Vehicles and gross vehicle weight

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

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 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.

On-Board Log Truck Scales: Application to Southern Timber Harvesting

1987 ◽  
Vol 11 (2) ◽  
pp. 112-116 ◽  
Author(s):  
Robert M. Shaffer ◽  
Joseph F. McNeel ◽  
Paul D. Overboe ◽  
James O'Rourke
Keyword(s):  
Case Studies ◽  
Timber Harvesting ◽  
Rate Of Return ◽  
Internal Rate Of Return ◽  
Vehicle Weight ◽  
Internal Rate ◽  
Gross Vehicle Weight ◽  
Net Load

Abstract Case studies of electronic on-board log truck scales were conducted with cooperating logging contractors in Georgia and Virginia. The scales were found to accurately predict gross vehicle weight with less than 1.0% error. The cooperating contractors were able to reduce net load weightvariance by 0.52 tons and 1.14 tons, respectively. The investment in on-board scales produced an internal rate of return of 24.3% for the Georgia logger and 9.8% for the Virginia logger. South. J. Appl. For. 11(2):112-116.

scholarly journals ASSESSMENT ON MARKING SPECIFICATION OF REAR SIDE OF HEAVY GOODS VEHICLES IN MALAYSIA

2020 ◽  
Vol 8 (9) ◽  
pp. 283-295
Author(s):  
Siti Aishah Yahya ◽  
Nor Azam Ramli ◽  
Syabiha Shith ◽  
Nur Baitul Izati Rasli
Keyword(s):  
Rear Side ◽  
Road Accidents ◽  
Lighting System ◽  
Vehicle Weight ◽  
Compliance Level ◽  
Gross Vehicle Weight ◽  
Heavy Goods Vehicles ◽  
Toll Plaza

A vehicle's conspicuity is determined by the colour and pattern of painted surfaces, height, lighting system, reflectorization and fluorescent markings. In Malaysia, the better visibility of heavy goods vehicles has to be marked with retroreflective marking. The objectives of the study to analyse percentages of marking requirement that compliant with the MS 828:2011. The study was conducted at Jawi Toll Plaza, Nibong Tebal, Pulau Pinang from 9.00 a.m. to 5.00 p.m for three days. As a result, the highest compliance level of marking requirement was 96% which is box truck two axles. Meanwhile, other categories were between 17% to 91%. Many HGVs were not installing rear-end marking type 5, while all trucks and trailers with a maximum gross vehicle weight (GVW) of 3500 kg and above had to be marked with Type 5 (contour marking) as of 1 July 2019. Some improvement needed to reduce the severity and the number of road accidents by recommended a safe following distance.

Towards 2222, science fiction or an educated guess for the design of bridges?

2019 ◽  
Author(s):  
Rob Vergoossen
Keyword(s):  
Virtual Reality ◽  
Science Fiction ◽  
Renewable Energies ◽  
Railroad Bridges ◽  
Vehicle Weight ◽  
The World ◽  
Gross Vehicle Weight ◽  
The Impact ◽  
And Robotics ◽  
Far Future

<p>About 200 years ago the first railroad bridges were build, followed almost 100 years later by bridges for cars and trucks. Since the first cars and trucks, traffic has changed. Up to now this change is mostly an increase in intensity and axle and gross vehicle weight of trucks. But soon mobility will change.</p><p>When designing a bridge for a lifespan of 200 years there are a lot of uncertainties to deal with.</p><p>Will there be more vehicles due to easier transport, or will there be less because of a reducing population, virtual reality and robotics? There are a lot of construction activities going on in the world, but when will this change and what is the impact on mobility and transportation? The innovation in technology will change the use of the transport, which will make it more efficient, but is this also efficient for bridges? And what will be the effect of renewable energies and reducing CO2 on the usage of bridges? A lot of unknowns and only future will tell us what exactly will happen.</p><p>In this paper we give some scenarios on possible changes in the near and far future and how this can possibly influence the way we design our bridges today.</p>

Efficient Gross Vehicle Weight Selection in Hot and Dry Climate Conditions

2012 ◽  
Vol 616-618 ◽  
pp. 596-599
Author(s):  
D.R. Kulmukhamedov
Keyword(s):  
Climate Conditions ◽  
Vehicle Weight ◽  
Gross Vehicle Weight

In this work we studied the efficient gross vehicle weight selection in hot and dry climate conditions.

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.

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