There are several factors to consider. First that you are not just considering the weight of the load but also the weight of the transporter as well, when considering a bndge classification. Then you have to the problem of peak axle loading. As the handy reference of Wikipedia makes clear:hi guys
I new to this mainly i just read the forum ,I dont have the knowledge of some of the people on here and just leaves me awestruck that you can get so much info out there.
But just a little perplexed about the problem regarding weight and bridge clasifacation on abrams ,not 100%sure but would assume it would be about 70 as when it is at combat weight ,people say it will have problems out of darwin or pucka ,but single traler semis are 42.5 tonne bdouble 62.5and triple road trains are 90tonne
pardon my ignorance but they dont seem to have a problem getting around 90% of oz and this is only the base weight without higher mass loading.
please correct me if im way off target with what you are trying to say
regards tom
Roads are also complicated, just as railways by the methods and materials used in their construction. You may be able to pass your tank transporter fully loaded along a given road once but if you keep doing it and your also using this as a Line of Communication, with heavy traffic, the road surface may break up quite quickly.http://en.wikipedia.org/wiki/Axle_load said:On railways, the axle load is the maximum weight of a train per pair of wheels allowable for a given section of track. The maximum axle load is related to the strength of the track, which is determined by weight of rails, density of sleepers and fixtures, train speeds, amount of ballast, and strength of bridges. Because track and especially the rails are expensive, it is desirable to optimise the track for a given axle load. If the track is overloaded by trains that are too heavy, it can be destroyed in a short time. It is convenient for the steelworks that rails are made in a limited number of sizes, so that a perfect match of rail weight and axle load is rarely achieved. New rail is often reserved for heavy main line use, which releases good but lighter rail that can be cascaded for lighter duties on branch lines. The lightest rail cascaded from the lightest branch lines may have no railway use other that for structural items such as fenceposts, telegraph posts and for reinforcing concrete.
[edit] Example 1
The new branch line from Blackwater, Queensland to Rolleston is being built in 2005 to haul the following:
* rail: 50 kg/m — (choice limited to 50 kg/m or 60 kg/m)
* sleepers: concrete
* sleepers per kilometre : unknown
* max speed: 80 km/h
* wagon axle load: 26 t
* locomotive axle load: 20 t
* swingnose crossings at turnouts: unknown
* traffic: 8 Mt/yr
* length of line: 110 km
* cost of line: US$185.5 million
* see IRJ May 2005
[edit] Roads
The term axle load is also applicable to trucks which is complicated by the fact that trucks may have more than two wheels per axle.
Then there is the issue with bridges not only of their capacity but also their height, if they pass over a given road. Fitting a tank on the back of a transporter under a bridge might limit the use of a given route quite considerably.
In the NT in particular, many roads are not well made and are often unsealed entirely, limiting their use to the Dry.
All these factors can be overcome in time and with the expenditure of money.