Professional Documents
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ETI-E OF COhTTENTTS
Page
I Introduction
1.1 Problem 1
1.2 Objectives of the Study 2
1 .3 Axle Load Studies Done in the Past 2
.3,1 NTRC Axle Load Study 1982 2
.3.2 Multi Axle Vehicle Survey 1982 3
.3.3 ACE Study 1988 4
.3.4 Road Research and Material 4
Testing Institute Study 1989 4
. 3 . 5 N E S P A KS t u d y 1 9 9 3 4
7 . 4 Structure of the Report
2 Technigall Background
2,7 General 7
2.2 Load Distribution 7
2.3 Pressure Bulb Theory 8
2.4 Effect of Various Factors on Pavement Stresses 11
2.4.7 Tyre Size 11
t* 2.4.2 Tyre Pressur.e 11
2.4.3 W h e e lL o a d 13
2.4.4 Dual Wheels 13
2.4.5 Axle Configurations 15
2.4.6 Static vs Moving Load 15
2,4.7 Repetitionof l,oad 15
2.5 Standard Axle Load 16
2.6 Damaging Effect of Axle Load 16
2.7 AASHO Road Test 16
2.8 Equivalence Factors t7
2.9 Analysis Methodology Used For The Study 18
2.10 Axle Load Spectra in Different Countries 20
Methodologlr
J 4.1 Selection of SurveY Points
29
SurveY Timing & Duration
29
4,2 30
4.3 Selection of Vehicles
31
4,4 Measurementof Axle Loads
31
4.5 Police Assistance 32
4.6 Questionnaire
Trraffic Volume & Profiortion of Trucks
33
5.1 Traffic Volume 34
5.2 Classification of Vehicles ' 35
5.3 Traffic Volume on SurveSr Station 35
5.4 Proportion of Commercial Vehicles 36
5.5 Disiribution of Trucks bY Make 37
5 .6 Distribution of All Trucks According
to Axle Configurations
37
5.7 Growth Rate of Trucks
Annexures
92
Statistical APPendices
lf-
t
I- I SItr OF ltrABI-E S
Page
TabIe
95
Average Axle Loads, 2-Axle Truck
Commodities 98
101
Avg. Axle Loads 3-Axle Single Truck
103
Avg. Axle Loads 3-Ax1e R.Tandem Truck
105
Commodities
108
Avg.Axle Loads 4-Axle Single Truck
Commodities 109
111
Avg. Axle Loads 4-Axle M.Tandem
t12
Avg. Axle Loads 4-Ax1e R.Tandem
114
Commodities
116
Avg. Axle loads 5-Axle Tandem
177
Avg. Axle loads 6-Axle T.Triclem
t
118
Commodities
119
Tyre Pressure 2-Axle Truck
720
Tyre Pressure 3-Axle Single
l2t
Tyre Pressure 3-Axle R.Tandem
L23
Tyre Pressure 4-Axle Single
L24
Tyre Pressure 4-Axle R.Tandem
125
Tyre Pressure 5-Axle Tandem
126
Tyre Pressure 6-Axle T.Tridem
127
ESAs 2-Axle Truck (RN31, UK)
128
ESAs 3-Axle Single (RN31, UK)
t
ESAg3-Axle R.Tandem (RN31, UK) 129
7.2-C
145
7.3-H ESAs 6-Axle T.Tridem (AASHTO)
7.3-c ESAs3-AxleRealTandem(DirectionalSplit,AAsHTo)148
149
7.3-d ESAs 4-Axle Single (Directional Split, AASHTO)
7.3-f ESAs4.AxleRearTandem(DirectionalSplit,AAsHTo)150
?.3-h ESAs6-AxleT.Tridem(DirectionalSplit,AAsHTo)151
I-IST OF FIGI.rFLES
Figure Page
at all stations.
(Base on volume).
(Base on surveY).
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:6u1r"ro11o1 se ,tPn1s PeoT aTxv
a:e I'pnxs luasard aq1 Jo slTnseJ al{'l
Zg6T I{XTtr pareduoc
trpnls 2,861 ttlTlr ,{pntS luasard Io uosTredruo3 (ttx
'To.rxuoc
rapun aq 01 sPt{ saTxp rea: Jo tg'tt uaql 't:lunoc
1q6no:q
eq1 uT palldde sT aTxP rpo.r xol suox ZI Io lTurTT 1e6a1
p IT ,splon 1eqXo uI 'pBoT aTxP .rPar suol eT p a a r x a * 9 9 ' L Z
-l : 6Ct Y_:
69'6 0g'82 n9'z
zz uapupJ,'u
Eg.OT 0E'r.T 90'EZ 9V' VZ IO'BT '.TT -e'T aTxv- t
7,'Z aT6uTs
66'e,l 00'67 89'6 LL'6 +z'T aTxv-t
uapuPfi'u
t8'8 8r'87 zL'92 z8'vz e9'L zz'T aTxv- t
aT6uTs
L9' V 6V' 9 v'L gE'9 96'n LE'C z'r aTxv-z
(o,r,Hsw
) (reHu) 6867 6867 886I z86T NOr,ld
3U.IN ,tNgsgud xvdssN t i t l u ' u gJv 3U,f,N scto3 - ruSsgo
SgIOmS USH,LO H,LI|{ sVSg .{O NOSIUVd!{OC
: s$oTToI sP sT rlpnls luasa:d aq1 qlT
1up?Tnsuoo luairaIITp .f,q .raTTrea lno pa{.ror"r uo11e:nbT;uoc aTx
AuareJJTp .roI saTxv pirepuexs lualenlnbg Jo uosTreduoC
seTpnls snoTnard q?TA ssvg Jo uosTreduroJ (fff
(TTT,<)
'(cu,rN) a:1uec qcrPosau 1:odsueril, TPUoTIPN pue
slup1Tnsuoc' seTlTJot{XnB luauru:aao6 pau.racuoc' slalrodsue:1
aq? rtq L11u1oI paplcap eq .rleur uPxsT)tpd uT lTllITT 1e6a1
pEoT aTxE 'rtaalns pPoT aTxE sTI{l Io s?Tnsa.r oql uodn pasEg
upxsT{ed roJ ?TtuTT Tp6az ptoT eTxv (ax
0'07 'x'n
0'8 elsAelegq xseM
ITuITT oN .rB1B0
lTurTT oN TqPqq nqv
o'zT. uPpJor
0'8 ertuay
z'8 ,r(a>1:n,1,
0'07 e1:a61p
0'8 eTdor{lg
( sgNt'Io,l) ,lrnrt
ovoT grxv rvcgr atilvN r,u,r,Nno3
: I"roTaq
uan16 sp ppoT aTxB rTaqx polcTJlseJ aleq pue a^T1PT1TuT
aq1 ua{px elpq sa1jrlunoc auos 'saTJxunoc buldolanap
oq1 to rualqord 1e.reua6 P sT speoT aTxP {cnrl alTssecxg
seTrluno3 Euldolenoq raqlo uT uoTltnlTs(^Tx
]- IDU:PFLODI.'CTIODI
I .1 Problem
--{- Like most other developing eountries, trucks in Pakistan carry loads
much in excess of their rated capacity. The local truck body makers are
producing wider and elevated truck bodies which enables the truck owners to
over load to reduce haulage costs. The tyres are also over inflated far in
with road surface. The excessive wheel loads with reduced tyre contact areas
exert pressures far in excess of safe bearing capacity of the road pavement
structttre. When over loaded trucks run on flexible road pavements having
unbound bases, signs of distress (rutting) soon appear after the faciiity is
opened to traffic.
in Axle Loads and total load.s camied by commercial vehicles. Therefore the
frequency and magnitude of the axle loads being applied on the roads is
increasing and the highway authorities are facing the serious problems of
designing fqture roads to meet the criteria for much higher traffic loadings.
d.esigning and maintenance. Inspite of the vital importanc9 of the data, its
colleetion and use has not been made in any systematic manner prior to 1982
study. Instead, rules of thumb have been followeil and in some cases ratios
The result of the axle load surveys help to determine the conect
The present practice in all most all the countries is to convert vehicles axle
loads into standard axle load of 8165 kg (18000 lbs) and to determine
pavement say 10
equivalent standard axles (ESA's) for the design life of the
or 20 years.
introduction of newer and more powerful trucks with heavier and wider bodies
and transfer of goods traffic from rail to road. This has been the major
The study covers country-wide axle load measurements on the main national
;- vehicle, commodity,
highways to find out variations with respect to type of
different axle
volume, tyre pressure and to calculate damaging effect of
configurations.
wasthefirststudycarriedoutinthecountryforthemeasurementofaxle
of thumb were followed and in some cases
loads. Prior to this sttrdy; rules
in other countries were used' Howevent
ratios and approximations developed
used by consultants and authorities
results of this study were widely
Highways for designing new pavements
concerned, with National and Provincial
pavements '
and improvement of existing road
Accordingtothetrafficcompositionatthattime2axleBedfordtrucks
96 ' 5% of the vehicles ' followed by
were dominant and accounted for about
damaging effect, a loaded vehicle was
Nissan and Hino. According to their
empty vehicle equal to 0'12 standard
found equal to 3.2 standard axle and an
axles.
EightySevennumbersofsuchcategoryweremeasured.Intermsofdamaging
kg (18000 lbs) for various types of
effect, equivalent standard axles of 8165
AccordingtothisSurvey'thedamagingfactorforloadedvehiclesranged
for the 4 axle rear tandem prime
between 0.814 for tractor trolly to 18.066
.(
mover with trailer.
l..3.4RoadResearchandMaterialTestinglnstituteStudyl9S9
Institute of Punjab Highway
The Road Researeh ad Material Testing
Departmentconductedanaxleloadsurveyinlg8gcoveringatotalof302
loaded vehicles were surveyed'
vehicles including 52 tractor trollies. only
and Faisalabad'
The survey was carried out around Lahore
*-
cornparedtog.2forthesamecategoryofvehiclesinlg82.
Comparison of ESA's for different axle configurations worked out by
.<-
configuration, average axle loads, the AASHO Road Test and' equivalent
different equipments
standard axles are discussed in Chapter 2, while the
3' Chapter 4 deals
used for axle load measurementsare described in chapter
5 provides information
with methodology adopted for the study and Chapter
and statistical data
on traffic volumes, proportion of trucks in traffic stream
average axle loads
related to traffic composition. Analysis of data containing
6
are
of different axle configurations at different sections of national highways
of trucks
presented in Chapter 6, while the d'amaging factors of different type
7 of the
in terms of equivalent standard axles are presented in Chapter
report.
Results are presented in the form of tables and diagrams and discussed
which
in the text where necessary. Tables containing additional information
appended at
are not presented in the text are referued in the paragraphs and
1
2 TECHI\TI CAI- BACKGR.OI.'I\TD
2.1 General
Axle loads are one of the two principal factors for determination of the
'
pavement thicknesses, the other factor being the load bearing capacity soil
of axle loads at
It is therefore very important to know the exact distribution
designed' Prior
a particular section for which the flexible pavement is to be
of the axle loads,
to NTRC 1982 study for determination of the damaging effect
have been followed and in some cases, ratios and
rules of thumb
not relevant to our
approximations developed in other countries which were
a high degree of
conditions were used. However, NTRC 1982 study reveated
using factors for
overloading prevaling in the country which necessitated
country'
pavement clesign which are at par with the vehicle loads in the
distributing the applied vehicle load in such a way that maximum pressure
capacity' A system
applied to the sub-soil is within limits of its load bearing
and surface course
of layers of different specifications such as sub-base, base
etc. , make such a load distribution in a complex way' The design of fleXible
approximately 45 degrees. The area over which load is spread increases with
Fig. 2.1.
cover can be readily determined for the maximum truck wheel load that is
p = qn (o + d)2
d=l'p o
where J qn
stress on the various horizontal planes at various depths. The pressure Bulb
Theory explains the distribution of load when applied to the soil through a
circular object. The pressure at any one point on the surface of a bulb is the
same as at any other point. Because the contact area between a tyre and the
ground approximates a circle, the theory can be applied to pressure in the soil
under tyres with slight modification. Fig. 2.2 illustrates the pressure bulb.
*
lrl
l+l
Unit pressure under
oreq.
.:
,D
,'/, o
Fig. 2.2. V A R I A T I O N I N P R E S S U R EW I T H D E P T H U N D E R A L O A D .
tl
road
2.4.1 T5rre Size Tyre size determines the area of contact with the
and unit 10ad'
surface which in turn determines the area of 10ad distribution
surface and the
The smaller size tyres will make a sharp curve with the road
stress or pressure
area of contact would be small and unit load more. The
2.4.2 T5rre Pressure For a given size of tyre, the at:ea of contact with noad
surface will inversely vary with tyre pressure. The higher pressure would
result in smaller contact area and vice versa. The unit load will therefore
pressure increases. Fig.2.3 (b) indicates the manner in which the actual
the inflation
pressure is transmitted to the surface in a non-linear fashion as
Fig.2.3(c) also indirectly reflects the role of the tyre pressune inducing
stresses in the pavement. The effects of high inflation pressures are most
( a I IJBE -9o-NIA9-IJBLA-
300
tr
u
o
il,
o
4
t
4
o
c
' Lor .
o,
E
.F
0.6
- -9I
1b) pBEtg!IlE--QN=-Bo4il=4I--c-ql!lEE'
r.0 ffiIbs"lc-tr@ a o
o o
( : d
oE o
G'Z o
o
5
ul
>
!n ol
6ru
a€
o(/|
tJ
F!
!u
;e 0.6
,\-
0.2
0.06 t c ) -sTRE.19--.9N-s--q[-
s, ,|'
t
.-1
c ,6uci1
o
t'
9^- 'ono"'
y|tr
torS
66u"
Vl.-
o,
YZ 60,rU.:o
=< 9.
e'
o
u=
o
vt
uul
to
:P
N.:
--._..-t
0.4 0,6
0.2
T y r e i , r l l e c t i o nP r e s s u r e M N/ m 2
Fig. 2.3 R E L A T I O N S H I P B E T W E E NT V R E P R E S S U R E , P R E S S U R E
ON THE ROAD AND STRESS ON SO]I,.
l3
2.4.g Wheel Load It would be seen from the above that as the wheel load is
The additional wheel load has however, the affect of causing the
increase.
proportion to the extra load. Thus it is clear that as the wheel load is
wheels which can influence the stress distribution and deflections within and
Where
of the
The relatioship clearly illustrates the two most important features
pavement surface
dual-tyred assembly. Firstly the celculated stresses at the
there
(when z = o) are only due to the individual wheels of the assembly and
l4
are no interacting effects. Secondly, the distance between the tyre centres
beneath the surface. At
plays an imPortant Part in the stress distribution
depth, the stress due to the dual-tyres becomes near additive. Fig'2'4
tend to
2.4.6 Static Versus Moving Load Tests have indicated that stresses
.deereaseas the vehicle speed increases from creep speed to about 24kmln.'
plays a critical role in pavement failure. The cracking of the surface may be
it may
the result of fatigue characteristics of the bituminous material itself or
and/or
reflect the effect of repeated loading on the road base, sub-base
subgrade materials.
T
t6
vehicles and different vehicles of the same category due to differences in the
type and amount of cargo canied. Accordingly, to bring all axle loads to a
The damage caused to the noad str:uctune is nelated to its axle loads,
and the axle load in order to cany out proper and adequate structural design
for the roads. However, the relationship between the axle load and the
damage it causes to the road structure can only be obtained from full-scale
experiment.
The most widely used relationship between vehicle loading and pavement
performance was derived from the AASHO Road Test (Highway Research
Board (1962) ) and W J Liddle (1962) . This test involved running vehicles of
they deteriorated under the traffic loading.' The test was caruied out over the
loess and where weather conditions are typical of the Northern USA i. e. a
continental climate with hot summers and cold winters. The data were
emerged was a generalised conclusion that the relative damage to both flexible
and rigid pavements varied approximately as the fourth power of the applied
wheel load. It is this relationship that provides the basis for assessing the
( 8 1 6 5k g ) .
which would do the same damage to a road as one passage of standard axle.
Other researchers have also analysed the Road Test Data to derive
relationship between equivalence factor and axle loads. The results of the
AASHTO road test have indicated that the stresses induced and the damaging
effect caused to the road pavement by an axle load higher than the standard
L'
axle load increases not in direct proportion to the load but by a power of
standard load. The most commonly value used for the power is 4.5. Two
days for determination of equivalency factors. The first one is the AASHTO
Guide 1988 and the second is the RN31, UK approach. The AASHTO, 86
provides equivalency factors for various axle loads of single, tandem and
tridem axles. The equivalency factors are further based on the type of
Serviceability Indes (Pt) of the pavement. Since most of the recent major
fSf it was considered
highway designs have indicated structural number of ,
'r index
appropriate to assume a value of 5 " as SN. A terminal serviceability
T
l
td
l
value o,f n 2.5 fr was adopted. Load equivalency factors adopted in this study
as per AASHTO are placed at Annexure 2-A. In the second approach i.e.
RN31 , UK, all axles are assumed as single axles. The tandem axles are treated
as two single axles and tridem axles are treated as the three single axles. The
equivalency factor of each single axle in this approach are worked out as
follows:
^a.
Equivalency Factor = ( Axle Load in Tonnes ) S
U. Ib
axle of the vehicle seperately. Various options were considered for analysing
the collected data for getting the equivalent standard axle value for the
vehicle. Ther.e has been no assessment of the validity of the AASHO results
pavement stiffness and other factors are very different to those where the
road test was carried out. Literature in this regard was also studied. Liddle,
in his analysis of the AASHO road test data had seperated axle cofigurations
in singie and tandem axle sets. He deduced that the damaglng power of
tandem axle sets was less than that of two singtre axles together camying the
O\7BR LADEN
PIiOPIRLY LADEN
V E Hl C L ] i
VEITICI,E
toc 9L l9t
6L
EQUIVALENT S ' T A N D A R DA X L E S n Q u r V A L E N l l S T A N D A R DA X L E S
f- *o.25 *
2'.,50 l .55 44.9
?t . l.5l 25 .6
0. 36 2.18
ESAs = pavemenf Total ESAs = pavemeltt
Total
' damagtng effect
damag in g effect
+'2.75 *
46.4
J.
2 .54 27.11
ACCORDING TO RN 3 I
ACCORDING TO AASHTO
l 20
I
Although Liddlets analysis is widely accepted, other authors such as
Shook and Finn analysing the same data concluded that when tandem axle
assemblies carry axle loads greater than 8 , 165 kg ( 18 ' 000 1b ) they cause more
-t pavement damage than two single axles canying the same total load.
derived from the AASHO test for assessing the damaging efect of traffic on
made of the same data it is felt appropriate for this study to analyse the
survey data using both the approaches i- e. taking all axles as single axle and
using equivalance factor derived from the 4.5 power law and also the factors
were derived by using the AASHTO Design Guide 1986 as the alternate
approach.
uncommon to find. two axle trucks with much heavier axle loads. Axle loads as
high as 20 tonnes are also observed. The tyre pressures are also in excess
of normal values. The effect of the heav5l axle loads and the high tyre
pressures is to increase many fold the damage caused by the tyres to the
distress shortly after they are opened to traffic. Rolt (1981) has examined
below:
extent of this overtroading can be seen from the data in Table
EXAMPLES OF
container-traffic, more of these are coming into greater use on the roads in
developing countries. The proposed E.C. loading limits for them are given
VEHICLES
f
22
In the USA the regulations concerning the size and axle loading of
gross vehicle weights are generally higher than in Burope, maximum axle
-t- loadings are generally lower. This perhaps reflects the vigour with which
pavements '
State Highway Departments have striven to protect their road
and loading are quite strictly enforced. Some developing eountries have
-rb--
1-
3 A><I-E I-OAD N4EASTJFT I ITG
3.1 General
volume and in the size and weight of the vehicles using the roads. As a
inf,ormatin about the distribution of the axle loads of existing traffic, and
axle loads surveys are required. Such surveys can conveniently be camied
Bridges, Weigh in Motion Equipments and TRL portable wheel weighing unit
bridges are commonly used because they have made regulations about the
weight, height and length of the vehicles. The high speed weigh-in-motion
and. length requirements at high speed. A brief discription about high speed
weight, height and length and classifies each vehicle as it drives oven axle
setlsors and weigh plates. It instantly decides whether the vehicle conforms
vehicle is over weight, over length and/or over height in two ways. Firstly,
if a non-regulation vehicle pass over the weigh plates, an alarm sounds in the
control room secondly, traffic lights controlled by the HSEMU System are
within view of the control room. Because the system automatically screens.out
vehieles that conform, the station can operate with minimal staff and its
expected in the short term. A typical HSEMU layout may be seen at Annex 3-A
TRL has used this portable weighing unit in many parts of the world for axle
load surveys.
private motor car. The size of the weighing platform should be as large as
possible to minimise the difference in level between the wheel being weighd
and the other wheels of the vehicle when the unit is being used on level
+- would be adequate for pavement design purposes, the higher accuracy would
enable the unit to be used for the enforcement of legal axle-load limits and for
checking the weight of test trucks used for making deflection measurements
on existing roads).
conditions of use, has an overall accuracy of t 2%of full scale. The equipment
,t* is not adversely affected by high temperatures or humidities.
horizontal surface. The weigh bridge should be installed in a pit with its top
face level with the suruound.ing road surface. The design of a typical pit is
shown in Annexure 3-D. If the platform is not evenly supported over its base
area, then, when loaded, distortion of the frame may be sufficient to cause
using the weighing unit, the surface should be cleared of any debris, area
f
26
If the surface is unavoidably uneven or has high spots, their effect can
The survey site was so seleeted to make it possible to camy out survey
of the traffic easily and safely. Each survey point was selected on a clear
stretch of road with good visibility, to give ample tirne to driver to slow down
and stop. The sites were so positioned to avoid junction or other turning.
A typical layout for survey site is shown in Annexure 3-E. Advanced working
signs were also used to give indication to driver about the survey.
eight hours. One person was deputed to control the traffic on the road and to
direct vehicle into the weighing areas. The second person was deputed to
7L direct the vehicle within the weighing area to drive slowly on the weigh bridge
and position its wheels centrally on the platform. The third person was used
to record the wheel loads & the fourth person was deputed to carry out a
equipment have been used for survey of traffic entering and leaving in
Abu Dhabi Island in the Trucial States. The weighing unit and dial indicator
have been used for the measurement of wheel loads at Quamy Bayadat in the
Emirate of Abu Dhabi and in Qatar. The axle loads in excess of 191000 kg
T
27
were recorded.. The weighing time and the associated equipment performed
satisfactorly in both these survys. The accuracy of results was good and
eryor due to temperature drift were considered negligible over the duration
(less than half minute) of weighing unit of a weighing operation. During the
present survey the axle loads upto 24.65 tons were encountered '
CHECK VOLTS button; The display will indicate the voltage level of the
D. C. sources. Allow the unit to warm up for 5 to 10 minutes. Adjust the SET
ZERO to obtain a reading of 0.00 on the desplay. Press the CHECK CAL
button. The display should now read 5.55. If necessary, adjust the SET CAL
control to obtain a reading of 5.55 whilist holding the CHECK CAL button.
platform. The display will then indicate the value of the load. For example
T"
28
calibrated against a proving ring and any further re-calibrations by the user
are useful but not essential. A periodic check of the sensitivity may be made
using a known load. When a reliable and accurate loading device is available,
First of all complete all the connections. Place the platform of the
plate
weighbridge on the plywood sheet. Apply load through a 25 cm x 38 cm
or block of wood (i.e. the area equivalent to a tyre contact area at 10 tonnes
wheel load) in increments of 1000 kg, to the full value and note the
then obtained by plotting the load measured' by the indicator against the
T:
29
4 lvrETHO[)O[.OG'54
A country wid.e Axle load Survey was caruied out by NTRC in 1982.The
survey points were selected jointly by NTRC and NHA and were mostly located
near the district boundries, the present study was aimed to update the
Highways near the previous stations of 1982 study. A map showing survey
are as below:
1. N-5 16
2. N-25 2
3. N-35 3
4. N-40 1
D. N-55 5
6. N-65 1
.L 2
7. N-70
Total 30
The survey was conducted for 24 hours starting from 10.00 a.m. Out
of the 30 stations, 11 stations were on relatively low volume roads where the
axle load measurements were made for 24 hours. While at 19 stations where
traffic volume was high, a 24 hours in bound and 24 hours out bound i.e. 48
30
hours traffic volume measurements were camied out. The finst round of
survey was started from southern region of the country-on 30-03-1994 from
Gujranwala section (15th station). The second round; of the survey was
approved by the NHA and was sent to I. G . Police of four provinces to get the
Highways. The results show that on most roads the axle load distribution of
L
the traffic moving in one direction is about the same as that traffic moving in
Similarly, on some routes, special vehicles are in regular use, for example in
timber extraction areas and mining areas. The loading is quite different in
Axle, 3-Axle, 4-Axle and more than 4-Axles were measured. A total number
from one side were stopped for weighing and one or two vehicles moving in the
same direction were kept waiting. Others were allowed to pass. Once a queue
in one direction was cleared, vehicles coming from the other side were stopped
for weighing. This procedure was adopted where traffic volume was low and
where 24 hours axle load measurements were made for both directions. But
a
where the traffic volume in each direction was high, 24 hou]" axle weighing was
done in each direction. Plate showing weighing of tr:uck at site may be seen
at Annexure 4-B.
this study because police assistance was necessary for stopping and managing
the traffic at survey points. Almost at every station, two policemen were
staff . It also ensured safety of survey staff during night time measurements
and in remote areas. It was also noticed. that in the absence of policemen some
Police was requested. that during the axle load survey, they would not
check the driverts licence or documents of vehicle and would not challan the
4.6 Questionnaire
origin and destination of the vehicle. The same with modifications was
Annexure 4-C.
(
33
Traffic volume studies are conducted to furnish the engineer with the
and to provide him with the data required for a quantitative approach to the
solution of the problem. The studies must be so designed and carried out that
data provided are ad.equately accurate and unbiased and the cost of data
collection & processing is within the limits of available manpower, funds & time .
and annual vehicle miles of travel (AVMT). The average annual daily traffic
a
is the number of vehicles that pass a par:ticular point on a road way during
L While AVMT is basically a system measure of traffic'
period of 36b days.
the various types of vehicles using the highway. Traffic volume data will
be
indicate the appropriate levels of service for which new highways should
grades.
Y
34
estimate the total number of commercial vehicles that will traverse the
pavement in the course of its design life. For this purpose it is necessary to
+ know the number of commercial vehicles that will use the road when it is first
opened to traffic and to forecast the annual growth rate of the traffic.
of
improvement of a highway, it is essential to know the nature and volume
Studies
traffic which is expected to use the highway during its design life.
the
are needed to determine the pattern and trends and increase in flow, and
vehicle caryying capacities of both the existing highway and the improved
highway.
axle single unit trucks, six axle multi-trailer ete) ' The following
classification was adopted for traffic volume count purposes for the study.
1. Pedestrian CYcles
2. Animal Drawn Vehicles
3. Motor CYcles
4. Rickshaws
. 5. Passenger Cars
6. Wagons
7. Buses
8. 2-Axle, six tyre single unit trucks
9. 3-Axle with rear tandem axle
10. 3-Axle single trucks
11. 4-Axle trucks
72. More than 4-Axle Trucks
1'
35
g% ofTrucks
T'
STATIONS
FrG5.4
ItisquiteinterestingtonotethatinlgS2,theproportionof2axle
gg%while the proportion of 3 and more axle
commercial vehicles was about
during the last decade, there
trucks was only 1%of the truck fleet. Hence,
vehicle trucks ' The
has been tremend,ousincrease in the growth of multi-axle
are gradually replacing
three and more axle trucks are being prefemed and
2 axle 68.9%
3 axle 22.7%
4 axle 6.5eo
5 axle and more 1.9eo
trucks having a rear
The major increase is in case of 3 axle trucks; the
three axles together form 92%of
tandem axle. It is also evident that two and
r
JI
proportion of the
Although, the Bedford Trucks still costitute the major
proportion of Bedford
truck fleet; however, while comparing it with the
Trucks are gradually
trucks in 1982 (96.5%), one finds that the Bedford
depletingfromthetruckfleetonourroads.TheJapenesemakesare
of Hino and Nissan
gradually replacing the Bedford trucks. The proportion
more than 40%of truck
Trucks which was negligible in 1982, now constitute
be most likely, the Bedford
fleet. If this trend continues, which seem to
makes very soon '
trucks may be mostly replaced by the Japenese
5.6DistributionofAllTrucksAccordingtoAxleConfiguration
survey according to axle
The distribution of all trucks weighed during
Table below. The graphical presentation of the data is shown in Fig 5 ' 7, which
stations ranges from almost negligible to 8eoexcept on one' station where it was
17.48%
TRUCKGRowTHRATESDURING1936To1gg4PERIOD
Number of Axles
4. 18 -3.82
25 Peshawar-Tourkham 2 . 9 8
* Not encountered
I
39
TRUCKGROWTHRATESDURING
1986TO 1994
50
30
10
o -t-
24
-10
Y
6 A><I-E I-OA.DS
w i t h N T R C - 1 9 8 2s t u d y .
over tables, bar
Statistical analYsis and interPreted results spread
necessarY have been
charts, and graPhs and explanations wherever felt
provided.
Surveystations,comprisingbothloadedandemptyvehicles.Tableat
weighed at each station'
Annexure 6-4 provides the number of trucks
Also the schedule of survey
alongwith survey station and highway section '
f-alongwithdurationcanbeseenatAnnexure6-8.
4l
manywlreelsareontheendoftheAxle.Tandemaxlesareindicatedby
recordingthedigitsdirectlyaftereachother.Adecimalpointisplaced
and back wheels ' The code for trailers
between the code for a vehiclef s front
but is separated from the truck code
is recorded in the same way as for trucks
rr-tr
trailers are separated by a
by a rr+rr sign. Semi Trailers or articulated
sign.
Forexamplecodel.2meansthatthevehiclehasafrontaxlewitha
a pair of wheels on either side ' This is
single wheel and a rear axle having
during this study. code 1'22 means
the most common configuration observed
is a tandem axle in the rear having dual
single wheel on front axle and there
consists of a truck mounted trailer having
wheels. code 1.2-22type of vehicle
axle of the truck and the common axle in
a tandem axle in the rear, the front
A complete axle configuration and codes
the micldle are single axles and so on.
'
caruied out , with 24 hour in each direction
E E
TT'--r. Gn
tt t-
GE.-
I'E
2 - Axte Singte
ri*r
ilt
1.22 3- Axte Singte)
Tondem
-
\
fi*-r -l
I
IJ=J
J 1.2+2.24-Axle Singte
I
122-2 /,-Axte
MidTondem
I
rF
i
F ESSr 3FE
i-i--
||
t EaE
r__---)'r -l
dlr ' 6r 1.2-22
' 4- Axte ,
l- j
tt l- -Il- r*-.r* ReorTondem
rr;G##
1.22
_22 5- Axte
Tondem
6 - Axte
1.22+222 Tondem
Tridem
1-
Fig. 6 .2 A X L E C O N F T G U R A T I O NA N D C O D E S .
of the truck population.
two andthreeaxlestogetherform 92o/o
COMPOSITION
OF TRUCKSBY AXLE CONFIGURATION
TTI'(EE
THREE AXLE FOUR FtvEEStX
{- TWO AXLE AXLE TRILER AXLE TOTAL
AXLE
Nos 53,E84 16,805 9U 5,076 1.503 78.192
06age 680/o 22o/o 1.20o/o 7olo 2o/o lOOo/o
4-Axle 5&6Axle
7% 2%
+
TRUCKSVOLUME
f
44
2-Axle
Trucks Surveyed
Fig6.5COMPOSITION
OF TRUCKSBY AXLE
Surveyed
Y
of Trucks According To Gross Loads
6.6 Distribution
2-AxleTrucks.Thistypeoftruckwasobservedonallthe30stations'out
gross load of 15 to 16 tonnes while at 10
of which 13 stations have the average
At
was observed between 16 to 17 tonnes'
stations, the average gross load
otherl?stations'averagegrossloadwasgreaterthanlTtonnes'
3-AxleSingleTrucks.Thistypeoftruckwasobservedat15stationsonly.
At?stations,theaveragegrossloadofthistypeliesbetween25to30tonnes,
gross load was observed between 30
while at the other 8 stations the average
to 40 tonnes.
3.AxleTandemTnrcks.Thistypeoftruckwasobservedat28stations.At
was between 25 ta 30 tonnes' while on 17
10 stations, the average gross load
and only at one station' the average
stations, it was between 30 to 40 tonnes
4-AxleSingleTrucks.ThistypeoftruckwasobservedonSstations.AtS
between 35 to 40 tonnes ' while at the
stations, the average gross load lies
remaining3stations,theaveragegrossloadliesbetween40to50tonnes.
gross load of this type of truck was
4-Axle Mid Tandem Trucks. The average
found to be 35 tonnes
4-AxleRearTandemTrucks.Thistypeoftruckswereobservedon19,
gross load was observed between 30 to 40
stations. At I stations, the average
40 tonnes'
tonnes while at the 10 stations, it was above
s-AxleTand'emTrucks.Theaveragegrossloadofthistypeoftruekwas
Loadsupto80tonneshavebeenrecorded.Butusuallytheycarryloads
-T-
I betwen 60 to 70 tonnes '
46
The distribution of frotrt anrl rear axle load.sfor different types of axle
{
DIS'I'RIRUTION OF FNONT & REAR AXLE LOADS
appendix provide the average axle loads for each axle configuration including
maximum and minimum, standard deviation and variance values among the 30
stations.
6.8.1 Average Axle Loade Of 2-Axle Trucks Z-Axle tr.ucks domlnate the
trttck composition making 21Srd,of the total truek population. A total of 3269
'Y
i
47
6. g.1 . 1 Distribution of Load over Front & Rear Axles for 2-Axle Trucks
was 16'06 tonnes for all
Loaded. The average gross load for load'ed'trucks
was 4 ' 93 tonnes and on rear axle
stations combined while that on front axle
distribution between front and
was 11 . 13 tonnes , resulting in an average load
with NTRC 1982 study, the
rear axles in ratio term as 31:6g when compared
ratio of 31 :69 between front and
results are nearly similar which also shows a
rear axle
b Empty.TheaveragegrossloadoftheemptyZ.ax1retruck'was6.57tonnes,
and on the rear axle' it was
while that on the front axle, it was 2.9? tonnes
between front and rear axle
3.60 tonnes. For empty 2-axle truck, the ratio
6.8.l.2AverageAxleLoadAccordingtoMakefor2-AxleTrucks
listed at Annexure 6-C'
In all, 4 major makes were identified out of 18
shows that Bedford dominate the
The number of observations for each make
and' Nissan eonstitute 17%' 4%
scene with lion,s share of ?6%while Hino, Isuzu
Mazda etc are 1%. Statistical
& 2%respectively. While other makes like Ford,
given in the following table'
details of 2-axle trucks by different makes is
r1
BEDFORD 2-AXLE TRUCK
FRONT REAR TOTAL
(tonnes) (tonnes) (tonnes)
rrrNo 2-AXLET&qgK
REAR
(tonnes
5.74 | 12.78
NrssAN 2-AXIE_TRUCK
; i.;iONT REAR TOTAL
I (tonnes (tonnes) (tonnes)
T comparison for 2-axle loaded truck by different makes for average gross load '
Isuzu
vehicles
Average axle loads with standard deviation for both loaded and empty
6.g.2.1 Distribution of Load Over Front & Rear for 3-Axle S'ngle Trucks.
type was found to
Loaded. The average gross load of load.ed.trucks for this
and t2'77
be 31.5 tonnes with 6.?4 tonnes on the front axle and 12.59 tonnes
loads among the
tonnes on rearl and rear2 axles respectively. The ratio of the
32:36:32.
terms
3.45 tonnes on the front axle & rear axles. The distribution of load in
of ratio is found to be as 32:36:32 for the front, rearl & tear2 axles
respectivelY.
In
-1-- 6.8.3.2 Average Axle Load According to llfiake for 3-Axle Rear Tandem'
of different
all six major makes of this type of truck were observed. Details
following tables '
makes for this type of truck accord,ing to makes are given in
rrrNo3-AXLER@
FRONT REARl REAR2 TOTAL
(tonnes) (tonnes) (tonnes) (tonnes)
GROSS LOADS
BEDFORD
MERCEDES
t-
6. g. g. 3 Aver:age 53
AxIe Loa According
to comnodities
Tandem rru"tJ. es1p'" _"oe
,;;;;"or odi ties tran sponte Rear:
are minningand rv' s=qd ;;,:..::
uy'-axle
:l_" ^ ]_l .comm
quar,r:yingiterns rear::,tandem
h-,.,.*_
having tr.uck
rouowing;;T anaverase
srossroacjof 34 ' 28 tonnes
ffi:iternsure items with
a
De,ai,s .f
f- ::::,::
----'-*
given in table uv Lrltstype
;;,::nes
6.g.g.3 at statistical of truck is
appendix.
6 . g .4 Average
Axle Loads of
4_Axle Single
Trucks.
- - {vaii.
,.,
This axle configuration
J"Hj"".i.r
H::Tajiil{ff
":: ;::,
r;rril
con.st ittt+o-^
were observed,
the standand alongwith
daviation, miniot
rum and maxirnum
6.9.4. I Distribution values
of Load Over Front
& Bear Axle.
Loaded. Average
gross load of
the trucks in
this eategony
was found to be
",..:,: 11.66
tonnes,,.2s,";";;,;.;;;;:""
: i::::, i.'i;"
distr.ibution in ""., rear3 axles respectively.
Similarly, load
ratio among the
axles is as 14:30:2g:2g.
Empty. Avenage ao ozo c
g.r_ossload of
trre empty t'ucks
be 12. 1g tonner ir categorv was
s, with 4.43 tonn round to
.".';.;_::::': :nt"
onrront,
rear.l,
rear2
u,oo"uor':::i:"#j;irrr",ffii_:#:
among the axles -./' ^us trrsr*rbut
in r.atio form is
as 2g: 2g:2j,:2r.
6.8.4.2 Average
Axle Load According
to lldakefo
all 3 major makes single Trucks.
were identified In
'nt road out 1e-a*e
of
6-c. A numben "";"-^:: that 1g listed in
of observations Annexure
,j" r each make shows
scene followed that Nissan dominate
by Mercedes and the
Isuzu. The average
was observed gross 10adof a,o,sztonnes
on Nissan while
BT,g5tonnes, gS.lgI
rsuzu respectivelv. tonnes on Mercedes
and
54
T RATIO
ISUZU
MERCEDES
Major commodites caruied by this type of truck are the fuel and lubricants
bulk
items with an average gross load value of 34.67 tonnes follows by
manufactured items with an average gross load value of 42.22 tonnes. Details
type
of statistical analyses for different commodities carried by 4-axle single
However, the average gross load of this type is 35 . 14 tonnes with 5 ' 69 tonnes,
10. ztonnes, 9.64 tonnes, 9.40 tonnes onfront, rearl , tear2and rear3 axles
respectively.
This category of truck ranks third on percentage basis for total truck
population, constituting 5%of the total truck composition ' Their numbers have
been rising significantly over the last few years. In all 242 trucks of this type
while
of trucks were weighed on 19 stations. Loaded trucks numbered 234
55
loads with minimum and maximum alongwith standard daviation for the loaded
''r
6.8.6. 1 Distribution of Load over Front & Rear Axles for 4-Axle Rear Tandem
Trucks.
I^oaded. The gross average load.of thi,q type of truck is 37.89 tonnes with 4.91
tonnes on front axle, 72.28tonnes on rear1, 10.35 tonnes on rear2 and 10.41
tonnes on rear3 axle. Similarly load distribution in terms of ratio for loaded
t r u c k s o f t h i s t Y p e i s 1 6 : 3 02 2 7 2 2 7 .
Empty. The average gross load of this type of truck in empty state is 19.56
tonnes on rear3
6.g.6.2 Average Axle Loads Assopding to Make for 4-Axle Bear Tandem
Trucks. In all 4 major makes were identified for this type of trucks out of that
A* 1g listed in Annexure 6-C. A number of observations for each make shows that
Hino has beared the highest gross load with the value of 40'19 tonnes'
7'
56
MAX. 7. 7 5 1 3. 4 8 1 0 .9 4 10.43 3 ?. 8 1
are food items with a value of average gross load of 42,25 tonnes follows by
bulk manufacture items having a value of average gross load of 47.82 tonnes.
Out of the 30 stations surveyed, only 10 trucks of this type were observed.
Therefore, it is supposed that this type of trucks does not contnibuted any
'-f significant part in the spectrum of trucks. The average gross load of this type
of trucks was observed as 47.77 tonnes for loaded ones' while for the empty
6-Axle Tandem Triandem trucks contributed only 2eoof the total population of
trucks. But they carry very high gross load upto 80 tonnes. Table 6.8.8 at
statistical appendix provides the statistical analysis where this type of truck
were observed
Loaded.. Average gross load of the trucks in this category was found to be
58.68 tonnes with 6.11 tonnes, 10.34 tonnes' 10.56 tonnes, 10.56 tonnes,
70,77 tonnes and 10.38 tones on front, rearl , teat?, rear3, rear4 and rearS
jF-
axles respectively. It is clearly seen that the average load on the rear axles
Empty. The average gross load of the empty 6-axles tandem triandem trucks
was 23.35tonnes, with 5.29 tonnes, 3.17 tonnesr 3.49 tonnes, 3.11 tonnes,
4.03 tonnes, on front, rear1, rear2, rear3, rear4 and rearS respeCtively.
6.8.8. 2 Average Axle Load According to Make for 6-Axle Tnndem Triandem
Trucks. In all, 4 major makes were identified in this type of trucks . Mercedes
bears the highest gross load with a value of 65.96 tonnes in this class of
agriculture items, bulk manufacture items and food. The average gross load
of this type of truck was found highest in the case of agriculture commodities
statistical appendix.
During the survey, nine tractor trollies were weighed ' The average g"oss
+-
load of tractor trolly was found to be 9.36 tonnes. On the front axle, average
axle load was 0.55 tonnes, while on the reanl and rear2 axle, the average axle
The high rate of deterioration of pavement due to high axle load is a matter
of grave concern for highway agencies as well as for designers, planners and
tried in this survey to depict the true picture of distribution of axle loads
6. g. 1 Bear Axle Load Spectra The damaging effect of front axle loads on the
road pavement structure is not significant. Therefore' rear axles of all the
trucks according to diserete axle eonfiguration were analysed and results are
It is evident from the above table that ?3.31%of rear axle loads exceed 10
value.
each station, alongwith average values standard deviation and maximum and
and 54.77 rear axles exceeding 72 tonnes and L3 tonnes axle load
'f-
60
-f- axle load. It can be deduced from the table 6.9. 1 that on the average 40%of
rear axles exceed,12 tonnes while 23%exceed 13 tonnes axle load value.
In the 3-Axle (Single) configuration 64%of rear axles exceed 12 tonnes
and 41% exceed. 13 tonnes axle load.While for 3-Ax1e rear tandem which
constitute 20%of truck populationrit can be seen from table 6.8.6 that these
axle load while 41%exceed 13 tonnes axle load. It can be observed from table
axle load, but their numbers are relatively very small as compared to 2-Axle
trucks on that section. In case of 4-Axle (rear tandem) trucks anound 52%
rearl axles exceed 12 tonnes while 32%of rear2 and rear3 exceed 13 tonnes
axle load value. Similarly for 6-Axle trucks which form a very small
pereentage of trucks, 30%of rear1, tear? and rear3 axles exceed 12 tonnes
+* axle load, while the percentage for rear4 and rearS axles exceeding 12 tonnes
value was found as 38 and 32 respectively. For 13 tonnes axle load the
concuruent rear axles percentages were determined as 14t L4t 22r 3? and 32
I It was found that rear axles of
respectively for the 6-Axle trucks.
trucks capying basic manufacture, bulk manufacture and food items exceed
For economic reasons, the trucks are mostly overloaded ' To offset the
pressure capacitY.
f
6l
The measurements of tyre pressure was not included in the scope of the
study. Keeping in view the importance, of this factor' tyre pressures were
measured during second round of the survey from station No.16 (Wazirabad-
Gujrat) and onward. Following table shows average values of the tyre
a-
pressure on front and rear axles of the differeni axle configurations, while
Tables 6. 10. 1 to 6. 10.7 placed at statidtical appendix provide the average tyre
100%of the
However, it was noticed from the measurements that almost
as high
tyres are inflated in excess of their rated capacities. Tyre pressures
SII:AI\TDAR.D A><I-F S
7 E(>TJIVAI,ENT
T.2AverageEqrrivalentStandardAxles(EquivalenceFactors)
pavement by the passage
The standard Axle is the damage caused to a
pavement by different
of an axle loaded to 8165 kg. The damage caused to the
{" are"summed up for tn-e
axles is eonverted into equivalent standard loads and
design life of the pavement. For this study, two approaches have been
adopted. to convert axle loads into equivalent standard axles ' These are
configurations. The table given below provides average ESA values for each
OJ
z0 TESSANESOAL-HARIP'UN 4 . 4 7 5 . L 9 1 5 .5 5
2 t ]ARIPUR:ABBOTTABAD 3 . 9 8 L 6 . 2 3 t 9 . 3 1
22 [aBotresAD-MANSEHRA 4.92
5. O5 11.86 2t;49 9.13
2 3 iHear.et-HowsHERA
z 4 sowsgnne-PESHAWAR 5 . 8 2 L4.66
6 . 5 J . 1 3 . 0 5 23.76 L5. 14
a) PESHAWAR'TOURKHAM L
4 . 7 3 1 0 . 8 8 13.90 9.t4
26 PESHAWAR.KOHAT
7.33 15.22 L6.26 8.24
2 7 BANNU-D. I . KHAN
2 8 FORTMINRO-Q. S. ULLAH 5 . 7 9
2 9 )UETTA-CHAI.4MAN 4.20 6.94
- 6. 94 1 9. 65 11.50
i o )UETTA-NOWSHKL'"
\VERAGE. ESAI S 16.49 L6"62 t 8 . 4 8 19.00 17.30 27.95
3.50 7.80 8.32 tL.4A 7 .67 22.4L
S T .D E V I A T I O N
UARIANCE L2.26 30.88 59.16 130.41 s8.85 i20. 51
1 3 .s 9 3 6 . 0 8 4 6 . 5 4 44.22 29.54 76.64
4AX. VALUE
,TIIq.VALUE 3 . 3 2 tr 1cl 6 . 9 4 7 .43 6. TU 4. 55
It is clear from the above table that the value of average ESA/truck
for different axle configurations of truck ranges from 6'49 for 2-Axle truck
for
to 27 ,96 for 6-Axle tandem tridem truek. The highest value of average ESA
value of
2-Axle truckwas 23.59 at Karachi-Gaddani section, while the lowest
For 3-Axle(Single) truck, the highest value of average ESA was found
-T:
64
highest value of average ESA for 3-Axle rear tan{em truck is equal to 46.54
-+' and was calculated for Karachi-Gaddani section. While the lowest value of
average ESA for the same tYPe of' truck was 6.94 at Quetta-Chamman section '
The highest value of average ESA for 4-Axle Single truck equals to 44.22 and'
was found at Jhelum-Rawalpindi section, while the lowest value of average ESA
for 4-Axle single truck was ?.43 at Jaccobabad-Sibbi section. Similarly the
highest value of ESA for 4-Axle rear tandem truck was determined as 29.58 for
Sahiwal-Multan section, while the lowest value of average ESA was 6.10 at
Rawalpindi-Chablat section. For the 6-Axle tandem tridem truck the highest
section, while the lowest value of average ESA was 4.55 at Hyderabad-Larkana
Axle values for descrete axle configuration were also calculated by direction
wise for all 30 stations. Tables 7.2-a to 7.Z'li- placed at Statistical Appendix
tables that the value of ESAts far 2-Axle truck at Karachi-Gaddani section is
difference between the values is observed for this particular type of trucks,
Multan section. For 3-Axle Rear Tandem Truck, the value of ESA's for
Monda Tuesda
Thursda
1. o.s,€94 Saiurd
1.A204 1.0037 1,joza 0.9503 1.0047
) 1 . 04
i 1 1.026
t
1.0353. 1.0526 'n o,.r
1.02 .0.s752
3 1.0074 o:9911
1. 0 0 3 6 1.0011 1.002Q 0.954
4 1,a142 1.A2.02
1,0125 1. 0 1 8 9 1,0142 0.9883 0.9679
q
1, 0 2 9 3
0.9s11 1.009
0.9s67 0.9883 0,,9e74. O.9BB
A 0.976€ 1.0252
1.cr1B1 0.e6Bq 0.9703 0 , s 74 4 1.002s 0,96S5
7 1.0142 1.1109
0,s724 0.9604 0.9832 1,00e7
B 0.939 1,t 465
1, 0 1 3 6 0.9869 0.9966 0.9861 0,9678 1.0228
I 1.0041, 1.0289
0,9794 0.9693
'10 0.9842 0.9787 1.0579 1.0327
L0068 1. 0 1 3 9 1. 0 0 1 4 0.9503
11 1.07e 0 .g B 3
1. 0 1 3 5 U.YJo1
0.9903 0.969 0.9756 0.9903
11. 1, 0 0 8 7 1. a 71 1
0,9865 0.s958 n o0A4
4 5' '1 0,984 1.0423 0 . 9S8 9
IJ .0097 0 , 9 7 6 5: 1.032.1 0.9881 0.9989 0.9962 1. 0 0 0 1
14 0,9956 0.s676 0.9822 0.9999 1.0042 1.0268 t .uzuo
tc i . 0 0 9 8' 0.998.6 ' 1. 0 1 0 1
0.9806 0.989 1.0005
to 1. 0 1 3 1.012
0.9859 1.0054 0,9951 0.9B4B 0,9739.
ll 0.9912 n oArl
1.0447'
0,9901 0.9929 n oq,it
1B 1.0801 1 . 0 fi 7
1,0389. 1.0012 1. 0 0 8 9 0.9626 0,s655
1q
0.9s84 1,0288
1. 0 1 0 3 0.9722
'1.0+47
U:5QOO 0,9615 0,9s95 t.oa:o
2A 1,0347
1,Qoos 0.9162 1. 0 1 9 0,sB
71 o qaoA
1,0375
Average L0126' 0 Q Q 9 , .s
1.0318
ReferTable:B-7.9.2
page4T,Traffic
FactorforPakistan
-ll,published
by NTRCin 19S0
TAtsLH- B
C O . E F F I C E N TO
SF
JULY AUG SEPT OCT NOV r DEC
JAN FEB MARCH APRTI- MAY JUNE
'1,007 1.068' N. ORA 0'.961 0.944 a.%2
I fr4"E
1.098 1,.028 1..044
1 0._949. 0:968. l.v t J
- l l , P u b l i s h e db y ' N T R C i n 1 9 9 0
R e f e r T a b l e : 8 . 2F a g e 5 1 , T r a f f i cF a c t o r sf o r P a k i s t a n
euetta Section. For 4-Axle Rcar Tandem truck, the major differerrce of ESArs
-lt
7.2.5 As per AASIITO Design Guide 86. Average equivalent standard axle at
all the 30 stations were calculated in accordance with the discrete axle
configurations based on AASHTO Design Guide 86. The table given below
provides average ESA values for each axle configuration among 30 stations.
T-
'
I, is clear from the above table that the value of average ESAi truck
for different axle configurations of truck ranges from 4.67 for" two axle truck
to 10.84 for six axle tandem tridem truck. The highest value of average ESA
for 2-Axle truck was 13.09 at Karachi-Gaddani section, while the lowest value
1,
of average ESA for 2-Axte truck was 2.65 at Okara-Lahore section.
For 3-Axle Single truck, the highest value of avenage ESA was found
highest value of average ESA for 3-Axle rear tandem truck is equal to 2A.27
and was cal6ulated for Karachi-Gaddani section. While the lowest value of
average ESA for the same type of truck was 3.99 at Quetta-Chamman section.
The highest value of average ESA for 4-Ax1e(Sing le) truck equals to 23.09
and was found at Jhelum-Rawalpindi seetion, while the lowest value of average
the highest value of ESA for 4-Axle rear tandem truck was detemined as 16.27
for Sahiwal-Multan section, while the lowest value of average ESA was 4 .50 at
Karachi-Gaddani section. For the 6-Axle tandem tridem truck the highest
section, while the lowest value of average ESA was 3 ,25 at Hyderabad-Larkana
mentioning the minimum and maximum, standard deviation and variance values
for the 30 stations, alopg .with the distribution of average equivalent axle
Axle valires for all descrite axle configurations were calculated based on
directional split as per .AASHTO Design Guide, 1986and are placed at Tables
-T
?.3-a to ?.3-h of Statistical Appendix. It is observed from the table that 2'
Axle Single truck has a ESAts value of 7.58 for Karachi-Gaddani as compared
-+ to 12.36 for Gaddani-Karachi section. Similarly, the ESA's value is 2.47 for
In B-Axle Rear Tandem type truck, the major differce of ESA's value was
adopting both approaches i. e. RN31, UK & AASHTO, 86 for all the 30 stations.
?.3.1 As per RN31, UK. Average Equivalent Standard Axle values for
axles values of 4 . g6 and 14. 00 . The Hino make was chiefly observed in 2-Axle,
+- 3-Axle single, 3-Axle tandem and 4-Axle rear tandem axle configurations with
average equivalent stahdard values of 11. 10, 18.02, 16.55 and'' 28.72
respectively. The make Nissan was mainly observed.in 2-Axles , 3-Axle single,
the make Isuzu was observed in 2-Axle,3-Axle single, 3-Axle tandem, 4-.dxle
-Axfe tandem axle configurations, with the average
single and . rear
equivalent standard axles values of 14.5?, 10.34, Lt.74, 3.55 and 16'10
respectively.
7 .g.2 As per AASHTO Design Guide 86: Average Equivalent Standard AxIe
values for discrete axle configuration of trucks according to make and based
t )thers
-*-.-
69
It can be seen from the above table that Bedford make was mainly
+ axle values of 3.12 and 5.99. The Hino make was chiefly observed in 2-Axle,
(single), 3-Ax1e (tandem), 4-Axle (single) and 4-Ax1e (rear tandem) axle
Axle (single), 4-Ax1e (rear tandem) and 6-Axle (tandem triandem) axle
9 . 4 0 , 1 9 . 0 ? , 9 . 1 3 a n d 1 3 . 4 4r e s p e c t i v e l y
calculated
7 .4,t As per RN3i, UK. Average equivalent standard axle values for discrete
by the vehicle and is shown in the following table. The commodities are
mentioned by their code numbers. The code list is provided at annexure 6-D.
1.--
70
'L )ESCRI- ]ODE CODE ]ODE COJJ$ :ODE ]ODE toDl: ]ODE ]ODE laD!;
{o PTION 100 200 300 100 too 500 700 300 ) oo
-Axle L.2 5. 02 z.otl 1. 4C 2.04 5. b{ 9.97 1. B7 z.zL 2.O7
!l"-
l-Axle . 2 - 1 5 . l . E1 4 . 5 1 t 9 . 3 8 1 5 . 1 5 1 _ O . 9 52 0 . 4 5 t 3 . 3 2
Sinqle
]-Axle .22 3.95 3.52 2.39 3. 6L 4.L2 4.09 3.20 4.20 3.55
Pandem
L l-AxIe L. ZZ 12.9 J 22.30 [5. 93 15.70 2s.42
iinqle -2
l-Axle t.22 t5.39 25.02 2 5 . 7 3 2 3 .3 3 t 5 . 4 2 zo.9s L7.64
lear -22
fandem
3-AxIe L.22 L2.t t1. o3 24.45 8.77
r. Tridem t
222
The above table clearly shows that the agriculture items are (code 100)
equivalent axle values for trucks transporting agricluture items range from
3.95 for 3-Axle (single) to 42.12 for 6-Axle (tandem tridem) trucks.
The food items (code 200) are nearly transported by all axle
trueks is the bulk manufacture item which covers the item like cement,
fertilizer, ehemieals etc. The average equivalent standard axle values for the
Fuel and lubricants (code 900) item covers the commodities like petrol,
kerosine oil, furnance oil, bitumen etc. Trucks caruying these commodities
equivalent standard values for the trucks canying fuel and lubricant item is
t
7,1
7.4.2 As per AASHTO Design Guide 86: Average equivalent standard axle
commod.ities capied by the vehicle and is shown in the following table. The
F'
commodities are mentioned by their code numbers. The code list is provided
at annexure 6-D.
it )ESCRI- ]ODE loDs ]ODE CODE ]ODE ]ODE ]ODE CODE ]ODE ]ODE
Io rTION too 200 300 loo r oo ioo 700 too ) oo
-AxIe t.2 5. O: 4.24 (J. bt 4.ra 3.L2 J. LZ 5. 58 4.24
l-Axle L.2-
3inqle 2
3-Axle L.22 8.02 5.99 0.9: 5.99 ).02 9.02 LO.22 5.22
tandem
t 4-Ax1e L.2+ 7.75 13.9s 9. 18 7.48 t8.28
SinqIe 2.2
) l-Axre L.2 8. 35 t1.02 [3.80 t2.00 6. bu 7.20 9.70
lear z2
Pandem
t 5-AxIe t;22 14. rv s.82 L O .1 0
t.Tridem +
222
The above table clearly shows that the agriculture items are (code 100)
2.10 for -Axle single to 14.19 for 6-Axle tandem tridem trueks.
The food items (code 200) are nearly transported by all axle
trucks is the bulk manufacture item which covers the item like cement,
fertilizer, chemicals etc. The average equivalent standard axle values for the
truck caruying commodities of bulk manufacture is 3.12 for 2-Axle truck and
Fuel and lubricants (code 900) item covers the commodities like petrol,
kerosine oil, furnace oil, bitumen etc. Trucks carrying these commoditiee
-f were observed in nearly all discrete axle configUrations ' The average
item is
equivalent standard values for the trucks carrying fuel and lubricant
4.28 fo,r 2-Axle trucks and 9.70 for 4-Axle rear tendam trucks .
}-
*
73
8. CONCLUSIONS
pakistan like most other developing countries is facing with the dilemma
+- of vehicle'overloading. The vehicle loads plying on the roads are mueh heavier
than the strength of road infrastructure of the country. Most of the existing
road infrastructure was built 30-40 years ago, when there was no anticipation
of the heavier loads of today as the econmic activity was low & transportation
has
by trucks was small as compared to railways. But today, the situation
shifted
entirely changed and goods transportation by railways has been mostly
fleet
The reason for the heavier axle loads on our roads is not only that
radically
of new and more capaeious trucks have been introduced which has
altered the axle load distribution in the country, but also mainly attributed
rated capacity. To caruy the extra payloads, the truck owrlers strengthen
strong and
the body of the trucks by adding extra springs, making the body
of the
the economicbenifit to the country, but it causes the premature failure
infrastructure.
T
74
with to
The question now arises is that what options we have been left
problem has
resolve this dilemma. In most of the developed countries, the
having strict
been solved by imposing axle load limit in the country and
either
+- enforcement. But unfortunately in most of the developing countries,
it is vague or not
there doestt exist any legislation or in case even if it exists,
vehicles.
ii) Impose axle load limit in the country and excercise strict enforcement.
infrastructure
This seems to be the only viable solution for saving our road
due to unabated overloading
!--
and bringing
-i-^ -
it at par
from the deterioration
(1981) of TRL
built, would fail under the prevailing heavy loads. J. ROLT
NTRCisoftheveiwthatthereshouldbealegalload.limitinthe
improve safety situation on our highways. The question now arises that what
The results of
should be that legal limit? would it be possible to enforce it?
plying on our
NTRC axle load survey has revealed that 43%of rear axle load.s
roads exceed even an axle load value of 12 tonnes' While 27%of them exceed
that the level of enforcement will improve very quickly. But, one thing is
limit in
quite obvious that unless there is a real enforcement of an axle load
)-
the country, road infrastructure in the country is bound to remain in poor
t-
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89
Annexure 6-D
COMMODITY CODES
1OO AGRICULTURB
200 FooD
Contd......./
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99
MISCELI"ANBOUS MANUFACTURES
T
FRONT RBAR TOTAL
( tonnes ) ( tonnes ) ( tonnes )
AVERAGE 4.80 10.45 75.26
ST. DEVIATION 1.15 3.04 3.95
VARIANCE 7.32 9.23 1 5. 5 7
MAXIMUM VALUE 8.26 18.05 24.83
MINIMUMVALUE 2.09 2.95 5.27
RAW MATERIALS
Table 7.3-h