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.

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.

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.

Evaluating truck weight regulatory policies

1995 ◽  
Vol 22 (6) ◽  
pp. 1235-1239 ◽  
Author(s):  
Edward Fekpe
Keyword(s):  
Key Words ◽  
Weight Control ◽  
Regulatory Policies ◽  
Weight Distributions ◽  
Input Variables ◽  
Truck Weight

An improved methodology for evaluating infrastructure impacts and trucking productivity of different truck types operating under alternative truck weight limits and enforcement strategies is presented. The procedure accounts for the effects of enforcement on weight distributions in an objective manner allowing the consequences of adopting alternative weight control schedules to be determined. The methodology resolves some major uncertainties surrounding pertinent input variables required in evaluating truck weight regulatory policies. Key words: weight limit, enforcement, evaluation, pavement loading, payloads.

Vehicles and gross vehicle weight

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

scholarly journals Optimal Battery Sizing for Electric Truck Delivery

Energies ◽  
2020 ◽  
Vol 13 (3) ◽  
pp. 709 ◽  
Author(s):  
Donkyu Baek ◽  
Yukai Chen ◽  
Naehyuck Chang ◽  
Enrico Macii ◽  
Massimo Poncino
Keyword(s):  
Electric Vehicles ◽  
Battery Model ◽  
Weight Distributions ◽  
The Cost ◽  
Truck Weight

Finding the cost-optimal battery size in the context of parcel delivery with Electric Vehicles (EVs) requires solving a tradeoff between using the largest possible battery (so as to maximize the number of deliveries over a given time) and the relative costs (initial investment plus the unnecessary increase of the truck weight during delivery). In this paper, we propose a framework for the optimal battery sizing for parcel delivery with an electric truck; we implement an electric truck simulator including a nonlinear battery model to evaluate revenue, battery cost, charging cost, and overall profit for annual delivery. Our framework finds the cost-optimal battery size for different parcel weight distributions and customer location distributions. We analyze the effect of battery sizing on the profit, which is up to 56%.

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.

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