Announce protest actions, general chit chat or give your opinion on issues we haven’t covered for the day.
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https://www.fhwa.dot.gov/reports/tswstudy/v2chap2.pdf
NZ is allowing 63 tonne laden weight trucks on our rural unsealed roads and all local roads an highways with no concrete under-bases setting us up for a financial disaster in future as we will go bankrupt paying for roads maintenance by pouring money down the back of Steven Joyce’s dream of a tar sealed NZ where trucks can roam everywhere.
US/Canada have reinforced concrete under-based roads to carry trucks up to 62.5 tonnes or 155 000 pounds weight.
The truth is out about our NZ substandard ‘soft roads’ that is unable to withstand the new heavier trucks now on our roads and the video shown demonstrates that when these 63 tonne trucks laden travel along our sub-standard roads such as all our regional and local roads the engineers capture the time that these roads just stretch and buckle and separate like a squashed orange on the road, causing the surface of the road to break into pieces that are then picked up by other truck tyres and removed from the road surface leaving the road with no tar seal so we are witnessing the wholesale wrecking of our roads by heavy laden trucks now causing us billions in costs to repair the road until inside three months the roads are wrecked again and needing new surfacing.
We must return to rail to use ‘train freight’ or go bankrupt.
https://www.tmr.qld.gov.au/business-industry/Heavy-vehicles
https://www.quora.com/Why-do-some-roads-have-a-weight-limit
The end game is to place reinforced concrete bases under the roads to carry the 63 tonne trucks and that is being done all over the world including US/Canada and Europe.
US/Canadian limits of truck weights on their roads with concrete under-bases are 33 tonnes to 62.5 tonnes or 80 000 lbs to 150 000lbs.
NZ is allowing 63 tonne laden weight trucks on our rural unsealed roads and all local roads and highways with no concrete under-bases setting us up for a financial disaster in future as we will go bankrupt paying for roads maintenance by pouring money down the back of Steven Joyce’s dream of a tar-sealed NZ where trucks can roam everywhere.
Single Axle, Tandem Axle and Gross Weight Limits
Fourteen States have a single axle limit greater than the Federal standard of 20,000 pounds on
the Interstate. Off the Interstate, 17 States have limits greater than the Federal limit and three
States are below the Federal limit.
Fifteen States have a tandem axle limit greater than the Federal limit of 34,000 pounds on the
Interstate. On the non-Interstate State system, 21 States have limits greater than 34,000 pounds
and two states are below the Federal limit.
Four States have grandfather rights to exceed 80,000 pounds on the Interstate. On non-Interstate
State highways, 18 States have a GVW limit higher than 80,000 pounds. Alternatively, five
States have GVWs less than 80,000 pounds on some of their non-Interstate highways.
“Routine” Permit Limits
For a 5-axle unit there are 28 different permitted maximum GVW limits ranging from
80,000 pounds to 155,000 pounds. The mode value (the value that occurs most frequently) is
100,000 pounds and occurs in seven States. For any number of axles there are 25 different
maximum permitted GVW limits (the mode value is 120,000 pounds and occurs in ten States).
For single axles there are 16 different limits ranging from 13,000 pounds to 32,000 pounds. For
tandem axles there are 17 different limits ranging from 26,000 pounds to 64,000 pounds.
http://www2.ku.edu/~iri/publications/HighwayDamageCosts.pdf
2.1.1 Heavy-Vehicle Impact on Pavement Damage Commonly identified pavement distress associated with heavy vehicles can be characterized as fatigue cracking and rutting. On rigid pavements damage includes transverse cracking, corner breaking, and cracking on the wheel paths. Flexible pavements and granular roads are most susceptible to rutting. In all cases, cracking and rutting increase pavement roughness and reduce pavement life.
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