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    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
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    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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    <item>
      <title>Cost of suspension regulations</title>
      <link>https://trid.trb.org/View/1197412</link>
      <description><![CDATA[This paper reviews Australian government activities to reduce the burden of unnecessary industry regulations, estimated at $6 billion per annum. While it is recognised that motor vehicle regulation is moving in the right direction with the 3rd edition Australian design rules (ADR's) it is argued that the introduction of a unique ADR on truck suspensions could not be supported by industry, in the light of current market pressures and the variety and complexity of customers' needs.  Any moves to introduce such an ADR should consider rules in vehicles' or components' country of origin, vehicle weight categories affected and minimising complexity of any tests involved (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:33 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197412</guid>
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      <title>A fleet managers view on the economics of suspension performance</title>
      <link>https://trid.trb.org/View/1197411</link>
      <description><![CDATA[This paper develops a perspective of the road transport industry in Australia and its growth.  It then looks at the mayne nickless freight forwarding services group.  Experiences with specific suspensions are related. The vehicle maintenance costs of three operations are analysed to establish tyre, body and suspension costs.  From this review the following conclusions are made.  Australian road transport companies have generally not had the technical skills to make competent decisions on equipment selection and this has generally been left to manufacturers.  The road transport industry must become more technically competent and professional. There are safety implications associated with the selection of heavy vehicle suspensions.  The analysis of the maintenance costs of three mayne nickless businesses for 1986 did not identify any extraordinary costs that could be levelled at specific suspension types.  ADR6 For heavy vehicle suspensions should be implemented on the basis of potential road damage and safety considerations.  Operators utilising complying suspensions should be given preferential treatment on drive axles with an allowance of 16.5 Tonnes in the eastern states.  This should be done in conjunction with 20.0 Tonnes on triaxle trailer sets (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:32 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197411</guid>
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      <title>Bus and coach suspensions - an argument for separate load limits</title>
      <link>https://trid.trb.org/View/1197410</link>
      <description><![CDATA[Buses and coaches represent a neglected minority group in Australian heavy vehicle legislation.  Modern bus and coach suspensions are capable of carrying heavy axle loads without commensurate increase in pavement damage when compared to the majority of heavy vehicle suspensions.  The benefits of higher limits extend to the community at large and technical controls over the granting of such concessional limits, and appropriate safety measures required for operation at such higher limits, are discussed.  It is argued that current safety features increase the weight of vehicles, as do improved comfort features, and environmental protection measures.  The introduction of higher axle load limits for buses and coaches is advocated, based on the quality of suspension and braking performance (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:27 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197410</guid>
    </item>
    <item>
      <title>Trailer manufacturer's approach to suspension design</title>
      <link>https://trid.trb.org/View/1197409</link>
      <description><![CDATA[This paper reviews the history of truck suspensions in Australia and discusses the major factors influencing the design and choice of suspensions today.  In the early days, the Australian environment had to be mastered at all costs, but soon economics needed to be considered.  Current considerations include ride, tyre wear, stability and brake reaction while maintaining cost, durability, ease of fitment, service, quality control, and capacity and while contending with the problems of low production volumes for specialized componentry.  Future trends include the use of air suspensions (with proper research and development), liquid and rubber suspensions (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197409</guid>
    </item>
    <item>
      <title>The influence of trailer suspension development and design on road fatigue and traffic safety</title>
      <link>https://trid.trb.org/View/1197408</link>
      <description><![CDATA[Dynamic wheel loads are an important factor in trailer design, influencing driving characteristics, ride performance and vehicle wear. Vertical forces are isolated from the goods being transported, but inevitably result in reaction forces to the road.  Appropriate design of springs and dampers can reduce peak dynamic stresses.  European practice requires close spaced axles, good load distribution and wide single tyres. German test results are described, comparing dynamic wheel loads with mechanical and air suspensions. Tyre characteristics, road condition and speed also affect road loading. Future trends in Europe are considered, including air suspensions, light weight vehicles, compound springs and more stable trailers (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:24 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197408</guid>
    </item>
    <item>
      <title>Heavy vehicle design affecting dynamic pavement loading</title>
      <link>https://trid.trb.org/View/1197407</link>
      <description><![CDATA[This paper considers the influence of heavy vehicle design on dynamic pavement loads induced by road roughness.  Four linear, stochastic models representing the pavement loading process are described, and the effect of various parameter changes on their predictions are investigated.  Results indicate that an axle's dynamic load is not determined by the design of its suspension alone.  Characteristics of the whole vehicle such as the design of other suspension groups and the distribution of sprung mass are also important.  Predicted speed load relations show a general increase of load with speed, but superimposed on this trend is a series of oscillations which can be substantial compared to the mean effect.  The location of the oscillations is sensitive to certain whole vehicle effects, in particular the distances between axle centres, suspension stiffnesses and sprung mass characteristics.  The complicated and variable nature of the predicted speed load relation indicates that the dynamic loading performance of a vehicle should be assessed at a number of speeds closely spaced over its usual operating range rather than at just one or two speeds.  Modelling results indicate the existence of optimal suspension damping values for dynamic loading.  Decreased suspension stiffness tends to reduce low frequency load components.  Reduced tyre stiffness tends to decrease high frequency loading, but reductions below the level of suspension stiffness may increase low frequency loads.  Vehicles with tandem suspensions for which pitch motions are poorly damped are predicted to have high dynamic pavement loads over certain speed ranges (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:22 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197407</guid>
    </item>
    <item>
      <title>A systems approach to suspension design</title>
      <link>https://trid.trb.org/View/1197406</link>
      <description><![CDATA[A heavy duty truck suspension must fulfill several major functions; it must support the payload, isolate the sprung mass from axle vibration and provide roll stability.  Suspension design also affects dynamic wheel loads on public roads although it is not the only factor.  This paper discusses the influence of tyres, suspension, and road roughness parameters on dynamic wheel loading. The significant suspension parameters (eg, spring rate and load equalization techniques) also affect other vehicle characteristics, such as ride quality. The interaction of load equalization technique, spring rate, wheel loads, and ride is studied.  The design of an optimum suspension becomes a complex task requiring the use of both computer simulation and vehicle testing. Methodology for suspension evaluation used at the paccar technical center is presented and representative results are provided (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:21 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197406</guid>
    </item>
    <item>
      <title>Suspensions and vehicle stability as determined by the Canadian heavy vehicle weights and dimensions study</title>
      <link>https://trid.trb.org/View/1197405</link>
      <description><![CDATA[The Canadian weights and dimensions study has examined a number of heavy vehicle suspensions with regard to vehicle stability and control.  The contribution of various suspensions to vehicle rollover has been studied using a tilt table similar to the unit developed at ARRB and by dynamic stability and control analysis.  In addition, laboratory measurements were made on a number of suspensions defining principle characteristics useful in mathematical modeling of heavy vehicle stability and control.  The results of this work will be presented in an effort to address suspension related vehicle rollover and handling issues which will be of interest to regulatory groups (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:18 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197405</guid>
    </item>
    <item>
      <title>Assessment of the dynamic wheel forces generated by heavy road vehicles</title>
      <link>https://trid.trb.org/View/1197404</link>
      <description><![CDATA[This paper examines some of the issues involved in establishing guidelines for minimising road damage due to dynamic tyre forces of heavy vehicles.  A mathematical model of the vibration of a three axle, rigid commercial vehicle is presented and the simulation results are validated by comparison with experimental data from field tests.  The model is then used to calculate dynamic wheel forces for a range of speed and roughness conditions typical of highway operation.  Several criteria for assessing the wheel forces are presented.  Some of the criteria assess average statistics of individual axle loads while others examine the theoretical damage done by the vehicle at various locations along the road.  It is concluded that dynamic wheel loads may increase road surface damage by a factor of 2-4 over that done by static wheel loads.  However, it is questionable whether sufficient information can be obtained regarding the effects of a particular suspension system on the road damage done by a vehicle, from force measurements on a single axle (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197404</guid>
    </item>
    <item>
      <title>Road loading as a function of vehicle characteristics</title>
      <link>https://trid.trb.org/View/1197403</link>
      <description><![CDATA[The justification of recently legislated permissable European weight increases and tendencies is argued from the aspects of optimisation in benefits to the overall economy by reduction in cost, and optimisation in road loading effects through compensation by improved vehicle design.  The assessment of the prevailing type of road loading by either effective or maximum value dynamic load amplitude is discussed, based on results of recent research.  From examples of test results, the beneficial effects of damping of axle motion are demonstrated (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197403</guid>
    </item>
    <item>
      <title>The effect of the design of goods vehicle suspensions on loads on roads and bridges</title>
      <link>https://trid.trb.org/View/1197402</link>
      <description><![CDATA[This paper examines the ways in which heavy goods vehicle suspensions apply unexpectedly large loads to road pavements.  Roadside surveys show that for many multi axle bogies the axle loads are not equal, and tests with an instrumented semi trailer show that these inequalities persist with the vehicle in motion.  Air suspensions show good equalisation.  Goods vehicles in motion bounce continuously on the tyres and suspension; this can increase the loads applied to the road.  Tests have shown that the pattern of loads along a length of the road during repeated runs at the same speed is rather consistent for a particular vehicle.  Instruments in the road have shown that at a given speed the strains in the road structure are approximately proportional to the instantaneous load applied to the road by an axle.  Tests of a semi trailer on alternate air and steel suspensions running over the same road profile have shown that on some parts of the road the air suspension produced smaller dynamic loads, but on other parts of the road the air suspension produced higher dynamic loads. The TRRL suspension research programme is described.  It is seeking to identify what characteristics of goods vehicle suspensions minimise road loading (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197402</guid>
    </item>
    <item>
      <title>Heavy vehicle suspension variations affecting road life</title>
      <link>https://trid.trb.org/View/1197401</link>
      <description><![CDATA[The Canadian weights and dimensions study has examined practical vehicle parameter variations with regard to their contribution to vehicle stability and control and road life.  This paper presents one facet of the study that concentrated on an experimental study of the effects of suspension parameter variations on dynamic wheel loads.  A prime mover and semi trailer were modified to form a representative test vehicle for the study. All load carrying axles were instrumented to provide continuous road loading data.  Two prime mover tandem drive suspensions and three semi trailer tandem axle suspensions were studied.  Variations in axle load, axle spacing and suspension pitch attitude were examined.  Input variables included road roughness, speed and discrete bumps associated with grade level railway crossings and bridge approach irregularities.  The influence of dynamic axle loads on flexible pavement deformation was also studied. The findings of this research will be presented in a manner so as to show the range of performance characteristics of the suspensions and will discuss suspension parameter variations with respect to improving road distress (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:10 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197401</guid>
    </item>
    <item>
      <title>Background and philosophy of vehicle regulation</title>
      <link>https://trid.trb.org/View/1197400</link>
      <description><![CDATA[This paper looks at vehicle safety in the context of today's environment in which regulation is being closely examined.  Safety is seen as an important community concern.  A systematic approach has been used to improve road safety involving man, the machine and the environment.  There are a variety of approaches available in the transport area to achieve objectives; some regulatory, some non regulatory, some involving codes of practice, and others oriented towards public education.  The development of the design rule system is described, noting the importance of uniformity and international harmonisation.  An important task for governments and the transport industry as a whole is to continuously and critically examine the relevance of existing and proposed regulations.  The arguments, costs, benefits and alternatives should be assembled and discussed by all community interests (a).]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:04 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197400</guid>
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    <item>
      <title>Truck designers sprung? Symposium on Heavy Vehicle Suspension Characteristics, 23-25 March 1987, proceedings</title>
      <link>https://trid.trb.org/View/1197399</link>
      <description><![CDATA[]]></description>
      <pubDate>Fri, 24 Aug 2012 15:31:02 GMT</pubDate>
      <guid>https://trid.trb.org/View/1197399</guid>
    </item>
    <item>
      <title>NAASRA REVIEW OF ROAD VEHICLE LIMITS AND ITS IMPLEMENTATION, OR MANAGING THE ROAD NETWORK</title>
      <link>https://trid.trb.org/View/263264</link>
      <description><![CDATA[No abstract provided.]]></description>
      <pubDate>Wed, 31 May 1989 00:00:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/263264</guid>
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