Transport and Road Research Laboratory

Department of the Environment

Department of Transport

Road Note 40

A guide to the
measurement of axle
loads in developing
countries using a
portable weighbridge
© Crown copyright 1978
First published 1978
Third impression 1995

Extracts from the text may be reproduced except for

commercial purposes, provided the source is acknowledged

NOTICE TO READERS
THIS OVERSEAS ROAD NOTE IS CURRENTLY
BEING REVISED AND WILL BE REISSUED IN ITS
NEW VERSION DURING 2001
Contents

Foreword Page 4

1 Introduction 5

2 Survey sites 5

3 Survey equipment and installation 7

4 Traffic counting 8

5 Axle weighing 10

6 Analysis of results 11

7 References 17

8 Appendix 1. Weighbridge operating 18

instructions

9 Appendix 2. Calibration of the 19

weighbridge

3
Foreword

In many developing countries road traffic is grow-

ing rapidly both in volume and in the size and
weight of the vehicles using the roads.
As a consequence highway engineers con-
cerned with designing new roads or the
strengthening of existing roads in developing
countries require reliable information about the
distribution of the axle loads of existing traffic, and
when possible, information on national or regional
axle load trends. This information is required so
that better forecasts can be made of the axle loads
that will traverse particular roads in the future.
The importance of reliable information on
axle loads for pavement design purposes is
emphasised by the now widely accepted
assumption that the degree of pavement damage
caused by an axle load is proportional to
approximately the fourth or fifth power of the axle
load. This implies that in many typical situations
the heaviest ten per cent of axle loads in the traffic
stream can produce more pavement damage than
all the rest of the traffic combined.
To provide adequate information on axle load
distributions road-side surveys of axle loads are
required. Such surveys can conveniently be made
using portable wheel-weighing devices.
This note describes a simple and convenient
procedure for making axle load surveys in
developing countries using portable weighing
platforms. The procedure is based on experience
gained by staff of the Overseas Unit who have
undertaken a considerable number of axle load
surveys in several developing countries.

A Silverleaf
Director
TRANSPORT AND ROAD RESEARCH
LABORATORY
DEPARTMENT OF THE ENVIRONMENT
DEPARTMENT OF TRANSPORT 1978

Note: Some of the equipment described may no

longer be available. However suitable
alternatives can be obtained from the
same manufacturer.

4
A guide to the measurement of axle loads in developing countries
using a portable weighbridge

1. Introduction
alter the axle-load distribution on a particular route
The deterioration of paved roads caused by traffic
in a short time. Such events cannot normally be
results from both the magnitude of the individual
forecast, and hence extrapolations from surveys of
wheel loads and the number of times these loads
existing axle loads cannot provide for this sort of
are applied. For pavement-design purposes, it is
eventuality. Nevertheless, the error involved will
therefore necessary to consider not only the total
certainly be less if an axle-load survey is
number of commercial vehicles that will use the
undertaken than if no survey is carried out at all.
road, but also the wheel loads (or, for
convenience, the axle loads) of these vehicles. To
The axle-load survey data may also be used to
do this, the axle-load distribution of a typical
provide other information about the vehicle
sample of the commercial vehicles using a road
population such as the types of commodities being
must be known. Then, from factors derived from
1 carried on certain routes, their origin and destina-
the AASHO Road Test which enable the
tion, and the amount of damage that the transport
damaging power of axle loads of different
of different commodities does to road pavements.
magnitudes to be expressed in terms of an
The effectiveness of vehicle loading regulations can
equivalent number of 'standard' 8160 kg (18 000
also be studied.
lb) axle loads, the total number of commercial
vehicles that will use the road during its design life
The Overseas Unit of the Transport and Road
can be expressed as an equivalent number of
Research Laboratory has developed a portable
standard axles. 3
weighbridge * and has gained experience with it in
4, 5, 6, 7,
axle-load surveys in many parts of the world
It is not sufficient to determine the typical or 8
. The results of this experience are incorporated
average axle load, as the heavier axles do a dis-
into this note, which gives guidelines for carrying
proportionate amount of damage. Thus it is p055-
out axle-load surveys, using the Overseas Unit
ible for two roads of the same initial strength and
weighbridge, on paved roads in developing
trafficked by the same average axle load to
countries.
deteriorate at very different rates, as the damaging
power of traffic is very sensitive to variations in the
number and weight of heavily laden vehicles in the
traffic stream. The only effective way to compare 2. Survey Sites
the damaging effect of traffic on different roads is
to measure the complete spectrum of axle loads The success of an axle-load survey and the ease
and to calculate the appropriate equivalence with which it can be carried out will depend very
factor. largely on the choice of site. The site must be
selected to make it possible to sample the traffic
When any road project is being designed, or even easily and safely.
appraised at the feasibility study stage, it is
recommended that axle-load surveys of Ideally the survey point should be sited on a clear
commercial vehicles are undertaken, ideally at stretch of road with good visibility as it is important
several times of the year to reflect seasonal that traffic is aware of the survey well in advance to
changes in the magnitude of the loads. Portable give ample time to slow down and stop. Advance
wheel-weighing devices are available which warning signs may be helpful, but experience
enable a small team to weigh up to 90 vehicles per shows that in some developing countries these are
hour at the roadside. By using the results of such likely to be ignored by drivers. It is often useful to
surveys, more economic pavement thickness site the survey point at the crest of a hill where,
2
designs can be produced . provided the approaches on both sides have good
visibility, the heavy vehicles being surveyed will
In many countries, the axle-load distribution of the have to slow down anyway to cope with the
total 'population' of commercial vehicles using the gradient Sites should always be positioned on
road system remains roughly constant from year stretches of road with no junctions or other turnings.
to year. It is therefore customary to assume that
the axle-load distribution of the commercial Good layouts for survey sites are shown in
vehicles will remain unchanged for the design life Figures 1 and 2. In Figure 1, use is made of a slip
of the road pavement and, if a design life of ten
years is chosen, the probable errors caused by
this assumption are generally acceptable. There *The equipment is manufactured by: T. Deakin,
are cases, however, where the introduction of a Ascot Court, White Horse Business Park,
fleet of new and different vehicles can radically Trowbridge, Wilts, BA14 OXA Fax no: 01225
762751

5
 Fig. 1 LAYOUT OF SURVEY SITE - A

Fig. 2 LAYOUT OF SURVEY SITE - B

Fig. 3 LAYOUT OF SURVEY SITE – C

6
 Fig. 4 LAYOUT OF SURVEY SITE - D

or service road parallel to the road being surveyed.

This is a particularly convenient arrangement since 3. Survey Equipment and Installation
vehicles being weighed are isolated completely from
the main traffic flow and do not create a safety
The weighing equipment described in this note was
hazard. However, slip roads will not often be
developed by the Overseas Unit of the Transport and
conveniently sited for carrying out a survey and the
Road Research Laboratory specifically for use in
situation shown in Figure 2 will be more commonly
developing countries. The equipment consists of an
used. Here, the shoulder will usually need widening
aluminium alloy weighing platform (weighbridge),
so that a vehicle being weighed is kept well clear of
shown in Plate 1, a readout unit, shown in Plate 2,
other traffic on the road. It is important that the
and a 12-volt car battery. The dimensions of the
shoulder is levelled so that all the wheels of the
weighbridge are 700 x 500 x 90 mm and it is 44 kg in
vehicle being weighed are in the same plane. It is
weight The complete system has a measuring range
also important that the shoulder is widened and
of 0-10 000 kg and, under field conditions of use, has
levelled over a length of at least twice the length the
an overall accuracy to within + 2% of full scale. The
of longest vehicle and trailer to be weighed.
equipment is not adversely affected by high
temperatures or humidities. A more detailed
With either layout it is not necessary for the two 3
description of the apparatus is given in LR 391 .
weighing bays to be exactly opposite each other.
However, the two survey points must be between the
The site selected for the weighbridge should be
same pair of junctions, to ensure that the same
firm and level, with no 'high spots' and no risk of
sampling conditions apply for both directions of
subsidence during weighing. The weighbridge should
traffic. If sufficient equipment and manpower
be installed in a pit with its top face level with the
resources are available, vehicles travelling in both
surrounding road surface. The design of a typical pit
directions can be weighed simultaneously.
is shown in Figure 5. Timber formwork is employed to
Alternatively, vehicles travelling in one direction can
form the edges of the pit and a level concrete base,
be weighed on one side of the road for a period and
with soakaway to drain off any water that may
vehicles travelling in the opposite direction can be
accumulate, should be constructed. A layer of sand
weighed subsequently on the other side of the road.
may be placed on the base of the concrete to
facilitate the positioning of the weighing platform
For traffic flows of over 30 commercial vehicles
which should be levelled with a spirit level. It is also
per hour in both directions, survey site layouts such
useful to construct a channel to the edge of the pit to
as those shown in Figures 1 and 2 should be used.
carry the cable connecting the weighbridge to the
For lower flows, or where turningvehicle conflicts do
readout unit; this prevents it being damaged if a
not present a hazard, layouts such as those shown
vehicle inadvertently drives over it. The pit should be
in Figures 3 and 4 may be used. Again use is made
made sufficiently wide to allow the platform to be
of either a slip road or a weighing bay constructed by
moved laterally, by about 200 mm, to enable large
widening and levelling a shoulder. However, in these
vehicle and trailer combinations to align their wheels
cases, vehicles travelling in both directions are
more easily. Construction of a typical pit is shown in
surveyed at the same time and weighed at the same
Plate 3 and a vehicle being weighed on an installed
survey point.
weighbridge is shown in Plate 4. It is helpful when
siting the weighbridge pit to place it on the driver's
side

7
 TABLE 1 of the vehicle to make it easier for him to position his
vehicle correctly. A white line painted along the road
Vehicle classification also helps in this respect (Plate 4).

4. Traffic Counting
Type of vehicle Description
The first step in the survey must be to determine the
Passenger cars Includes passenger cars seating volume of all traffic and the number of commercial
not more than nine persons, vehicles travelling over the road. This is needed in
estate cars, hire cars and taxis. order to determine whether it will be possible to
weigh all commercial vehicles, excluding light
Light goods Goods vehicles less than 1500 commercial vehicles, or whether a sample will have
kg unladen weight or payload to be taken. For pavement design purposes, only
below 750 kg, including mini- medium goods vehicles, heavy goods vehicles and
buses and Land-Rover type buses (as defined in Table 1) are significant; hence it
vehicles. is not necessary to measure the axle loads of private
cars and light goods vehicles.
Medium goods Two-axled vehicles with twin-
tyred rear wheels not exceeding Traffic must be classified for counting and the
8.5 tonnes gross vehicle weight. details of the actual classification will depend on the
local conditions and the exact reason for the survey.
Heavy goods Vehicles with more than two For general use, the classification given in Table 1 is
axles (trailers being included as suggested.
part of the vehicle) or exceeding
8.5 tonnes gross vehicle weight. Figure 6 shows a form which can be used for
recording classified traffic counts. The form covers a
Buses All regular passenger service period of 12 hours and, as each vehicle passes the
vehicles and coaches. observer, a box in the appropriate column is ticked.
When traffic flows are high, it is easier to record the

Fig. 5 SUGGESTED CONSTRUCTION OF WEIGHBRIDGE PIT

8
 Fig. 6 FORM FOR RECORDING CLASSIFIED MANUAL TRAFFIC COUNT

9
passing of vehicles on hand counters (one for each class
of vehicle) and to transfer the totals to the field sheet at
the end of each hour. TABLE 2

Sites and sample required for

Classified traffic counts prior to the axle weighing
Vehicle weighing
should be carried out on the same stretch of road as will
be used for the axle-load survey. The counts should be
made for 24 hours a day on at least seven consecutive Maximum hourly Type of site Sample of heavy
days to enable estimates to be made of the average daily flow of heavy and required and medium
traffic, the proportion of heavy vehicles and the variations medium goods goods vehicles to
in flow throughout the day and night. The counts are best vehicles be weighed
carried out by a team of three working eight-hour shifts,
say from 0600-1400, 1400-2200 and 2200-0600. It is
0-30 Figs 3 or 4 All
important to provide shelter for the enumerator in such a
way as to give a clear view of the road and of the traffic.
31-60 Figs 1 or 2 All
Where possible, to eliminate bias due to seasonal
variations in traffic, it is desirable to obtain traffic flow data 61-120 Figs 1 or 2 Alternate Vehicles
at different times of the year. Normally, information of this
nature will only be available where a system of regular 121-180 Figs 1 or 2 One in three
traffic censuses exists.
181-240 Figs 1 or 2 One in four
Classified traffic counts should also be carried out
during the axle-load survey. This will enable any etc etc etc
differences in traffic flow that have taken place to be
noted. During the axle-load survey, the enumerator should
be sited near, but not adjacent to, the team carrying out
the weighing and interviewing operations, so that the
enumerator's attention is not distracted by these activities. Experience shows that on most roads the axleload
distribution of the traffic travelling in one direction is seldom
the same as that of traffic travelling in the opposite direction.
5. Axle Weighing Significant differences between the two streams can occur,
particularly on roads serving certain docks, quarries, cement
Damage caused to road pavements by passenger cars works, etc, where vehicles travelling in one return journey.
and light vehicles is negligible compared with that caused Similarly, on some routes, specialist vehicles may be in
by heavy and medium goods vehicles. Thus it is not regular use, for example in timber extraction area, mining
necessary to weigh light vehicles during an axle-load areas, and oil fields, where again, load factors in opposite
survey. Buses often have quite large axle loads and these directions are likely to be quite different. It is therefore
should be surveyed. However, many buses operating on important that in all surveys vehicles travelling in both
regular routes will pass the survey station many times directions are weighed.
during the day and their payloads will be fairly consistent.
In these cases, it is often sufficient to weigh only a sample As in the traffic counting, it is recommended that the axle
of these vehicles and to extrapolate the results weighing team works in three eight hour shifts. Each team
accordingly. should consist of at least four people. One person is
required to control traffic on the road and to direct vehicles
A reasonable average rate of vehicle weighing is into the weighing area according to the sample. A second
about 60 vehicles/hour, although, with an experienced person is required to direct the vehicle within the weighing
survey team, up to about 90 vehicles/hour can be weighed are to drive slowly on to the weighing form. A third person is
at peak times. From the preliminary traffic counts, an needed to record the wheel loads and a fourth to carry out a
estimate must be made of the maximum hourly flow of classified illustrated in Figures 3 and 4, an additional traffic
heavy and medium goods vehicles. Using this information, controller is required. It is less tiring if the members of the
the type of weighing site needed (as shown in Figures 1-4) survey team rotate jobs periodically.
and the sample of vehicles to be weighed may be
determined from Table 2. The traffic controller has the important job of stopping all
the vehicles that are to be weighed. This can be a difficult
Axle-load surveys should be carried out for seven task and it is particularly helpful if the controller has
consecutive days for 24 hours a day. Only if the governmental authority to stop vehicles and also if he wears
preliminary traffic counts show a negligible vehicle flow at a distinctive
night, or if local difficulties make night working impossible,
should the survey period be reduced but, even then,
vehicles should be surveyed for at least 16 hours a day.
Surveys of less than seven days are not recommended.

10
uniform. Often it is possible to obtain the services of Since the survey must continue uninterrupted
the traffic police for this task and this has the added during inclement weather, it is important that shelter is
advantages that police are used to stopping vehicles provided for the survey teams. This can be provided
and drivers are used to being stopped by them. by a caravan, a large tent or, if nothing else is
However, it is important that no vehicles being available, a vehicle. It should be positioned near
surveyed are fined by the police for being overloaded enough to the survey point for the readout unit and
as this can discredit the purpose of the survey and, battery to be placed under cover if necessary. The
more importantly, can affect the results obtained weighbridge unit itself is not affected by wet
during subsequent days of the survey when operators conditions.
might reduce their loads to avoid being fined. The
controller also has the task of sampling vehicles as in Calibration of the weighbridge is carried out by
Table 2, if this is required. The traffic controller(s) the manufacturer using a calibrated proving ring. It is
should stand in the road where they are clearly visible useful for the User to check the calibration from time
to the oncoming traffic as shown in Figures 1-4. to time. Particular attention should be given to the
Experience has shown that the use of a whistle and a tightening of the six bolts holding the two platform
fluorescent baton are helpful in controlling traffic. In plates together. This is described in Appendix 1. The
addition, it is strongly recommended that the calibration procedure is described in Appendix 2.
controller wears a reflective/fluorescent safety vest
particularly at night. The job of the controller will be At the start of the survey, the weighbridge
made very much easier if traffic is slowed down about should be coupled to the readout unit using the six-
100 m from the survey point. This can be done with way lead and also to the 12 volt battery with the two-
the help of an additional controller placed in this way lead (blue lead negative, brown lead positive).
position. In addition, advance traffic warning signs The readout unit should then be switched on and the
and cones placed down the middle of the road may whole system allowed to 'warm up' for about five
help. minutes. The 'zero' of the readout unit should then be
set using a screwdriver. The voltage-check button is
While vehicles are being stopped to be weighed, then depressed and the dial-gauge should give a
it is possible to carry out other surveys as well (Plate reading greater than the 'VC' which is marked on the
5). Form A, shown in Figure 7, can be used to record scale. If it does not the battery must be replaced by
details of the vehicle characteristics for calculating one that is fully charged. The calibration-check button
9
vehicle operating costs in a feasibility studv . In is now depressed and the dial-gauge should indicate
addition, details about the vehicle trips and loads can exactly the mark at 'CAL'. If it does not, the calibration
be recorded for use in an origin-and-destination knob must be adjusted. The 'zero' and 'calibration'
survey. This is usually carried out by the person who must both be adjusted until the dial-gauge gives
directs the vehicle on to the weighbridge platform. exact readings for both. The battery, zero and
calibration must also be checked during the survey
Wheel loads can be logged (Plate 6) on Form B, itself at least every half-hour, and more often if any
shown in Figure 8. Note that wheel loads and not axle sign of drift of the zero is observed. This procedure is
loads are recorded. It may be assumed that on summarized in Appendix 1.
average, the axle load is twice the wheel load. It is
also important to record traffic travelling in opposite 6. Analysis of Results
directions on separate sheets. It is convenient, when
recording the axle configuration, to use a simple code. A computer program has been written to analyse the
Each axle is represented by a digit, usually a ‘1’ or a results from axle-load surveys. The program is easy
'2' depending on how many wheels are on the end of to use and enables a detailed analysis to be carried
the axle. Tandem axles are indicated by recording the out of the damage caused to the road by the
digits directly after each other. A decimal point is transport of different commodities and by different
placed between the code for a vehicle's front and vehicle types. It provides a detailed tabulation of the
back wheels. The code for trailers is recorded in the survey results and shows where vehicles exceed the
same way as for trucks but is separated from the permitted axle-load regulations. It also determines
truck code by a 'plus' sign. Semi-trailers or articulated mean values for gross vehicle weight payload, axle
trailers are separated by a 'minus' sign. Some load and also mean equivalence factor. The analysis
examples of these codes are given in Figure 9. can be carried out for sub-periods within the survey's
length and for the complete survey as well. If the
necessary computer facilities are available, this
3
An automatic data-recorder unit has been method of analysis is recommended. It is described
10
developed to work in conjunction with the portable fully in the User Manual for the program (ALSA) .
weighbridge but its use is not recommended for Program ALSA is available, for a nominal charge,
surveys such as those described here because the from the Department of Transport Highway
traffic levels involved do not warrant the use of Engineering Computer Branch, St Christopher
equipment of this complexity. House, Southwark Street, London SEl, United
Kingdom.
11
 Fig. 7 FORM A FOR RECORDING VEHICLE SURVEY DATA
12
Fig. 8 FORM B FOR RECORDING WHEEL LOADS
13
 Fig. 9 EXAMPLE OF AXLE CONFIGURATIONS AND CODES

14
 TABLE 3
give the equivalence factor for each of the vehicles. This
sum can be carried out on Form C which is shown in
Equivalence factors for different Figure 10. Note that it is wheel loads and not axle loads
wheel loads which are given on Form B. The mean equivalence
factor for all vehicles travelling in each direction can
then be determined by adding up the equivalence
Wheel load Axle load Equivalence
(kg) (kg) factor factors and dividing by the numbers of vehicles. Note
that this method of determining the mean equivalence
1500 3000 0.01
factor must always be used; it is not sufficient to find the
1750 3500 0.02 equivalence factor of the mean axle load as this will be
2000 4000 0.04 a serious underestimate of the true value.

2250 4500 0.07

2500 5000 0.11 The equivalence factors in Table 3 have been
11
2750 5500 0.17 derived using the following formula :

3000 6000 0.25 4.5 5

EF = (axle load in kg/8160)
3250 6500 0.36
3500 7000 0.50 This formula is based, in turn, upon the analysis of the
12
AASHO Road Test carried out by Liddle . Liddle also
3750 7500 0.68
derived a separate relationship for the equivalence
4000 8000 0.91 factors of tandem axles. However, it is not
11 ,6
4250 8500 1.20 recommended that this is used ; instead, all axles
should be treated individually with equivalence factors
4500 9000 1.56
calculated using the above equation, ie using Table 3.
4750 9500 2.00
5000 10000 2.52 In order to determine the axle loading for one
complete year, the following procedure should be
5250 10500 3.15
followed.
5500 11000 3.89
5750 11500 4.76 i) Determine the daily traffic flow for each class of
vehicle weighed using the results of this traffic survey
6000 12000 5.78
and any other recent traffic count information that is
6250 12500 6.96 available.
6500 13000 8.32
ii) Determine the average daily one-directional traffic
6750 13500 9.88
flow for each of these classes of vehicles.
7000 14000 11.66
7250 14500 13.68 iii) Determine the mean equivalence factor for each
direction from the results of this survey and any other
7500 15000 15.96
surveys that have recently been carried out and choose
7750 15500 18.53 the higher of these directional values.
8000 16000 21.41
iv) Determine the average daily number of equivalent
8250 16500 24.62
standard axles for those classes of vehicles that have
8500 17000 28.24 been weighed.
8750 17500 32.18
v) Determine the annual axle loading.
9000 18000 36.58
9250 18500 41.44 The procedure is now described in more detail.
9500 19000 46.79
i) Daily traffic flow
9750 19500 52.66
10000 20000 59.09 The daily traffic flow of those vehicles that have
been weighed is determined separately for each class of
vehicle from the 7-day 24-hour traffic counts by taking the
total number of vehicles in each class in both directions
If computer facilities are not available, the following
during the week and dividing by seven. As counts will
method of analysis is recommended. The
have been carried out for at least two full weeks, the flow
equivalence factors for each of the wheel loads on
can be found from the total number of vehicles of each
Form B (Figure 8) are determined using Table 3 to
class during the whole counting period divided by
give the equivalence factors for each axle on each
vehicle. The factors for the axles are totalled to 15
 Fig. 10 FORM C RECORDING EQUIVALENCE FACTORS FOR AXLES AND VECHICLES
16
the number of days that counts were carried out. A
better estimate of flow will be obtained if counts are 7. References
carried out at different times of the year to reflect
seasonal changes, or if use can be made of figures 1. HIGHWAY RESEARCH BOARD. The AASHO Road
from a national traffic census which includes the road Test Report 7. Summary Report Highway Research
being studied. In these cases, the flow is given by the Board Special Report No 61G. Washington, DC, 1962
total number of vehicles in each class counted in all (National Research Council).
surveys divided by the total number of days that
counting has taken place. In all cases, the flow should 2. TRANSPORT AND ROAD RESEARCH
be determined separately for each class of vehicle LABORATORY. A guide to the structural design of
and should be the total of vehicles travelling in both bitumen-surfaced roads in tropical and sub-tropical
directions. countries. Department of the Environment,
Department of Transport Road Note 31. London, 1977
(H M Stationery Office), 3rd Edition.
ii) Daily one-directional traffic
3. POTOCKI, F P. A portable wheel-weighing unit and
The flow determined above is divided by two to data recorder. Department of the Environment RRL
give the daily one-directional traffic for each class of Report LR 391. Crowthorne, 1971 (Road Research
vehicle. Laboratory).

4. ELLIS, C I. Axle loadings on roads in West Malaysia.

iii) Mean equivalence factor Proc. 4th Conf. Aust. Rd Res. Bd, 1968, 4 (Part 2),
1112-20.
The mean equivalence factor for each direction is
determined using the method described earlier, ie the 5. ELLIS, C I and F P POTOCKI. Axle load distribution
equivalence factor is determined from Table 3 for on roads overseas: Abu Dhabi and Qatar 1970-71.
each axle on the vehicle; these are added to give the Department of the Environment TRRL Report LR
equivalence factor for each vehicle; the factors for all 572. Crowthorne, 1973 (Transport and Road
vehicles in one direction are added and divided by the Research Laboratory).
number of vehicles to give the mean equivalence
factor for that direction; this is then repeated for the 6. JONES, T E. Axle-loads on paved roads in Kenya.
other direction. If other surveys have recently been Department of the Environment Department of
carried out these can be used to supplement the main Transport TRRL Report LR 763. Crowthorne, 1977
survey by providing information on seasonal (Transport and Road Research Laboratory).
variations, etc. In this case the equivalence factors for
all vehicles travelling in one direction should be added 7. JONES, TE and R ROBINSON. 1975 Turkey traffic
and divided by the number of vehicles to give the survey (Ankara-Istanbul Expressway): axle loading.
mean equivalence factor for that direction. The same Department of the Environment TRRL Report LR
analysis is repeated for the other direction. It is usual 713. Crowthorne, 1976 (Transport and Road
to use the higher of these two mean equivalence Research Laboratory).
factors in subsequent analyses as this represents the
most heavily laden direction. 8. JONES, T E and GIZAW GULILAT. The commercial
traffic loading on five trunk roads in Ethiopia. ERA
and TRRL (UK) Joint Road Research Project. JRRP
iv) Average daily equivalent standard axles Report No 10. Addis Ababa, 1977 (Ethiopian Road
Authority).
The daily one-directional traffic, as determined in
ii) above, for those classes of vehicles which 9. ABAYNAYAKA, S W, H HIDE, G MOROSIUK and R
contribute to pavement damage are added together ROBINSON. Tables for estimating vehicle operating
(this should be the same classes of vehicle that have costs on rural roads in developing countries.
been weighed and would normally consist of 'Medium Department of the Environment, TRRL Report LR
goods', 'Heavy goods' and 'Buses' classes of vehicle 723. Crowthorne, 1976 (Transport and Road
in Table 1). This daily total number of pavement- Research Laboratory).
damaging vehicles in one direction is now multiplied
by the mean equivalence factor, as determined in iii) 10. ROBINSON, R. ALSA: a program for the analysis of
above, to give the average daily number of equivalent axle-load survey data. Department of the
standard axles. Environment TRRL Report LR 721. Crowthorne,
1976 (Transport and Road Research Laboratory).

v) Annual axle loading

The annual axle loading is determined by

multiplying the average daily number of equivalent
standard axles, as determined in iv) above, by 365. 17
11. HODGES, J W, J ROLT and T E JONES. 2. Connect readout unit to 12-volt battery using the
The Kenya road transport cost study: research on 2-way lead (blue lead negative, brown lead
road deterioration. Department of the positive).
Environment, TR R L Laboratory Report 673.
Crowthorne, 1975 (Transport and Road Research 3. Switch on readout unit
Laboratory).
4. Leave equipment switched on for about five
12. LIDDLE, W J. Application of AASHO Road Test minutes to 'warm up'.
results to the design of flexible pavement
5. Adjust dial-gauge reading to zero using the 'set
structures. First International Conference on the
zero' control.
Structural Design of Asphalt Pavements,
University of Michigan, 20-24 August 1962. Ann
6. Battery voltage should then be checked by
Arbor, 1962 (University of Michigan).
pressing the 'Check volts' push-button. When
the corresponding reading falls below the red
8. Appendix 1 mark 'VC' on the dial-gauge, the battery must be
exchanged for one that is fully charged.
Weighbridge Operating Instructions
7. Press 'Check cal' push-button and adjust the
Adjustment of tension in weighbridge fixing bolts reading to the 'Cal' mark on the dial-gauge scale
using the 'Set cal' control.
The tension in the bolts holding the two plates of the
8. Repeat 5 and 7 until both the zero and cali-
weighing platform together should be checked periodically,
bration readings remain correct.
at least once a week when in continuous use. This is done
in the following way:
The equipment is now ready for use, but some
occasional readjustment of the zero and calibration (as in
1. Place the platform upside down.
5 and 7) may be necessary.

2. Slacken-off the six bolts.

Warning light on readout unit

3. Switch on the readout unit and set reading on dial- Some readout units are equipped with a warning light
gauge to mid-scale using the 'Set zero' control. which comes into operation when a heavy wheel load is
over a long edge of the weighing platform. The wheel
4. Tighten each of the six bolts in turn to 150 kg each position should then be adjusted until central over the
(1 ½ small divisions on the dial-gauge) using a 19 platform before the reading is taken.
mm box spanner, ie 900 kg in all. The order in
which the bolts should be tightened is shown in Protection of equipment
Fig. 11.
It is advisable to:
Setting weighbridge up on site
a. Keep the readout unit out of the sun.
1. Connect weighing platform to readout unit using
the 6-way lead. b. Protect the readout unit from the rain.

c. Place the equipment on foam rubber or some

other soft material during transportation to
prevent damage due to vibration.

The dial-gauge is normally nitrogen filled and fully sealed,

and in case of damage should be sent back to the
manufacturer. It is still operational with the glass broken,
but will deteriorate with time because of internal
condensation.

Replacement of amplifier board

In cases of failure of the readout unit replacement

amplifier boards can be obtained from the manufacturer
and should be installed in the following way.
Fig. 11 ORDER OF BOLT TIGHTENING 1. Remove 4 screws at the bottom of readout unit.
AS REFERRED TO IN APPENDIX 1
(start from a in alphabetical order) 2. Take chassis out of wooden box.

18 3. Remove 2 screws holding board to a bracket.

4. Slide board out of an edge connector.

5. Place new board in position by repeating

the above procedure in reversed order.

9. Appendix 2

Calibration of the weighbridge

The weighbridge equipment, as supplied by the

manufacturer, is calibrated against a proving ring
and any further re-calibrations by the user are use-
ful but not essential, providing a periodic check of
the sensitivity is made using the in-built calibration
signal, which simulates a known load.

When a reliable and accurate loading device is

available, the calibration can be carried out in the
following manner:

a) Follow the setting up procedure, including

adjustment of tension in fixing bolts as des-
cribed in Appendix 1.

b) Place a plywood or hardboard sheet (700 x

500 mm and about 3 mm thick) on the plat-
ten of the testing machine.

c) Place the platform of the weighbridge on

the plywood sheet.

d) Apply load through a 25 cm x 38 cm steel

plate or block of wood (ie the area
equivalent to a tyre contact area at 10
tonnes wheel load) in increments of 1000
kg, to the full value of 10,000 kg and note
the corresponding readings on the
weighbridge indicator.

The calibration line is then obtained by plotting the

load measured by the indicator against the
corresponding value of the load applied by the
machine.

19
 Neg.no.E55/72
Plate 1 THE WEIGHING PLATFORM

Neg.no.B322/78
Plate 2 THE READOUT UNIT
 Neg.no.CR888/75/6
Plate 3 CONSTRUCTING WEIGHING PIT

Neg.no.CR894/75/10
Plate 4 WEIGHBRIDGE INSTALLED IN PIT
 Neg.no.CR891/75/12
Plate 5 TRAFFIC SURVEY AT WEIGHBRIDGE SITE

Neg.no.CR894/75/2
Plate 6 LOGGING WHEEL LOADS
NOTES
 NOTES

Printed in the United Kingdom for The Stationery Office

J38534 C4 2/98 10170