Inessa Rutkovska, Olena Usychenko, Oleksandr Ivanushko. Analysis ofregulatory documents establishing requirements for geometric and mass parametersof heavy vehicles

DOI: https://doi.org/10.62204/2336-498X-2023-1-17

ANALYSIS OF REGULATORY DOCUMENTS ESTABLISHING

REQUIREMENTS FOR GEOMETRIC AND MASS

PARAMETERS OF HEAVY VEHICLES

Inessa Rutkovska,

Candidate of Technical Sciences, Associate Professor,

National Transport University, Ukraine

ria_ntu@ukr.net; ORCID: 0000-0001-7832-4222

Olena Usychenko,

Candidate of Technical Sciences, Associate Professor,

National Transport University, Ukraine

fbbk@ukr.net; ORCID: 0000-0002-7482-8420

Oleksandr Ivanushko,

Ph.D, in Automobile Transport,

National Transport University, Ukraine

o.ivanushko@ntu.edu.ua; ORCID: 0000-0003-0176-3256

Annotation. In order to develop a new standard model for the load on existing road bridges according to the actual parameters of heavy vehicles and to harmonize the national regulatory requirements of Ukraine regarding the dimensions and weight parameters of vehicles, bringing them to the European standards, as well as the possibility of taking into account the parameters of the existing freight flow and the possibility of forecasting them for the future, an analysis was carried out domestic and foreign regulatory documents that set the permissible maximum values for geometric parameters and mass parameters of heavy-duty motor vehicles both at the design stage of transport infrastructure facilities and at the stage of operational maintenance.

Keywords: transport infrastructure, geometric parameters of vehicles, weight parameters of vehicles, load model, bridge carrying capacity.

Introduction. The calculated values of overall and weight parameters of vehicles play a key role both at the stage of designing transport facilities and at the stage of operational maintenance. These parameters determine the types of vehicles and calculated loads. The ability to absorb these loads determines the durability and safety of the transport infrastructure. Road bridges as elements of the transport system are strategic structures, the defense capability of the state depends on their reliability and durability, especially in the conditions of martial law and countering external aggression against Ukraine. The main operational characteristic of bridges is load capacity. In Ukraine, the load carrying capacity of a bridge is determined by calculating the requirements for the first group of limit states of its load-bearing structures. At the same time, the values of the characteristic loads are taken in accordance with the current regulatory documents. However, according to Ukravtodor, at the beginning of martial law, the average age of bridges was 56 years, since 81% of bridges were built before 1980 [1]. The amount of loads and the composition of the traffic flow, as well as the requirements of regulatory documents, have changed significantly. In connection with the introduction of martial law on the territory of our country, the complete closure of air traffic and significant restrictions on sea transportation, road transportation has become an important element of the logistics chain. As part of the implementation of the contract “Development of a load model based on the actual parameters of heavy-duty rolling stock to determine the load-carrying capacity of road bridges during their restoration and operation in the war and post-war periods” with the National Research Fund of Ukraine, scientists of the National Transport University (Kyiv, Ukraine) performed generalization and analysis of the requirements of national and foreign regulatory documents regarding the dimensions and weight parameters of vehicles at the stages of design and operational maintenance of transport infrastructure objects in the direction of further improvement and development of a load model for determining the carrying capacity of bridge crossings, which are operated taking into account all the parameters and features of modern heavy vehicles for the transportation of goods and passengers on the road network of Ukraine.

The objective of the study. The growth of cargo transportation between Ukraine and the EU countries in the conditions of war is an important aspect of providing humanitarian aid and economic stability in the region in the conditions of difficulties associated with the military conflict. Road transport plays an important role in providing food and medical aid, humanitarian cargo, other strategic goods and cargo for the Armed Forces of Ukraine. The rapid development of road transport is aimed at increasing the weight and overall parameters of cargo vehicles, which has become a critical problem for the transport network of Ukraine, especially in conditions of active military operations. Given that one of the key political and economic initiatives in the history of our country is the movement of Ukraine to join the European Union, it is necessary to ensure the compliance of national norms and standards with European requirements, taking into account world experience and the needs and specifics of our country. The object of the research is the requirements of regulatory documents of different countries regarding the dimensions and weight parameters of vehicles at the stages of design and operational maintenance of transport facilities.

Presentation of the main material. According to the data of the State Statistics Service of Ukraine, road freight transportation accounts for approximately 33% of the total volume of freight transportation in Ukraine [2, 3]. A more detailed distribution of the volumes of transported goods by types of transport in the period 2018-2023 is presented in the table. 1.

One of the simplest ways to increase the efficiency of the use of road vehicles is to increase their carrying capacity. But this, in turn, will lead to an increase in the overall dimensions and total weight of such a vehicle. It is logical that the increase in size and mass cannot be infinite, and these parameters must comply with existing regulatory documents that regulate their maximum values.

In Ukraine, the primary regulatory document establishing the basic principles of the operation and use of road transport in general is the Law of Ukraine «On Road Transport» [4] and the Law of Ukraine «On Road Traffic» [5]. At the same time, the Law of Ukraine «On Motorways» [6] is in effect in Ukraine, which defines the characteristics of public highways, norms for the construction, reconstruction, repair, and maintenance of highways, as well as the rights and obligations of road users. These legislative documents form the basic concept of interaction between road vehicles and roads.

Table 1

Volumes of transported goods by types of transport

in the period 2018 – 2023 [2, 3]

Transport	Volumes of transported goods in the year, million tons
Transport	2018	2019	2020	2021	2022	2023 (till June)
Air	0,1	0,1	0,1	0,1	nda	nda
Automobile	187,2	244,2	191,4	224,0	317,5	149,7
Water	5,6	6,1	5,6	5,3	nda	nda
Railway	322,3	312,9	305,5	314,3	nda	nda
Pipeline	109,4	112,7	97,5	77,6	nda	nda

Source: * nda – no data available

Taking into account the variety of possible designs of motor vehicles and for the possibility of their registration and admission to operation in Ukraine, the Resolution of the Cabinet of Ministers of Ukraine (CMU) «On unified requirements for the design and technical condition of wheeled vehicles in use» [7], which corresponds to norms of the countries of the European Union (EU). This regulatory document provides for the following categories of vehicles by mass parameters:

− wheeled vehicles of category М3 – mechanical wheeled vehicles that have at least four wheels and are intended for the transportation of passengers and their luggage, which has a maximum technically permissible weight of more than 5 tons;

− wheeled vehicles of category N3 – mechanical wheeled vehicles that have at least four wheels and are intended for the transportation of goods, the maximum technically permissible weight of which is more than 12 tons;

− wheeled vehicles of category О4 – trailed wheeled vehicles, intended and designed for the transportation of goods or people, as well as for use as living quarters, with a maximum technically permissible weight of more than 10 tons.

In addition, the Resolution of the Cabinet of Ministers of Ukraine «On Traffic Rules» [8] (TR), which defines specific maximum permissible values for geometric parameters and mass parameters of road vehicles, is in force in Ukraine.

In some cases, the movement of vehicles is allowed on the roads of Ukraine in which the actual values of geometric parameters and mass parameters exceed the maximum permissible. In this case, the Resolution of the Cabinet of Ministers of Ukraine «On the passage of large-sized and heavy vehicles on highways, streets and railway crossings» becomes effective [9]. However, this Resolution does not prohibit or limit the possibility of movement of vehicles with geometric parameters and mass parameters that exceed permissible norms. This resolution only establishes additional security measures and a permit system.

Among the foreign regulatory documents that set requirements for overall and mass parameters of road vehicles, we can include the Council Directive 96/53/EC dated July 25, 1996 [10]. The maximum allowable parameters of the dimensions and weights of the vehicle according to this Directive.

Vehicle size and weight regulations are among the most important factors that determine road and bridge design and maintenance requirements, as well as freight costs. All states regulate the weight and dimensions of vehicles on public roads. In general, these state regulations regulate the following sizes:

− maximum weight on any individual axle;

− maximum mass for any group of vehicle axles;

− the maximum weight of the entire vehicle;

− maximum length, width and height of the vehicle or combination of vehicles;

− the maximum number of trailers.

Some states also regulate other sizes, and some set separate limits for different road classes. There are also special provisions that impose stricter restrictions on certain roads and bridges.

Traffic regulations of Ukraine regulate such maximum values of external dimensions as width, height from the road surface and length of vehicles separately for different types (truck, road train, car (tractor) with a semi-trailer, route vehicle).

Council Directive 96/53/EC, in turn, fixes the maximum permissible values of geometric parameters for various types of vehicles. Specifically:

− maximum length for motor vehicles, trailers, articulated vehicles, road trains, various buses, buses;

− the maximum width for all vehicles and superstructures of conditioned vehicles or conditioned containers or changeable bodies;

− maximum height (for any vehicle);

− the maximum distance between the axle of the semi-trailer and the rear part of the semi-trailer;

− the maximum distance measured parallel to the longitudinal axis of the road train from the extreme front point of the loading area behind the cab to the extreme rear point of the combination trailer, without taking into account the distance between the rear part of the tractor and the front part of the trailer;

− the maximum distance measured parallel to the longitudinal axis of the road train from the extreme front point of the loading zone behind the cab to the extreme rear point of the combination trailer.

As for the maximum permissible values of the parameters of the actual weight and axle load of road vehicles, the Traffic Regulations [8] regulate them separately for different categories of highways (state and local) and types of vehicles. Specifically:

− trucks: two-axle, three-axle, four-axle;

− four-axle cars with two steering axles and driving axles equipped with paired wheels;

− combined vehicles: two-axle vehicles (tractors) with a two-axle and three-axle semi-trailer, three-axle vehicles (tractors) with a two-axle or three-axle semi-trailer, two-axle vehicles (tractors) with a three-axle semi-trailer (container truck),

− road trains: two-axle or three-axle cars with a two-axle or three-axle trailer.

Council Directive 96/53/EC [10] fixes the maximum permissible mass without distribution by road category:

− trailers that have 2 and 3 axles, motor vehicles that have 2 axles, with a semi-trailer that has 3 axles, motor vehicles that have 3 axles, with a semi-trailer that has 2 or 3 axles, motor vehicles that have 3 axles, with semi-trailers having 2 or 3 axles;

− road trains having 4 axles consisting of a motor vehicle having 2 axles and a trailer having 2 axles;

− articulated vehicles that have 4 axles, consisting of a motor vehicle that has 2 axles and a semi-trailer that has 2 axles and a different distance between the axles of the semi-trailer;

− motor vehicles that have 2 and 3 axles and operate on alternative types of fuel;

− motor vehicles with 2 and 3 axles with zero emissions;

− buses with 2 axles;

− motor vehicles with 3 axles;

− motor vehicles that have 4 axles, including 2 swivel axles;

− articulated buses with 3 axles;

− articulated buses that have 3 axles and operate on alternative types of fuel;

− articulated buses with 3 axles and zero emissions.

Traffic regulations [7] regulate the maximum load on:

− on a single axis;

− on double axles with different distances between axles and types of vehicles;

− on built axes at different distances between axes.

Council Directive 96/53/EC regulates the maximum permissible load on:

− single non-driven axles;

− double axles of trailers and semi-trailers, with different distances between the axles;

− aligned axles of trailers and semi-trailers, with different distance between axles;

− drive axles of a road train with 5 or 6 axles or articulated vehicles with 5 or 6 axles;

− drive axles of road trains with 2 and 4 axles, consisting of a motor vehicle with 2 axles and a trailer with 2 axles;

− the axles of articulated vehicles that have 4 axles and consist of a motor vehicle that has 2 axles and a semi-trailer that has 2 axles;

− motor vehicles with 2, 3 and 4 axles, including 2 swivel axles; articulated buses that have 3 axles;

− double axles of motor vehicles, with different distance between axles.

In 2022, the Decree of the Cabinet of Ministers of Ukraine on the liberalization of the transportation of oversized and heavy cargo, which introduces European standards regarding dimensional and weight restrictions, detailed and clarified the maximum permissible axle loads depending on the number of axles and the distance between the axles. The transition to European standards became possible thanks to the technical characteristics of the new Ukrainian highways.

So, for ordinary trucks, the maximum values of the actual mass on state roads include:

− 18 tons – for 2-axle cars;

− 25 tons – for 3-axle cars;

− 32 tons – for 4-axle cars;

− 38 tons – for 4-axle cars (with two steering axles, leading axles and equipped with paired wheels).

Norms have also been established for tractors with semi-trailers.

For trucks connected to a trailer or a semi-trailer (combined), the maximum values of the actual mass on state roads provide for:

− 36 tons – for 2-axle tractors with a 2-axle semi-trailer;

− 40 tons – for 2-axle tractors with a 3-axle semi-trailer;

− 40 tons – for 3-axle tractors with 2-axle or 3-axle semi-trailer;

− 42 tons – for 2-axle tractors with a 3-axle semi-trailer carrying one or more containers or mixed bodies, with a maximum length of 13.716 m (container trucks);

− 44 tons – for 3-axle tractors with a 2-axle or 3-axle semi-trailer that transports one or more containers or mixed bodies with a maximum length of 13.716 m (container trucks).

In the United States of America, there is a generally accepted formula for calculating the permissible weight of vehicles [11]. This formula takes into account the possibility of vehicles moving across the bridge. In 1975, Congress passed the Bridge Formula to limit the weight-to-length ratio of a vehicle crossing a bridge. This is achieved by distributing the weight on additional axles or by increasing the distance between the axles. Compliance with Bridge Formula weight restrictions is determined by the formula [12]:

(1)

where W – the total gross weight on any group of two or more consecutive axles to the nearest 500 pounds;

L – the distance in feet between the outer axles of any group of two or more consecutive axles;

N – the number of axes in the group under consideration.

According to this formula, the maximum permissible weight of vehicles is 80,000 pounds (approximately 36 tons). The load on a single axle vehicles cannot exceed 20,000 pounds (9 tons), on a double axle – 34,000 pounds (15.4 tons) [11].

In Canada, the values of geometric parameters and mass parameters of road vehicles are regulated by the Federal Provincial Territorial Memorandum of Understanding on Interprovincial Weights and Measures [13].

According to this Memorandum, restrictions apply in Canada [13]:

in maximum length

truck – 12.5 m;

intercity bus – 14 m;

semi-trailer – 16.2 m;

a truck with a trailer – 23 m;

tractor with semi-trailer – 23.5 m;

two-seater car train of categories A and C – 25 m;

two-seater car train of category B – 27.5 m.

by weight

the maximum weight of the steering axle is 5,500 kg;

for the second axle equipped with two single tires, each of which has a width of 445 mm or more – 7,700 kg;

for a group of axles equipped with single tires, each of which has a width of 445 mm or more – 15,400 kg;

for the second axle equipped with two double tires – 9,100 kg;

for a group of axles equipped with two double tires – 17,000 kg;

trucks and long-distance buses – 24,250 kg;

combined weight of a truck with 3 axles – 23,700 kg;

the combined weight of a truck with 4 axles is 31,600 kg;

combined weight of a truck with 5 axles – 39,500 kg;

the combined weight of a truck with 6 axles is 46,500 kg

the combined weight of the tractor with a semi-trailer is 46,500 kg;

two-seater motor train of category A – 53,500 kg;

two-seater motor train of category B – 62,500 kg;

double car train of category C – 58,500 kg.

In Canada, vehicle loading standards also depend on weather conditions. Under favorable weather conditions, the load on a single axle cannot exceed 9 t, on a double axle – 18 t, on a straight axle – 21 t (the distance between the axles should be from 2.4 m to 3 m). For triple axles, the distance between the far axles of which ranges from 3 m to 3.6 m, the maximum weight is 24 tons, if the distance between the axles is 3.6 to 3.7 m, the permissible weight is 26 tons. During the thaw period, these indicators decrease from 21 t to 18 t, from 24 t to 21 t, and from 26 t to 22 t, respectively. In the event of deviation, truck drivers must either distribute the weight more evenly between the axles or remove the excess weight before continuing [11].

Failure to comply with the above requirements leads to premature damage or destruction of the transport infrastructure, both highways on which vehicles travel, and bridges. According to data [1], it was established that as of the beginning of the war, more than 10,000 (out of 16,155) bridge structures of Ukraine did not meet the standards for size and load capacity. Significant destruction of the transport infrastructure caused by military aggression against our country significantly worsened these indicators. The current regulatory document regulating the basic principles and algorithms for determining the load capacity of existing highway bridges is the Methodological Recommendations of the MP B.2.3-37641918-921:2021 [14]. According to these recommendations, the carrying capacity of the bridge is checked by comparing the calculated force from the characteristic load with the ultimate force for the cross-section of the structure. At the same time, the value of the characteristic load is regulated by the State Building Regulations [15]. In the resourse [16], a detailed analysis of the requirements and a comparison of the est imated vehicle loads of the AK model in national standards with the LM1 model of the Eurocode EN 1991-2 and the track model according to the US AASHTO LRFD standards was carried out. It was established that a significant shortcoming of the national norms is the underestimated values of the characteristic loads almost twice compared to the European norms. It should be noted that the current national regulations were approved back in 2009 and do not take into account the changes that occurred in the composition of the traffic flow, especially in the conditions of military operations.

Conclusions. As can be seen from the above analysis of regulatory documents establishing requirements for geometric parameters and mass parameters of heavy vehicles, they have specific features depending on the country of their application. Thus, the Council Directive 96/53/EC and the Memorandum take into account more possible combinations of the construction of road vehicles than in the TR. However, most of the allowable values of geometric parameters and mass parameters are the same.

These requirements have important economic implications, as road transport accounts for the majority of all freight transport and its cost depends on the size and weight of the truck. Size and weight restrictions also affect the costs of building and maintaining highways and bridges, as well as the damage caused by accidents on them. These regulations also affect international trade, as the restrictions in force in different countries differ.

At the current moment, the question of developing and using a load model based on the actual parameters of modern heavy-duty vehicles is relevant, which will allow to more reasonably determine the real carrying capacity of bridge crossings and, as a result, increase their reliability and durability. To do this, it is necessary, first, to carry out a set of measures to determine the composition of heavy trucks in the transport flow and the share of the most popular and heavy types of them, and then, based on the statistical processing of research results, to develop predictive models of the load on transport facilities.

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