Roadway Design Standards to Accommodate Low-Clearance Vehicles

80 TRANSPORTATION RESEARCH RECORD 1356 Roadway Design Standards To Accommodate Low-Clearance Vehicles RONALD w. ECK AND s. K. KANG It has been attempted to develop geometric design standards to Only very limited data are available on the hang-up and accommodate low-ground-clearance vehicles using computer soft­ overhang problems at railroad crossings and elsewhere on the ware. Low-clearance vehicles include lowboy equipment trailers, highway system. Certain severe accidents have been publi­ car carriers, single- and double-drop van trailers, and cars and cized in the media and investigated by the National Trans­ trucks with trailers. Hang-ups and overhang dragging on high­ profile roadways are causes of concern for low-ground-clearance portation Safety Board (NTSB) (1,2). In telephone conver­ vehicles. The objective was achieved through the development sations, personnel from the Public Utility Commission of and application of the HANGUP software package and the anal­ Oregon indicated that Oregon averages about one accident a ysis of the design standards of several agencies. Although a few year in which a low-clearance vehicle gets hung up on railroad agencies have developed geometric design standards for low­ tracks and is struck by a train. Discussions with local and state clearance vehicles at rail-highway grade crossings, they are not highway agency personnel and trucking company officials in­ commonly used by highway engineers. The American Railway Engineering Association (AREA) grade crossing and ITE drive­ dicated that even though hard data are lacking, the problem way design standards were evaluated with HANGUP using a is believed to be significant. For example, the mid-Atlantic vehicle with a 36-ft wheelbase and 5 in. of ground clearance. This region safety director for a trucking company that transports can be considered as the standard or "design" low-clearance ve­ automobiles noted that his fleet experiences 50 to 60 hang­ hicle. On the basis of limited field data collection, such vehicles up incidents per month. However, from accident data in gen­ represented 85th-percentile values for ground clearance and eral, it is usually not possible to identify which accidents are wheelbase. The results indicate that the AREA design standards accommodate low-clearance vehicles but the ITE standards do the result of low-clearance vehicles' becoming lodged on high­ not. Grade changes of more than 2.3 percent on each side of profile roadways. Thus, it is difficult to quantify the magnitude railroad grade crossings have the potential for causing low-clearance of the hang-up problem. vehicles to become stuck. Grade changes at intersections should be less than or equal to 4.6 percent, which is the maximum slope rate for the standard low-clearance vehicle. When a long wheelbase or low-ground-clearance vehicle ne­ gotiates a high-profile roadway-such as a railroad-highway grade crossing, roadway crown, or driveway entrance-the vehicle may become lodged or stuck on the "hump." There are several types of low-ground-clearance vehicle, as shown in Figure 1. These include lowboy equipment trailers, car carriers, single- and double-drop van trailers, and cars and trucks with trailers. A not-uncommon occurrence is one in which a railroad is on an embankment and a low-ground­ clearance vehicle on the crossing roadway becomes lodged on the track and is subsequently struck by a train. Hang-ups on railroad crossings are probably the most visible and dramatic of all incidents on high-profile roadways, but the problem also occurs relatively frequently at driveway entrances, street in­ tersections, and roadway crowns. Vehicle overhang is another cause of concern for low-ground­ clearance vehicles. On sag vertical curves, significant front and rear overhang may cause dragging. Even though overhang is a less significant situation than a hang-up, it creates many problems-including damage to the roadway surface, poten­ tial danger if the affected vehicle carries hazardous material, and delay and inconvenience to the truck and other motorists. R. W. Eck, Department of Civil Engineering, West Virginia Uni­ versity, Morgantown, W.Va . 26506. S. K. Kang, Keimyung Univer­ FIGURE 1 Common types of low-clearance vehicles found in sity, Shindong-dong, Dalsa-gu, Daegu, Korea. traffic stream. Eck and Kang 81 NTSB believes that although high-profile surfaces at grade crossings are not a statistically significant problem nationwide, the hazard is serious enough to warrant corrective measures (3). Countermeasures should be initiated relative to the iden­ tification of such crossings and the signing of crossings iden­ tified as hazardous to low-profile vehicles. Recently, NTSB recommended that FHWA identify design criteria to deter­ mine what geometric conditions on approaches to grade cross­ ings would create a hazard to low-clearance vehicles and to develop geometric design criteria and traffic control systems for mitigating these hazards (3). A procedure to identify pro­ file design criteria for rail-highway crossings and for high­ profile roadway sections in general needs to be developed. OBJECTIVES Research was conducted to address the problem of low­ clearance vehicles. Specific objectives of the study were FIGURE 2 Concept of angle of approach (top), angle of departure (middle) and ramp breakover angle (bottom) 1. To determine, through a literature review, existing stan­ (6). dards and guidelines aimed at accommodating low-ground­ clearance vehicles on high-profile roadways. 2. To develop a microcomputer software package to model radius of 80 ft or less. McConnell recommended that th~re the travel of low-clearance vehicles over a variety of high­ be no more than a 5 percent change in slope betw Recommended publications Jeep® 4X4 Systems Jeep Glossary

Contact: Cole Quinnell Jeep® Four-Wheel-Drive Glossary August 7, 2005, Auburn Hills, Mich. - Angle of Approach From level ground, this is the degree of slope a vehicle can approach without scraping or hitting any components ahead of the front tires. Angle of approach is a great indication of the ability to navigate severe off-road terrain like boulders and logs. A short front overhang produces high angles of approach, thus increasing off-road ability. Angle of Departure Whatever goes over an obstacle must come back down. In returning to level ground, the angle of departure indicates the degree of slope a vehicle can depart from without scraping or hitting the lowest, rear most part of the vehicle. Articulation The ability of one tire to move relative to the chassis or the other wheel – left wheel up, right wheel down. Articulation makes it possible for the wheels to stay in contact with the ground (and retain traction) on very uneven terrain. Axle Ratio Usually expressed as driveshaft revolutions to each revolution of the tire. A ratio of 3.55:1 means the driveshaft turns 3.55 times for every one turn of the tires. Breakover Angle The degree of slope that defines the largest obstacle that a vehicle can travel over without scraping the peak of the obstacle against the frame or underbody components. Compression Braking When the compression of the engine resists wheel rotation to help control the speed of a vehicle. This results in controlled hill descent without the use of brakes. Crawl Ratio This is the final drive ratio of a vehicle in low-range.

Copyright 2018 National Fire Protection Association (NFPA®). Licensed, by agreement, for individual use and download on 12/12/2018 to Delaware Fire Prev Comm for designated user Sherry Lambertson. No other reproduction or transmission in any form permitted without written permission of NFPA®. For inquiries or to report unauthorized use, contact [email protected]. NFPA® 1917 Standard for Automotive Ambulances 2019 Customer ID 1029731 Copyright 2018 National Fire Protection Association (NFPA®). Licensed, by agreement, for individual use and download on 12/12/2018 to Delaware Fire Prev Comm for designated user Sherry Lambertson. No other reproduction or transmission in any form permitted without written permission of NFPA®. For inquiries or to report unauthorized use, contact [email protected]. IMPORTANT NOTICES AND DISCLAIMERS CONCERNING NFPA® STANDARDS NOTICE AND DISCLAIMER OF LIABILITY CONCERNING THE USE OF NFPA STANDARDS NFPA® codes, standards, recommended practices, and guides (“NFPA Standards”), of which the document contained herein is one, are developed through a consensus standards development process approved by the American National Standards Institute. This process brings together volunteers representing varied viewpoints and interests to achieve consensus on fire and other safety issues. While the NFPA administers the process and establishes rules to promote fairness in the development of consensus, it does not independently test, evaluate, or verify the accuracy of any information or the soundness of any judgments contained in NFPA Standards. The NFPA disclaims liability for any personal injury, property, or other damages of any nature whatsoever, whether special, indirect, consequential or compensatory, directly or indirectly resulting from the publication, use of, or reliance on NFPA Standards.

SEDANS MINIVANS/CROSSOVERS SPORT UTILITY TRUCKS/COMMERCIAL LAW ENFORCEMENT 2021 DODGE DURANGO SELECT STANDARD FEATURES Air Conditioning with Tri-Zone Temperature Control Air Filtering Audio Controls — Steering wheel-mounted Automatic Headlamps Auxiliary Power Outlet — 12-volt Battery — 650-amp on all but R/T; R/T has 700-amp maintenance-free with battery-saver feature Brakes — Four-wheel disc — Antilock with Electronic Brake-Force Distribution Child Seat Anchor System — Lower child-seat anchors and upper tether anchors help ease the installation of compatible aftermarket child seats Console — Full-length floor and overhead with two lamps, sunglasses storage and available Universal Garage Door Opener controls Electronic Stability Control(3) — With Electronic Roll Mitigation, All-Speed Traction Control, Brake Assist and four-wheel disc antilock brake system Enhanced Accident Response System 2020MY image shown. Floor Mats — Luxury, front and rear Fog Lamps Front and Rear Interior LED Lamps Glass — Deep-tint sunscreen on rear doors, quarter-panel and liftgate Hill Start Assist Locks — Power SAFETY & SECURITY Adaptive Cruise Control with Stop(12) — Available Air Bags(2) — Advanced multistage driver and front-passenger, advanced side-curtain and supplemental front-seat side — Standard Blind Spot Monitoring(21) with Rear Cross-Path Detection(22) — Available Full-Speed Forward Collision Warning Plus(11) — Available Lane Departure Warning Plus(19) — Available Trailer Sway Control(3) — Standard ENGINES HORSEPOWER(17) TORQUE(17) 3.6L Pentastar® V6 295 hp @ 6,400 rpm 260 lb-ft @ 4,000 rpm 5.7L HEMI® V8 360 hp @ 5,150 rpm 390 lb-ft @ 4,250 rpm 2020MY image shown. 2020MY image shown.

Michigan Department Of Transportation T-1 (3/07) MAXIMUM LEGAL TRUCK LOADINGS AND DIMENSIONS Regulations pertaining to the operation of trucks and trailers according to Act 300 P.A. 1949 as amended. NOTE : When restricted loadings are in effect, the normal maximum axle weights allowable on rigid pavements shall be reduced 25% and the maximum wheel load shall not exceed 525 pounds per inch width of tire. When restricted loadings are in effect, the normal maximum axle weights allowable on flexible pavements shall be reduced 35% and the maximum wheel load shall not exceed 450 pounds per inch width of tire. MAXIMUM OVERALL DIMENSIONS Width . 96 inches Width (designated highways) . 102 inches Height . 13 feet, 6 inches Length of semitrailer (including load). 53 feet Length of a semitrailer (including load) NONDESIGNATED HIGHWAY. 50

26147B AM General 10/14/04 2:17 PM Page 1 HMMWVM998A2M998A2 SERIES SERIES SS PECIFICATIONSPECIFICATIONS && PPERFORMANCEERFORMANCE DD ATAATA 26147B AM General 10/13/04 12:59 PM Page 2 the High Mobility Multi-purpose Wheeled Vehicle (HMMWV) has served soldiers around the world. From peacekeeping operations to combat, the HMMWV has proven itself again and Since its fielding again as the most versatile, dependable and mobile tactical wheeled vehicle available today. Just ask the soldiers who drive them. The concept of a single platform with multiple mission roles is critical to reducing logistics complexity. HMMWV is that platform. With over 65 different combat and combat support systems already fielded on HMMWVs, it’s no wonder that HMMWV is the light tactical wheeled vehicle of choice. AM General continues to improve the capabilities of HMMWVs by incorporating the latest automotive technology to better satisfy the expanded roles and missions of armed forces worldwide. The “Expanded Capacity” HMMWVs are a perfect example. These HMMWV variants have a greater payload and a more powerful diesel engine than the standard HMMWVs. Compare the HMMWV family of vehicles to any other light tactical wheeled vehicle, and we’re sure you’ll agree: nothing else is as mobile, dependable, or cost effective. Multiple missions…single platform. HMMWV. Built to the rigid quality standards of ISO 9001. 26147B AM General 10/13/04 12:59 PM Page 3 Over 160,000 HMMWVs have been delivered to the United States Armed Forces and more than three dozen overseas nations. HMMWVs, available in numerous configurations, are built to meet the most severe needs of the military.

PERFORMANCE • PAYLOAD • PROTECTION M1100 SERIES HMMWV M1165A1 Special Ops PERFORMANCE — HMMWV is the world-standard family of light, tactical vehicles. It is a lightweight, high-performance, independent four-wheel drive, versatile and adaptable platform that currently supports more than 100 different systems. PAYLOAD — The M1165A1 Special Ops HMMWV is specifically designed to support operational requirements under increased payloads without sacrificing mobility, dependability or performance. Payload varies by armor configuration and fragmentation kit, and ranges from 2,230 to 4,950 lb. Air transportable and droppable, the M1165A1 can be sling-loaded by helicopter. PROTECTION — In addition to the factory-installed “A” armor kit, the M1165A1 Special Operations HMMWV can be supplemented with additional armor, which is tailored to meet specific mission requirements. M1100 SERIES HMMWV M1165A1 Special Ops GVW Ramp Breakover Angle Geared Hub M1165: 12,100 lb. (5,488 kg) 25º Ratios: 1.92:1 M1165A1: 12,100 lb. (5,488 kg) Grade Capability (at GCW) Wheels M1165A1 w/B3: 12,100 lb. 40% Two-Piece Take Apart; (5,488 kg) 16.5 x 8.25 x 6.5 BC Side Slope Capability (at GCW) M1100 FAMILY OF VEHICLES Payload 30% Tires M1165: 4,950 lb. (2,245 kg) Non-Directional M1165A1: 4,870 lb. (2,209 kg) Climb Capability (at GCW) Cross-Country Tread; M1165A1 w/B3: 2,230 lb. 18 in. (45.72 cm) 37 x 12.5R-16.5; (1,102 kg) Vertical Step Load Range: E Curb Weight Cargo Bed Height (at GCW) Service Brakes M1165: 6,550 lb. (2,971 kg) 38.5 in.

08/2015 ProMaster Frame Alteration Recommendations PROMASTER CHASSIS STRUCTURAL MODIFICATIONS MODIFYING REAR OVERHANG Modifying the rear overhang causes a significant change in the weight distribution on the axles. Final stage manufacturers must take this into account, checking that the GVW and GAWRS are not exceeded. The operation to modify the overhang must be carried out in accordance with the requirements given on the following pages. In addition, the allowable lengthening operations are described in the diagrams (see following page), where the shaded area defines all the possible dimensions of the overhang in relation to the vehicle’s wheelbase. The modification must be made without making welds on chassis box sections, as this procedure would involve destroying the corrosion protection; in addition, the vehicle is already equipped with holes for fastening overhang extension structures (see following pages). NOTE: - Do not make cuts in areas where stresses are highly concentrated. In addition the cutting lines must not affect existing holes on the longitudinal members. For overhang lengthening instructions, see the following pages. 1: indicative outline of structure for lengthening overhang. 08//2015 ProMaster Frame Alteration Recommendations CHASSIS CAB LENGTHENING LIMITS The permitted extensions to the overhang can be deduced from the diagram below. 1. Maximum overhang length according to wheelbase (60% for all versions excluding Camping-car). 2. Maximum overhang limit according to wheelbase (65% for Camping-car versions). 3. Original wheelbase. 4. Original overhangs (*). For all wheelbases that exceed 3800 mm the maximum length of the projecting part must not exceed 2400 mm. (*) - Chassis cabs, chassis cab with platform and standard basic chassis: 860 mm; (extra-long overhang: 1225 mm).

35 FOOT BUS PLATFORM SPECIFICATIONS CANADA Description ZX5 ZX5+ ZX5 VEHICLE WITH DUOPOWER™ DRIVETRAIN Total Energy kWh 225 450 kWh/km 0.93-1.24 0.99-1.43 Operating Efficiency* Litres/100km equivalent 9.4-12.5 10-14.3 Operating Range* Kilometers; Usable energy/Operating efficiency 153-201 277-386 Top Speed (Proterra-governed) km/hr (per tire rating) 105 105 Acceleration 0-32 km/hr 5.6 5.7 (at SLW, seconds) 32-80 km/hr 14.7 12.3 5% 90 105 Gradability 10% 61 80 (top speed at % grade, at SLW, km/hr) 15% 43 51 Max Grade (at SLW) 33% 29.5% Peak 252 410 Power (kW) Continuous 127 252 Motor Dual independent 205 kW motors • • Gearbox Proterra 2-speed auto-shift EV gearbox • • Curb Weight kg 11,956 13,453 Max Gross Vehicle Weight Rating kg 19,051 19,051 ZX5 VEHICLE WITH PRODRIVE DRIVETRAIN Total Energy kWh 225 450 kWh/km 0.99-1.24 1.06-1.49 Operating Efficiency* Litres/100km equivalent 10.0-12.5 10.6-15 Operating Range* Kilometers; Usable energy/Operating efficiency 151-200 264-365 Top Speed (Proterra-governed) km/hr (per tire rating) 105 105 Acceleration 0-32 km/hr 5.9 6.1 (at SLW, seconds) 32-80 km/hr 20.9 23.1 5% 77 71 Gradability 10% 47 46 (top speed at % grade, at SLW, km/hr) 15% 39 35 Max Grade (at SLW) 26% 23.5% Peak 250 250 Power (kW) Continuous 127 179 Motor Single 250kW permanent magnet drive motor • • Gearbox Proterra 2-speed auto-shift EV gearbox • • Curb Weight kg 12,046 13,543 Max Gross Vehicle Weight Rating kg 19,051 19,051 CHARGING Max Plug-in Charge Rate at 200A kW 73 132 Max Overhead Charge Rate kW 165 330 Kilometers replenished per 10 minutes ** 38 53 Overhead Charging Est.

The van you need. Guaranteed. Renault TRAFIC The van you need. Guaranteed. Re-designed for everything you need. Guaranteed. Since 1980, the Renault Trafic has helped businesses get the job done. In 2015, the new Trafic was redesigned and with added extras and innovative options, offering better practicality, running costs, comfort and quality. There’s the introduction of an innovative mobile office, more practical loading area and two new engine options for more performance and better fuel consumption. Enhanced safety features and technology options give you more control while customisation makes it easy to tailor the Trafic to your needs. To top it off, our comprehensive warranty and capped price servicing give you more peace of mind and value. So if you’re in the trade or a small business owner, Trafic has everything you need. Guaranteed. Comfort. Guaranteed. Sit comfier. Drive easier. Work better. 2. 1. 3. From the way you sit, to having things at arm’s reach or simply To make driving easier, there’s a practical 6- way adjustable enjoying your daily driving, the Renault Trafic is built to make driver seat with armrest, a digital speedometer to monitor your work-day better. speed and avoid fines, rear parking sensors and reversing camera on Twin Turbo models plus blind-spot mirrors for The new cabin creates a mobile office on the go – with a fold increased visibility on the road and when parking. down centre seat in Twin Turbo models that converts into a workstation, plus laptop storage, detachable clipboard, phone And then there’s the storage.

Design Vehicles and Turning Radii Brazhuman corp TTE 4824 Dr. Scott Washburn Introduction Design vehicles are selected motor vehicles with the weight, dimensions, and operating characteristics used to establish highway design controls for accommodating vehicles of designated classes. For purposes of geometric design, each design vehicle has larger physical dimensions and a larger minimum turning radius than most vehicles in its class. Introduction The design of an intersection is significantly affected by the type of design vehicle, including horizontal and vertical alignments, lane widths, turning radii, intersection sight distance, storage length of auxiliary lanes, and acceleration and deceleration lengths on auxiliary lanes. Design Vehicle Classes Four general classes of vehicles have been established, namely, passenger cars, buses, trucks, and recreational vehicles. The passenger car class includes compacts, subcompacts, sedans, pick-up trucks, SUVs, minivans, and full-size vans. Design Vehicle Classes Buses include inter-city (motor coaches), city transit, school, and articulated buses. The truck class includes single-unit trucks, truck tractor-semitrailer combinations, and truck tractors with semitrailers in combination with full trailers. Design Vehicle Classes Recreational vehicles include motor homes, cars with camper trailers, cars with boat trailers, motor homes with boat trailers, and motor homes pulling cars. Additionally, the bicycle should also be considered a design vehicle when its use on a roadway is permitted. Dimensions of Design Vehicles The 2001 AASHTO Green Book includes 19 design vehicles. The dimensions of design vehicles take into account dimensional trends in motor vehicle manufacture and represent a composite of the vehicles currently in operation; however, the design vehicle dimensions must represent the values critical to geometric design and are thus greater than nearly all vehicles belonging to the corresponding vehicle classes.

IMPROVER Final Report: Subproject 1 TREN-04-ST-S07.37022 IMPROVER Impact Assessment of Road Safety Measures for Vehicles and Road Equipment Final Report APPENDICES Subproject 1 Impact on road safety due to the increasing of sports utility and multipurpose vehicles TNO, The Netherlands Organisation for Applied Scientific Research, Netherlands BASt Federal Highway Research Institute, Germany TRL Transport Research Laboratory Limited, United Kingdom VTI National Road and Transport Research Institute, Sweden Chalmers University of Technology Göteborg, Sweden UTAC, L'Union Technique de l'Automobile, du Motocycle et du Cycle, France April 2006 1 IMPROVER Final Report: Subproject 1 TREN-04-ST-S07.37022 With the following partners: • TNO, The Netherlands Organisation for Applied Scientific Research, Netherlands (Author: C. van der Zweep) • BASt Federal Highway Research Institute, Germany (Authors: C. Pastor, B. Bugsel and J. Gail) • Chalmers University of Technology Göteborg, Sweden (Author: R. Thomson) • TRL Transport Research Laboratory Limited, United Kingdom (Authors: T. Brightman and T. Horberry) • UTAC, L'Union Technique de l'Automobile, du Motocycle et du Cycle, France (Author: T. Martin) • VTI National Road and Transport Research Institute, Sweden (Author: T. Turbell) 2 IMPROVER Final Report: Subproject 1 TREN-04-ST-S07.37022 Contents of appendices Contents of appendices. 3 WP 1.1 Report . 5

2019 DODGE GRAND CARAVAN SPECIFICATIONS 2019 Dodge Grand Caravan SPECIFICATIONS Specifications are based on the latest product information available at the time of publication. All dimensions are in inches (millimeters) unless otherwise noted. All dimensions measured at curb weight with standard tires and wheels. GENERAL INFORMATION Vehicle Type Multipurpose vehicle Assembly Plant Windsor, Ontario, Canada EPA Vehicle Class Multipurpose vehicle Introduction Date December 2008 as a 2009 model BODY AND CHASSIS Layout Transverse front engine, front-wheel drive Construction Unitized steel with hinged front doors; Sliding left- and right-side doors — power available Rear liftgate with gas props — power available ENGINE: 3.6-LITER PENTASTAR, GASOLINE, V-6 Availability Standard Type and Description 60-degree bank angle, liquid-cooled with three-plenum intake manifold, electronically controlled manifold tuning valve and short-runner valves Displacement 220 cu. in. (3,605 cu. cm) Bore x Stroke 3.78 x 3.23 (96 x 83) Valve System DOHC, 24 valves, hydraulic, roller finger followers Fuel Injection Sequential, multiport, electronic Construction High-pressure die-cast A380 aluminum block with iron liners and semi- permanent mold A319 aluminum heads Compression Ratio 10.2:1 Power (SAE net) 283 hp (211 kW) @ 6,400 rpm Torque (SAE net) 260 lb.-ft. (353 N•m) @ 4,400 rpm Max. Engine Speed 6,800 rpm (electronically limited) Fuel Requirement Unleaded regular, 87 octane (R+M)/2 — acceptable Oil Capacity 6 quarts with filter 2019 DODGE GRAND CARAVAN | SPECIFICATIONS