3 edition of **Method of converting heavy motor vehicle loads into equivalent design loads** found in the catalog.

Method of converting heavy motor vehicle loads into equivalent design loads

Henson K. Stephenson

- 197 Want to read
- 29 Currently reading

Published
**1954**
by Texas Engineering Experiment Station in College Station
.

Written in English

- Motor vehicles.,
- Bridges.,
- Strains and stresses.

**Edition Notes**

Statement | by Henson K. Stephenson and Kriss Cloninger, Jr. A publication resulting from the cooperative investigation of bridge types by the Bureau of Public Roads and the Texas Engineering Experiment Station. |

Series | Texas. Engineering Experiment Station. Bulletin,, no. 135 |

Contributions | Cloninger, Kriss, joint author. |

Classifications | |
---|---|

LC Classifications | TG265 .S869 |

The Physical Object | |

Pagination | viii, 171 p. |

Number of Pages | 171 |

ID Numbers | |

Open Library | OL6170941M |

LC Control Number | 54062814 |

OCLC/WorldCa | 5770754 |

Heavy Vehicle Adjustment Factor. Determining the adjustment factor for the presence of heavy vehicles is a two-step process: 1) Finding passenger-car equivalents for trucks, buses and recreational vehicles. 2) Using the equivalent values and the percentage of each type to compute the adjustment factor, using the following equation: where. heavy vehicle may be converted into an equivalent H truck loading, equivalent H-S truck loading, equivalent concentrated load, or some other equivalent load based on any other arbitrary standardized loading as may be desired. 2. The equivalent design load, corresponding to the given heavy vehicle.

Design procedures using an HS design load; use a lane load with two concentrated loads in adjacent spans for the controlling negative moment case for longer continuous bridges. For shorter, continuous bridges, an HS design uses two heavy axles of the HS load pattern at variable spacing in adjacent spans. LOADS ON BUILDINGS AND STRUCTURES INTRODUCTION SCOPE This chapter specifies the minimum design forces including dead load, live load, wind and earthquake loads, miscellaneous loads and their various combinations. These loads shall be applicable for the design of buildings.

1 ton is equivalent to 12, BTU/hr. BTU/hr is equivalent to 3, Watts - or kW (kilo-Watts). Cooling Load Temperature Difference (CLTD) – an equivalent temperature difference used for calculating the instantaneous external cooling load across a wall or roof. Page 2 of Index (IRI) rather than Mays Meter values, and a new procedure for calculating design equivalent single axle loads (ESAL’s). It should be noted that the structure and format of ADOT’s pavement design guidance has changed since it was last revised in Previously, guidance for pavement design activities was included in the.

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Method of converting heavy motor vehicle loads into equivalent design loads on the basis of maximum shears. College Station, Texas A & M University, (OCoLC) Get this from a library. Method of converting heavy motor vehicle loads into equivalent design loads on the basis of maximum floor beam reactions.

[Henson K Stephenson; Kriss Cloninger; Texas Agricultural and Mechanical College System,; Texas Engineering Experiment Station,; United States. Bureau of Public Roads.]. must be converted to an equivalent single wheel load (ESWL), so that the design method based on single wheel can be applied.

This method has been used most frequently for airport pavements or for highway pavements to be used by heavy wheel loads but light traffic volume. Usually the heaviest wheel load anticipated is used for design purposes. method and the equivalent beam method.

In the equivalent loading method an arbitrary distribution of lateral loading on a portion of a beam is replaced by concentrated loads and couples so chosen that they are entirely equivalent to the given loading so far as the remainder of the beam is by: 4.

In AREMA code (fig) live load provisions, E axle load diagram shows a trailing load (train load) of lb/linear ft after the locomotive. i was wondering how the train load of passenger/freight coaches or wagons have been converted into a UDL. VEHICLE OPERATING CONDITIONS & PROVING GROUND TESTS •The significant proving ground events can be divided into two types: a) Instantaneous overloads (large pot holes, kerb bump, large bump, panic braking, high g cornering, service loads) b) Fatigue damage (medium size pot holes, Belgium block road.

Load Calculation Applications Manual Second Edition 9 6 ISBN Product code: 12/14 The Applications-Oriented Resource for Load Calculations This new edition of Load Calculation Applications Manual presents two methods for calculating design cooling loads—the heat balance method (HBM) and the radiant.

The estimated or projected magnitude and occurrence of the various traffic loading are converted to the total number of passes of equivalent standard axle loading (ESAL), usually the equivalent 80KN (18kips) single axle load.

The total no. of ESAL is used as the traffic loading input for design of pavement structure. 3 Other Two-Axle, Four-Tire Single Unit Vehicles negligible 2 Passenger Cars negligible 1 Motorcycles negligible Class Type EALF.

TDOT Simplified System 5-axle or more Combos 9 4-axle Combos 8 3-axle or more Singles 6, 7 Equivalent Axle Load Factor. Load Equivalency Using the ESAL method, damage from all loads (including multi-axle loads) are converted to damage from an equivalent number of 18, lb. single axle loads, which is then used for design.

A “load equivalency factor” represents the equivalent number of ESALs for the given weight-axle combination. dynamic simulation for the selected load case is performed using the explicit code RADIOSS after which a modal analysis is performed to identify the modes and to obtain modal participation of the identiﬁed modes at each time instant.

The equivalent static loads are then obtained by activating the respective modes by tweaking the static loads. The most common historical approach is to convert damage from wheel loads of various magnitudes and repetitions (“mixed traffic”) to damage from an equivalent number of “standard” or “equivalent” loads.

The most commonly used equivalent load in the U.S. is lb (80 kN) equivalent single axle load (normally designated ESAL). Background and Applications EN EN «Traffic Loads on Bridges» Field of application: loaded lengths less than m (maximum length taken into account for the calibration of the Eurocode – For very long loaded lengths, see National Annex) Load Model Nr.

1 Concentrated and distributed loads (main model – general and. Determining Motor Loads Input Power Measurements When “direct-read” power measurements are available, use them to estimate motor part-load. With measured parameters taken from hand-held instruments, you can use Equation 1 to calculate the three-phase input power to the loaded motor.

WIND LOAD: Wind load acts on all exposed surface structures. The magnitude of the design wind pressure is given in local codes. The wind loads may be neglected in designing the foundation unless caused loads on foundations exceeding one – third of the load due to dead and live loads combined.

This paper outlines the investigation into a low-cost repeatable measurement system, and preliminary analysis undertaken through Austroads project AT Measurement and Analysis of Dynamic Wheel Loads.

(Austroads, ). Keywords: Dynamic wheel loads, heavy vehicles, strain gauge, load measurement, axle loads. To convert line load s to point load F we need to multiply s with length 1.

Types of oads F4 Structura Desin p. 2 / 2 The loads are divided into self weight (dead / constant load) and live load (changing load). The self-weight (roof structure) can be which has not been multiplied with safety factor and design force value (index d), which is.

The nature of the load and the group into which the material falls lead to an A-factor on the right ordinate of the left-hand part of the figure (in the example, single loading/glass-fiber reinforced thermoplastic = ).

The breaking load (in the example σB = MPa) is multiplied by this factor to obtain the design stress at room temperature. The heaviest wheel load anticipated is used for design purpose. This is an old method and is rarely used today for pavement design.

Fixed vehicle: In the fixed vehicle procedure, the thickness is governed by the number of repetitions of a standard axle load. If the axle load is not a standard one, then it must be converted to an equivalent axle. presenting a semirational method of determining equivalent single-wheel loads, which had been used by the Corps of Engineers to produce dual-wheel design criteria from single-wheel criteria.

The method assumes that the equivalent single-wheel loadvaries with the pavement thickness. For thicknesses smaller than half the clearance between. Conversion of uniform distributed load to point load is very simple. By simply multiplyingthe intensity of udlwith its loading length.

The answer will be the point load which can also be pronounced as Equivalent concentrated load (E.C.L). Concentric because converted load will acts at the centerof span length.Table 1. Typical Design Dead Loads 2 Table 1. Typical Design Dead Loads 3 Dead Load Adjustments Adjustments are made in the dis-tribution of dead loads due to the placement of utility lines under the floor system and fixtures (lightsfloor system and fixtures (lights, ducts, etc.) on the floor ceiling, which is the floor for the next story if.The equivalent mass of rotating parts: T = F r = (ma) r = m (α r) r = m r 2 α.

and T = I α. then. T = m r 2 α = I α. m r 2 = I. the equivalent mass of rotating body (part) will be equal to: m rot = I / r 2.

To accelerate the car we need a force F to accelerate the (car and the rotating parts).