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ABSTRACT: In 2005, the Ministry of Transport in Egypt issued new regulations for increasing legal truck axle loads. This paper presents an assessment of tuck factors (TF) under old and new regulations using actual truck loads and traffic data collected for three main roads in Egypt. Although axle load limits have increased by 17-36%, the TF increas...
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... the vehicle operation cost (VOC) is a function of the vehicle type and its operational characteristics and performance, which significantly vary from one vehicle to another, it was necessary to subdivide the same truck group to differentiate between different vehicle types having the same number of axels. The results of this process are shown in Table 2. As shown in this table, GARBLT classified trucks into 9 groups based on the number of axles in each group. ...
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... In 2005, the Ministry of Transport in Egypt issued a new regulation for increasing the legal axle load limits from 10 tons to 13 tons for single axle, 16 tons to 22 tons for tandem axle, and 22 tons to 30 tons for tridem axle. Osman et al. [13] evaluated such an impact of increasing the legal load limit on the truck factors for different truck types. The research considers six two-axle load limits, three enforcement levels, and two cases of freight weight transportation. ...
... The EALF was determined for two pavement distress criteria; the tensile strains developed at the bottom of the Hot Mix Asphalt (HMA) layer (fatigue cracking), and the compressive strains developed at the top of the subgrade (rutting or permanent deformation). The tensile and compressive strains were used to calculate the allowable number of load repetitions from Equation (13), and Equation (14). The Asphalt Institute failure criteria were used for the analysis. ...
Axle overloading and high tire pressures on the highways and motorways in Pakistan are one of the reasons that cause early pavement deterioration. There are numerous sections on the national highway on which trucks are reposted to be operating at 40-80 percent higher tire pressure than the legal limit, and the axle overloading is 30 percent greater than the legal axle load limit. This research aims at determining the effect of axle overloading and high tire pressure on the flexible pavement structure and derive the truck factors for trucks in order to quantify the damage to the pavement due to a single pass of 2-axle, 3-axle, 4-axle, 5-axle, and 6-axle truck using the results reported in the Pilot Axle Load Survey conducted by the National Transport Research Centre. In order to determine the effect of axle overloading and high tire pressure, a theoretical linear elastic mechanistic empirical analysis for different axle configurations was performed using KENLAYER and regression models were developed to find the Equivalent Axle Load Factor (EALFs) for the fatigue cracking, and permanent deformation. It was found that the EALFs were mostly controlled by permanent deformation distress criterion. The EALFs and the truck factors were highly influenced by the axle loads rather than the tire pressure. The 3-axle truck was found to be the most damaging truck followed by 6-axle truck, 5-axle truck, 2- axle truck, and 4-axle truck.
... The load test magnitude was defined considering a concrete elastic modulus of 29 GPa, a slab thickness of 180 mm, a Poisson ratio of 0.15, a subgrade reaction modulus of 38.60 MPa/m 2 , a cracked beam cross-section of 150 mm × 138 mm, and stress generated by a standard axle load of 80 kN. Additionally, the stresses generated by the axle load of 100 kN and 120 kN were evaluated in order to assess the overload effect that is a usual phenomenon, for instance, in developing countries [54,55]. Table 1 indicates the load applied in the test to produce the equivalent stress for each vehicle axle. ...
... In effect, this fact is evident in the Truck equivalency Factor (TF), which quantifies the damage produced by the vehicle axle load. Increasing the vehicle load by 17% to 36% results in an increase in TF of about 200% [54,55]. Therefore, ensuring stable LTE performance contributes to the reduction of the probability of structural failure, and maintains an adequate level of service with less significant pavement maintenance. ...
Concrete pavements are characterized by their high durability and low conservation costs. However, concrete production causes large amounts of harmful emissions. In this context, short slab pavements allow us to reduce the slab thickness and the amount of concrete used in their construction. These benefits are only valid if the design assumptions are fulfilled, one of which is the provision of enough Load Transfer Efficiency (LTE) by the aggregate interlock. However, the current design method for short slabs does not relate the LTE with the Crack Width (CW) under the joints. This can jeopardize the sustainable benefits of short slabs. The objective of this study is to propose a method to develop the LTE-CW relationship for the short slabs' design. The sustainable and accessible approach adopted in the proposal represents a paradigm shift compared to the traditional methods, which are limited to laboratories with sufficient resources to perform real-scale testing. The results show that it is possible to develop the LTE-CW relation in a sustainable manner. Furthermore, the aggregates that fulfill the technical specifications for pavements provide enough LTE when most of the joints are activated. When that happens, short slab pavements reduce environmental and human health impacts by 33% and 26%, respectively.
... In 2005, the Ministry of Transportation in Egypt issued new regulations to increase the legal loads per axle for trucks. An assessment of truck factors (TF) regarding the old and new regulations using real truck loads and traffic data was presented [19]. TF are used to determine the equivalent single axle load (ESAL) needed for projects and pavement maintenance, which increased with the expansion of allowed tolerance. ...
Overweight vehicles in ornamental stone transportation reduce the lifespan of the pavement and increase accidents on Brazilian highways. This paper evaluates the relationship between different policies for the loading of ornamental stone vehicles and its externalities, such as the impact on costs with transportation, pavement maintenance and road accidents, using the System Dynamics (SD) method. The results confirm the advantages of reducing operational costs with the practice of overweight. However, as the overweight increases, the pavement maintenance and road accidents costs also increase. Therefore, the best vehicle loading policy depends on the relative importance of the economic and social costs involved.
... En ese sentido, autores como Jeongho et al. [5] indicaron que el potencial de deterioro acelerado sobre el pavimento se debe principalmente al uso de camiones con sobrepeso, situación que según Wang et al. [6] es la principal causa de los agrietamientos longitudinales. Por otro lado, también se han llevado a cabo estudios orientados a examinar los efectos del incremento de cargas máximas legales de vehículos comerciales en el deterioro producido a las estructuras de pavimento [7,8]. Según Omar et al. [7], un incremento de entre 17 y 36% en los límites de carga por eje de camiones repercute en un aumento en el factor camión de un 200%, lo que a su vez se vio re¯ ejado en este estudio particular en un incremento del número de ejes simples equivalentes de 8,2 toneladas del 75 al 136%. ...
... Por otro lado, también se han llevado a cabo estudios orientados a examinar los efectos del incremento de cargas máximas legales de vehículos comerciales en el deterioro producido a las estructuras de pavimento [7,8]. Según Omar et al. [7], un incremento de entre 17 y 36% en los límites de carga por eje de camiones repercute en un aumento en el factor camión de un 200%, lo que a su vez se vio re¯ ejado en este estudio particular en un incremento del número de ejes simples equivalentes de 8,2 toneladas del 75 al 136%. Por su parte El Sharkawy et al. [8] demostraron que los daños por fatiga y ahuellamiento propiciados a las estructuras de pavimen-to son sensibles a sobreesfuerzos generados por vehículos sobrecargados. ...
... , según las cuales el ahuellamiento en pavimentos asfalticos es producido mayormente por los ejes tridem de vehículos con altos niveles de carga. Los resultados encontrados en ésta investigación para los vehículos tipo C3-S3, también se encuentran en concordancia con los obtenidos en Egipto por Omar et al. [7] (i.e., factor camión de 13,2) para camiones de éste tipo con un 25% de sobrecarga. ...
Traffic estimation is one of the most important aspects in the analysis and structural design of pavements and its adequate determination requires updated values of truck factors. This study aimed to evaluate the truck factors for cargo commercial vehicles operating in the Colombianís primary road network. For this purpose, in 2011, thirty-eight mobile weigh stations were positioned on different strategic points of the national road network to characterize the traffic loads. Based on statistical procedures, updated truck factors were obtained for each type of truck circulating on the roads analyzed. These truck factors can be used for design of road sectors with socioeconomic characteristics similar to those of the roads evaluated. It was found that the type of vehicles that circulate more along the national roads are: C3-S3, C2, C3- S2, C3, and C2-S2, with a distribution of 36%, 35%, 13%, 11%, and 5 %, respectively. Finally, it was observed that the C3 and C3-S3 trucks are the ones causing more damage to the road infrastructure in Colombia taking into account that these vehicles are circulating overloaded in some portions of the road network.
... En ese sentido, autores como Jeongho et al. [5] indicaron que el potencial de deterioro acelerado sobre el pavimento se debe principalmente al uso de camiones con sobrepeso, situación que según Wang et al. [6] es la principal causa de los agrietamientos longitudinales. Por otro lado, también se han llevado a cabo estudios orientados a examinar los efectos del incremento de cargas máximas legales de vehículos comerciales en el deterioro producido a las estructuras de pavimento [7,8]. Según Omar et al. [7], un incremento de entre 17 y 36% en los límites de carga por eje de camiones repercute en un aumento en el factor camión de un 200%, lo que a su vez se vio re¯ ejado en este estudio particular en un incremento del número de ejes simples equivalentes de 8,2 toneladas del 75 al 136%. ...
... Por otro lado, también se han llevado a cabo estudios orientados a examinar los efectos del incremento de cargas máximas legales de vehículos comerciales en el deterioro producido a las estructuras de pavimento [7,8]. Según Omar et al. [7], un incremento de entre 17 y 36% en los límites de carga por eje de camiones repercute en un aumento en el factor camión de un 200%, lo que a su vez se vio re¯ ejado en este estudio particular en un incremento del número de ejes simples equivalentes de 8,2 toneladas del 75 al 136%. Por su parte El Sharkawy et al. [8] demostraron que los daños por fatiga y ahuellamiento propiciados a las estructuras de pavimen-to son sensibles a sobreesfuerzos generados por vehículos sobrecargados. ...
... , según las cuales el ahuellamiento en pavimentos asfalticos es producido mayormente por los ejes tridem de vehículos con altos niveles de carga. Los resultados encontrados en ésta investigación para los vehículos tipo C3-S3, también se encuentran en concordancia con los obtenidos en Egipto por Omar et al. [7] (i.e., factor camión de 13,2) para camiones de éste tipo con un 25% de sobrecarga. ...
Traffic estimation is one of the most important aspects in the analysis and structural design of pavements and its adequate determination requires updated values of truck factors. This study aimed to evaluate the truck factors for cargo commercial vehicles operating in the Colombian's primary road network. For this purpose, in 2011, thirty-eight mobile weigh stations were positioned on different strategic points of the national road network to characterize the traffic loads. Based on statistical procedures, updated truck factors were obtained for each type of truck circulating on the roads analyzed. These truck factors can be used for design of road sectors with socioeconomic characteristics similar to those of the roads evaluated. It was found that the type of vehicles that circulate more along the national roads are: C3-S3, C2, C3- S2, C3, and C2-S2, with a distribution of 36%, 35%, 13%, 11%, and 5 %, respectively. Finally, it was observed that the C3 and C3-S3 trucks are the ones causing more damage to the road infrastructure in Colombia taking into account that these vehicles are circulating overloaded in some portions of the road network.
