a simplified model of speed-specific VSP distribution based on vehicle weight for fuel consumption. First, field speed-specific VSP distributions of eight types of vehicles are developed. Second, the Gaussian function is employed to fit the field speed-specific VSP distributions to “change” the discrete VSP distributions into continuous distributions to facilitate quantifying the relationship between VSP distributions and vehicle weights. Third, the relationship between VSP distributions and vehicle weights is quantified by employing polynomial functions. The results indicate the acceptable accuracy of the simplified model, with 93.8% of R2 of the Gaussian function being greater than 0.90. The error in estimating fuel consumption using the simplified model is acceptable. For vehicles weighing 1.5 t (1.5 metric tons), the average error is 6.3%. Besides the “hole filling” of VSP distributions of inaccessible vehicles, the simplified model will reduce the computational complexity of estimating fuel consumption by about 50%, which is beneficial for the realization of real-time online estimates of fuel consumption.

scholarly journals Improving Log Trucking Efficiency by Using In-Woods Scales

2011 ◽  
Vol 35 (4) ◽  
pp. 178-183 ◽  
Author(s):  
Ryan P. Reddish ◽  
Shawn A. Baker ◽  
W. Dale Greene
Keyword(s):  
Coefficient Of Variation ◽  
Forest Products ◽  
Fuel Prices ◽  
Southern States ◽  
Vehicle Weight ◽  
Gross Vehicle Weight ◽  
The Mean ◽  
Weight Data

Abstract We evaluated weight data from 47,953 truckloads of wood delivered to forest products mills in nine southern states to determine the effect of in-woods scale use on reducing the variability of net and gross weights. Four mill-owning companies provided the data and indicated whether in-woods scales were used for each load. We used these data to compare the mean tare, net, and gross weights of truckloads using scales to those not using scales. Trucks using scales had average tare weights only 108 lb greater, but their net payload averaged 1,799 lb higher than trucks not using scales. The coefficient of variation for the net payload was 38% lower for loads with scales than those without (P < 0.001). Individual southern states have different regulations regarding maximum gross vehicle weight (GVW), so we calculated a GVW index to remove state bias and allow comparisons of loads across states. Loads using scales were within 2% of the legal maximum GVW 54% of the time compared with 30% for loads not weighed in-woods. We estimated haul costs for trucks using scales at $7.44 per ton, compared with $7.74 per ton for trucks not using scales (P < 0.001). We found that 11% of loads with in-woods scales had haul costs exceeding $8.00 per ton, compared with 32% of loads not using scales. Across all data, scales represent a 4% savings on per-ton haul costs with even greater savings available as fuel prices increase.

scholarly journals The Impact of a Mill Policy to Discourage Overweight Log Trucks

2004 ◽  
Vol 28 (3) ◽  
pp. 132-136 ◽  
Author(s):  
Ian P. Conradie ◽  
W. Dale Greene ◽  
Michael L. Clutter
Keyword(s):  
Minimal Amount ◽  
Vehicle Weight ◽  
Legal Limit ◽  
Gross Vehicle Weight ◽  
Truck Weight ◽  
The Impact

Abstract In Jan. 2002, Rayonier adopted a new truck weight policy at their Georgia mills to discourage gross overloading of trucks. Under this policy, logging contractors were paid a minimal amount per ton for weights exceeding 44 tons. To evaluate the effectiveness of this policy, we compared the weights of all trucks delivering wood to three company mills in Jan. 2001 (before the new policy) with the weights of all trucks delivering to the same three mills in Jan. 2002 (the first month the policy was used). This policy was very effective in a short amount of time. The percentage of trucks with gross vehicle weights exceeding 44 tons dropped from 5.56 to 3.01% after the new policy took effect and this improvement was seen within a week. We also observed other improvements in trucking performance. The percentage of loads within 5% of the legal limit increased from 45.8 to 57.4% through dramatic reductions in the percentage of underloaded trucks. In fact, after the new policy took effect, average gross vehicle weight and the average truck payload both increased due to this reduction in the percentage of underloaded trucks. South. J. Appl. For. 28(3):132–136.

Impact of Size and Weight Regulations on Trucks Crossing the Canadian-U.S. Border

1998 ◽  
Vol 1613 (1) ◽  
pp. 33-42 ◽  
Author(s):  
Fred P. Nix ◽  
John R. Billing ◽  
Michèle Delaquis
Keyword(s):  
Low Density ◽  
Federal Regulations ◽  
Truck Traffic ◽  
State Regulations ◽  
Conventional View ◽  
Cross Border ◽  
Vehicle Weight ◽  
Gross Vehicle Weight

The conventional view is that U.S. federal limits govern trucks operating across the Canadian-U.S. border. The identification of 118 roads crossing the border and a description of the regulations in neighboring provinces and states governing traffic on them are provided. Surveys at 25 crossings that carry 87 percent of cross-border truck traffic have identified truck configurations in different regions. The standard fiveaxle tractor-semitrailer, at a gross vehicle weight of up to 36 287 kg (80,000 lb), is the principal truck used between the two countries, but mainly for low-density freight or long hauls. Almost 22 percent of trucks crossing the border are configured to carry payloads heavier than possible with this truck. Most have at least six axles, and many make use of liftable axles. Local cross-border trucking operations are making significant use of trucks larger and/or heavier than those allowed under U.S. federal regulations and under provincial and state regulations, grandfather rights, or permits.

Charting the Way Forward in the Aftermath of the Sewol Tragedy

2017 ◽  
Vol 5 (1) ◽  
pp. 122-131
Author(s):  
Seokwoo Lee
Keyword(s):  
Public Safety ◽  
Coast Guard ◽  
Legal Authority ◽  
Potential Conflict ◽  
Government Organization ◽  
The Government ◽  
And Control ◽  
The Way

Under the Government Organization Act of Korea, the following two issues could be raised in regards to the legal authority and status of the Korea Coast Guard: First, there is an issue involving a potential conflict of authority between the Korea Coast Guard and the Ministry of Public Safety and Security. Second, pursuant to the Government Organization Act, the Korea Coast Guard has characteristics of an advisory agency in providing assistance to the Minister of Public Safety and Security. However, the actual authority to direct and control local administrative government offices under the Korea Coast Guard belongs to the Coast Guard. This is a bifurcation between structure and actual work which can create gaps between jurisdictional duties and responsibilities.

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