RELATIVE

TECHNICAL REPORT M-7"-

RELAIVEOFF-ROAD MOBILITY PERFORMANCE OF SIX WHEELED AND FOUR TRACKED VEHICLES IN SELECTED TERRAIN
by J. K. Stoll, D. D. Randolph, A6 k. Rula

smd by U. S. Army Mebw.~l Comnand

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by ,

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DISTBIPUII
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Destroy this report when it is no !^nger needed. Do not return it to the originutor.

LA

The findings in this report are not to be construed as an official Department of the Army position unless so designated by other authorized documents.

!-

VVI
TECHNICAL REPORT M-70-~4 ~

RELATIVE OFF-ROAD MOBILITTY PERFORMANCE OP SIX WHEELED AND FOUR TRACKED VEHTCLES IN SE:LECTED TERRAIN by
UD.

J. K. Stoll D. Randolph A. A. Rula

34T~WATOMarch
P.; / AVAILABILITY COIN
WLw 311/Q 1SECAL

1970

Sponsored by

U. S. Anny Materiel Cormmand

I.
*

Conducted by
ARMY-NRC

U. S.

Army Engineer Waterways Experiment Stati-r'

icksburg, Mississippi
7 , $L,
toO1 nt Stati n.

045 VIK1U65.

c:CA
Approved fristuL ~
piii7ro'ldo

Q.
d

CU

*-Orig rc

1.)

FOREWORD

This report is a consolidation of three draft reports submitted in 1967 and 1968 to the U. S. Army Tank-Automotive Command in connection with a cost-effectiveness study authorized by the U. S. Army Materiel Command. The study herein was performed at the U. S. Army Engineer Waterways Experiment Station (WES) in April-May 1967, September-October 1967, and May-June 1968 by personnel of the Obstacle-Vehicle Studies Section, Mobility and Environmental Division. General supervision was provided by Messrs. W. J. The report was

Turnbull, W. G. Shockley, A. A. Rula, and J. K. Stoll. prepared by Messrs. Stoll, Rula, and D. D. Randolph.

Acknowledgment is made for vehicle data provided by the U. S. Army Tank-Automotiv.e Ccmmand; Office, Chief of Engineers; U. S. Army Ordnance Corps; Military Research and Development Center, Thailand; Pacific Car and Foundry; and Aberdeen P,-oving Ground. COL John R. Oswalt, Jr., CE, and COL Levi A. Brown, CE, were Directors of WES during the conduct of this study and preparation of this report. Mr. J. B. Tiffany and Mr. F. R. Brown were Technical Directors.

lii

CONTENTS

FOREWORD

.............

.............

.... . . .

ii
vii

CONVERSION FACTORS,

BRITISH TO METRIC UNITS OF MEASUREMENT

PART I:

INTRODUCTION ........

TO....
. . . . . . .

. . . .

Background
Purpose...... Scope ......... Definitions

. .

. . . .
.

. . . .
. .

. .
.

. .
.

. .
.

. . . .
.

. .

1
2 2

. .

. . .

. . . . . . .

......

.........
..........

3 6

PART II:

TERRAIN AND PERFORMANCE EVALUATION DATA

USED IN THE STUDY ........
.........

The Computer Program

6
6
.. . . 19

Terrain Data PART III:

............................... Performance Evaluation Data ......... . EVALUATION OF VEHICLES ....... Selection of Traverses and Preparation of Speed Maps ....... ....................

....

...............

)45

Performance in Various Terrain Types . ........ Speed Performance ........ ..................... Fuel Consuiption .... ........... . . ........ Cargo Delivery Rate ..................... Summary of Vehicle Evaluations .............. PAhl IV: CONCLUSIONS AND RECO,-1MENDATIONS .......... Conclusions... Recommendations.............
.. ....

45 46
47
62

63
.

63 65 65 65

........

LITERATURE CITk.. TABLES 1-4 PLA-TES 1-19

. . .....

........................

...

66

APPENDIX A: WES ANALYTICAL MODEL FOROPREDICTING OFF-ROAD GROUND VEHICLE PERFORMANCE ........ ..................... .

Al
Bi

TABLES A! and A2
APPENDIX B: EVALUATION OF DYNAMIC RESPONSE OF M706 .
. . . . .

.
.

APPENDIX C:

EFFECT OF SOIL STRENGTH ON VEHICLE PERFORMANCE.

Cl

TABLE Cl

CONVERSION FACTORS, BRITISH TO METRIC UNITS OF MEASURE4ENT

British units of measurement used in this report can be converted to metric U'nits as follows: Multiply inches square inches feet cubic feet By 2.54 6.4516 O.3o48 0.0283168 centimeters square centimeters meters cubic meters To Obtain

pounds
pounds per square inch pounds per cubic foot tons miles miles per hour

0.45359237

kilograms
kilograms per square centimete r kilograms per cubic meter kilograms kilometers kilometers per hour square kilometers

0.070307
16.0185 907.185 1.609344 1.60934.4 2.58999

[square

miles

vii

iI.-

SUMNARY The U. S. Army Engineer Waterways Experiment Station analytical model for predicting off-road ground mobility was used to evaluate the periormance of six wheeled vehicles (M656, M54A2, M520, M37Bl, M561, and M706) and four tracked vehicles (M548, Mil3Al,
Thailand.

M116, and M571) over a selected traverse in

terms of surface

Maps were prepared to exhibit the terrain in

composition (soil consistency), surface gecmetry (slopes, rice-field dikes, etc.), vegetation, and hydrologic geonetry (rivers and streams). The per-

formance of each vehicle was evCluated in terms of average speed over the traverse and the center line, average fuel consumed over the traverse, and center-line cargo delivery rate. The vehicles were "run" over the traverse under dry-season conditions (60 or 40 rating cone ilidex) and wet-season conditions (60 or 35 rating cone index). Four of the vehicles (M656, M54A2, M520, and M548) were tested Wet-season

also under wet-se'ason conditions of 60 or 40 rating cone index. conditions usually reduced vehicle performance.

However, soil strength was

not as significant as other terrain factors in evaluating the vehicles over the selected traverse because the soil strengths used were higher than the vehicle cone indexes of all the vehicles; so no vehicles were immobilized because of soft soils. No one vehicle provided optimum mobility for all the terrain conditions encountered on the traverse over which predictions were made. Further,

neither wheels nor tracks appeared to consistently give better performance. The Mll3Al had the highest average traverse and center-line speeds in the dry season, and the M571 had the highest speeds in the wet. the lowest traverse and center-line speeds in both seasons. The M54A2 had The M571 con-

sumed less fuel on the average in the dry season, and the M561 and M571 consumed the least in the wet. The M548 consumed the most in the dry sea-

son and the 60 or 40 rating cone index wet season; the M520 the most in the 60 or 35 rating cone index wet season. The M520 had the highest deliv-

ery rate in both seasons and the M37BI the lowest. A recommendation was made that the mission environment for any new vehicle be defined in quantitative terms before the new vehicle is d..vel'ped.

ix

Appendix A describes the WES analytical model in an abbreviated form; Appendix B, the evaluation of the dynamic response of the M706; and Appendix C, snme additional general. analyses of the effects of soil strength on vehicle performance.

~x

XI

i i I II a I , m .Ji

RELATIVE OFF-ROAD MOTILITY PERFORMANCE OF SIX WHEELED AND FOUR TRACKED VEHICLES IN SELECTED TERRAIN PART I: INTRODUCTION Background

1.

In November 1966, responsibility was delegated by the U. S. Army

Materiel Command (AMC) to the U. S. Army Tank-Automotive Command (TACOM) to conduct a cost-effectiveness study for the Department of the Army (DA), in which the performance of the new M656 truck was to be compared with the performance of selected standard vehicles. Following a limited 17-day

study by TACOM, in which a terrain model was used, DA requested further investigatior- and suggested the use of the more sophisticated Waterways biperiment Stbtion (WES) mobility performance. 2. In April 1967, the WES undertook the requested study and reported a draft report entitled "Relative Off.M520, and M548 in Selected analytical model for predicting off-road ground

its findings to TACOM in May 1967 in

Road Mobility Performance of the M656, M54A2, Terrain."

This WES report was made a part of the TACOM final report entitl d

"Cost/Performance Analysis of the M656, M520, M54A2, and M548 Vehicles." 3. In September 1967, the Materiel Studies Review Committee met at As a result of that review, the WES

AMC to review the ''ACOM final report.

was asked to perform an analysis of the effects of wet-season conditions on vehicle performance. The results of that analysis were submitted to The supple-

TACOM in October 1967 in a supplement to the first WES report.

ment was titled "Relative Off-Road Mobility Performance of the M656, M54A2, M520, and M548 in Selected Terrain; Supplement No. 1, Evaluation of Vehicles in the Wet Season."

4. The study by WES was later extended to cover an additional group

of vehicles, and a. draft report was submitted to TACOM in June 1968. That report was titled "Relative Off-Road Mobility Performance of the M113A1, M572, M116, M561, M706, and M37B1 in a Selected Terrain."

5.

The bame analytical model,

the same terrain, and basical.y the

same evaluation procedures were used throughout the WES investigations. . ." This report, then, is a consolidation of the information contained in the three draft reports submitted to TACOM and named in the preceding paragra s.

[.
6.

Purpose

The purpose of this study was to evaluate by use of the WES ana-

lytical model the relative off-road mobility performances over a selected route of 10 vehicles, 6 wheeled and 4 tracked, in terms of average speed (mph),* fuel consumption (gal/miles), and cargo delivery rate (ton-miles/hr).

Scope 7.
The scope of the study was governed by the AMC work directive,

availability of terrain and vehicle data in a form amenable to computer usage, restrictions imposed by time deadlines, and limitations of the analytical model. preparation The model is described in detail in a report now in Specific condi-

and in an abbreviated form in Appendix A.

tions pertaining to the study are discussed in the following paragraphs. Terrain data

8.

The performances of the vehicles were analyzed over one strip of

Thailand terrain for which data were already compiled diate input to the WES computer.

and ready for imme-

The analyses included the effects of

soil strength, vegetation, surface geometry, and hydrologic geometry on vehicle performance. The effects of vegetation in obscuring driver vision and subsequent effect on vehicle speed were not evaluated. 9. Average soil strength values for the dry season and the wet (high-

moisture condition) season were used. Vehicle data 10.

*
-

The following vehicles were included in the study:

A table of factors for converting British units of measurement to metric units is presented on page vii. 2

*
pI

*!

Wheeled M656, truck, cargo, 5-ton, 8x8 M54A2, truck, cargo, 5-ton, Ex6 M520, truck, cargo, 8-ton, 4x4 (GOER) M37B1, truck, cargo, 3/4-ton, M706, car, armored, light, 4x4 11.
4 x4

Tracked M548, carrier, cargo,

6 -ton

M1l3Al, carrier, personnel, fulltracked, armored M116, carrier, cargo, amphibious, 1-1/2-ton M571, carrier, utility, articulated, ull-tracked, 1-ton

M561, truck, cargo, 1-1/2-ton, 6x6

The evaluation considered the use of winches, where needed, for e equipped with cap-

all vehicles except the Mll3Al, which was assumed t.in South Vietnam.

stuns and anchors of the type being used for self-recovery of this vehicle Pitch articulation of the M561 and Yaw and pitch articuThe wheeled veSince lation of the M571 were considered in their evaluations.

hicles were evaluated at a selected tire deflection of 25 percent.

no test data were available pertinent to the ability of the M706 to cross vertical obstacles, the use of vehicle dynamics modeling techniques was necessary in computing the performance limits of this vehicle. 12. The effects of special vehicle characteristics such as duck walking and positive traction were not included in the study bccause appropriate quantitative relations were not available. these characteristics. 13. Comparative performance values were obtained from selected traAn upper-limit speed of 40 mph verses of straight-line segments of terrain that permitted each vehicle to travel at its highest rate of speed. was imposed on all vehicles. Definitions 14. Certain special terms used in this study are defined as follows: Soil terms Cone index (CI). An index of the shearing resistance of soil obtained Qualitative
statements, howrever, are included to explain advantages to be gained from

with a cone penetrometer.

3
4'!

Remolding index (RI).

A ratio that expresses the change of strength

that may occur under the traffic of a vehicle. Rating cone index (RCI). The product of the measured cone index and

the remolding index for the same layer of soil. Terrain terms Terrain factor. A specific attribute of the terrain that can be

adequately described by a single quant' ative'description ' , e.g. slope. Terrain factor value. A quantity defining a specific point on the e. g. a 5-degree slope

scale of all possible values of a terrain factor Terrain factor class.

A category within the total range of values

exhibited by a terrain factor, defined in terms of a specific range of factor values, e. g. slope class 1, 0 to 1.5 degrees. Terrain factor family. A group of related terrain factors that either

alozie or in concert tend to produce a characteristic effect on vehicle performance, e. g. slope, obstacle spacing, terrain approach angle, and step height. Areal terrain factor complex. assemblage of factor classes occurs. Linear terrain factor complex. An elongated unit throughout which a An areal unit throughout which a specific

specific assemblage of factor classes occurs. Surface geometry. The three-dimensional configuration of the surface

on which ground-contact vehicles operate. Macrogeometry feature. A smooth, sloping surface whose area is greater

than the contact sufface of the vehicle operating thereon. Microgeometry feature. A surface whose area is less than the contact The sArface generated by a plane passing

surface of the vehicle operating thereon. Vehicle contact surface. through the points of contact between the vehicle and the surface on which it is resting. Terrain approach angle. The acute angle formed by the intersection

of two ground surface planes (see sketch, page 5). Hydrologic features. Streams, lakes, and other water bodies with

water depths greater than 3 ft.

.4

Vehicle-soil system term:

Tractive force (Tf). The total thrust developed by the vehicle's

traction elements in propell.ng a vehic t on a level , smooth surface. Propelling force (Pf). vehicle. Motion resistance. conditions. Maximum drawbar pull. The largest sustained towing force produced The farce required to tow a vehicle under given The sum of m.ll forces acting to propel the

by a self-propelled vehicle at its drawbar under given conditions.

SLi.

The percentage of wheel or track movement ineffective in

thrusting a vehicle forward. Vehicle approach angle. The acute angle formed by a line drawn

tangent to the vehicle traction components and a line tangent to the leading edpe of the vehicle and the leading edge of the front traction component (see sketch below).

~~1

erA~n

AmFront._ CG (on Vehicle o-Scale 1Departure

Scl Scl :00 :

Veh. 'cle
Angle

errinAngle Approach

Angle
Vehicle departure angle. The acute angle formed by a line drawn tangent to the vehicle traction components and a line tangent to the trailing edge of the vehicle and the trailing edge of the traction

component (see sketch above). Vehicle cone index (VCI).

The minimum rating cone index (RCI) that will permit. a vehicle to complete a specified number of passes; thus, VCIo means the minimum RCI necessary to complete 50 passes, and VCI 1 means the minimum RCI necessary to .:mpleteone pass.
Mobility index (MI). A dimensionless number that results from a consideration of certain vehicle characteristics.

i5

PART II:

TERRAIN AND PERFORMANCE EVALUATION DATA USED IN THE STUDY

The Computer Program

Early phases of the study

15. were

In general, the procedures discussed in Appendix A of this report )llowed in predicting cross-country performance of the four vehicles
some exceptions were

evaluated in the early phases of the study; however, necessary because certain data were lacking. 16.

A computer was used to make the computations and approximations

necessary to predict the average tractive for'ce requirement, average speed, and fuel consumption for each vehicle in each areal terrain unit. The com-

puter program consisted of 11 overlays stored on magnetic tape; they are called and executed as required to produce the desired output for a given set of terrain and vehicle data. Data from one overlay needed to perform

the computations on the next are retained in memory storage for all 11 overlays. Total size of the program is approximately 35,000 words. At

the time of the early phases of the study, the computer program did not include overlays for predicting vehicle performance in hydrologic geometry features or in rice fields. Neither were overlays available for predicting

performance as related to the effects of vegetation obscuration on the driver's vision or obstacle-vehicle geometry interference and maximum tractive force required in crossing microgeometry features. The effects of

these elements on vehicle performance were determined graphically or mathematically and integrated with the results of the computer progrm i. Later phases

17.

Computer programs were prepared to predict vehicle performance in These programs were used in

rice fields and to estimate fuel consumption.

conjunction with the basic program used in the early- phases of the study.

Terrain Data V--18.

Because time for this study was limited, an area around Khon Kaen,

7--i

04

Thailand (fig. 1), for which terrain data were immediately available, was selected for the vehicle evaluations. Route 1 in plate 1. The specific route is designated as

(Instructions for preparing a map of this type are The route was a strip approximately at a scale of

given in WES Technical Report No. 3-726 3.) 40 miles long and 1 mile wide.

Aerial views of segments,

1:15,000, are shown In figs. 2-7; the locations shown in these photographs are identified in plate 2. 19. The area in which Route 1 is located is classified as tropical The

savanna and has a very pronounced seasonal distribution of rainfall.

rainy season coincides with the southwest monsoon which occurs between May and October and accounts for about 85 percent of the yearly rainfall. The

typhoons of the South China seas that pass over the area normally combine with the southwest monsoon in producing torrential rains. yearly average rainfall is 42.1 in. The long-term

The humidity is highest during the The yearly average

rainy season; the yearly average is about 71.1 percent.

temperature is approximately 26.5 C., with April the warmest month (30 C.). Physiography and soils 20. The geomorphologic features of Route 1 are determined mainly by

the tremendous alluvial deposits of the Mekong River and its tributaries. Several well-separated phases of sedimentation and their associated cycles of erosion can be recognized throughout this complex system, such as allu-

vial plains, low terraces, middle terraces, and nigh terraces. 21. The main features of the alluvial plains are the rather prominent Sediments are mainly clayey, but Narrow valleys of

natural levees and basins or backswamps.

lighter-textured materials are found on the levees.

creeks and drainageways have no natural levees, and the recent alluvial sediments are mostly lighter in texture and are usually similar to the sandy materials widespread in the adjacent areas. relatively higher than the alluvial plains. The low terraces are

In slightly higher parts,

the low terraces are composed mainly of medium- to light-textured sediments; in the lower parts, medium- to heavy-textured deposits dominate the surface layers. 22. The middle terrace formations are of undulating to rolling re-

lief.with diverse formations that differ from those of the low terraces

---...--.--.

000

LI.

( ~CWIAWS"MA
*~~~*SCONTINENTAL

O
A

KI

HIGHLANDS

X:
* swmswo
SAWLOE

ATCAMM WAW~W

IW

WAC

AKMSWA
CENTRAL

A'IPU

~.

IIO
LOWAND

INIKTA
%S0 0.KA

Fig 1.Lcto

Afslce

eri

Ko

an

1~1

iI

-I

Fig. 2.

Aerial photograph of sepnent of Route 1; Position on route is shown in plate 2, area 1.

I,

Fig. 3.

Aerial photograph of segrnent of Route 1; Position on route is shown in plate 2, area 2

=77

Fig. 4.

Aerial photograph of segement of Route 1; Position on route is shown in plate 2, area 3.

. . . ..

Fig.

5.Aerial photograph of segment of Route 1;

Position on route is shown in plate 2, area 4.

Fig.

6.Aerial photograph of seg.ment of'Route 1;

Position on route is shown ini plate 2, area

5.

* rw~'wpv-u~,-

w-

--

7I

PnotC-rph Senen of out lFig. Aeralo

, araII n n rute plte Posiion s sown

and the alluvial plains.

They show two distinctly different kinds of sedi-

ments in the geological succession, clayey lover s'rata and sandy upper ones. Only small areas of high terrace formations occur Erosion through tlie years
has left small islands higher than and surrounded by th6 younger terrace formations, one of which is along the route near Mrv.. Kaen. The. material of the

is] nds is generally red sandy clay.

Vegetatior. and land use

23.

The natural vegetatiun in the areas included in Route 1 is classi-

fied as dry monsoon forest, consisting of trees, shrubs, bamboo, and grasses.
Weeds are wilespread throurgout the area except in very dry, sandy parts. ol i.n the plains and on terrace formations, trees in forest stands are generally small and sperse; aowever, isolated areas of large trees closely spaced may be found. In low spots, marshy vegetation is normally found. Shifting cultivation is its fiber, is common in the area. Kenaf, a plant cultivated for used mainly

grown everwhere except in the lower land, which is The areas in

for rice cultivation. for garden crops. _Hydrologic features 24. around.

and around villages are normally used

The main rivers in

the area of Route 1 contain water the year

River valleys ,are 1road, with q. relatively high ground water level. Many creeks are in'

Gradients of the rivers are extremely low, and extensive flooding occurs in the lowlands in the rainy season. Terrain types 25. Ground-level views of several terrain types are shown in figs. 8-11. Terrain-factor maps for the :areain which the route was selected had been prepared for another study. 2 . The area mapped was approximately 40 miles long and 11 miles wide. consistency samples, Mapping classes were established from 80 soil 76 vegetation samples, rmittent.

300 surface geometry samples,

and 133 hydrologic geometry samples.

Wet-season conditions produced a

difference in two terrain factors--soil strength and stream stages; thus both "areal" and "linear" terrain-type maps prepared for the dry season (plates 1 and 2) were revised to reflect seasonal differences (plates 3 and 4). (plate I) None of the areal terrain types appearing on the dry-season map was entirely eliminated by the revisions made for the wet-season

condition (plate 3).

'1

"

15

Fig. 8. Ground-level view of terrain types 10 and 15

Fig. 9.

Ground-level viev of terrain

type 18

16

t_

Fig

10.

Ground-level view of terrain type 13

171

26.

Aral terrain ty~es.

The surface composition maps used in this The 10-25

study contained four mapping classes of soil strength in terms of rating cone index (RCI): soZ.

10-25, 25-60, 60-100, and greater than 100.

class did not occur in the areas mapped in the wet seaaon nor the dry seaAlso, since an RCI of 60 or greater did not significantly affec+ vehicle performance, classes 60-100 and greater than 300 were grouped as one class, i.e. greater than 60 RCI. Thus the two soil strength classes involved in the study were 25-60 and greater than 60 RCI. The total area of terrain

types with RCI's in the 25-60 range increased in the wet season, and the area of terrain types with RCI's greater than 60 decreased correspondingly. The location and extent of these changes are indicated in plate 5. When the surface composition factor map portraying soil strength in the wet season was overlaid on the surface geometry and vegetation factor maps, 11 new terrain types were created. a number and the letter "A."
*27.

These new types are identified in plate 3 by

For both dry-season and wet-season conditions, an RCI of 40, the approximate midpoint of the Rclsoil strength class 25-60, ant an aCI of 60 for the second class were used in the analysis. Since the vehicle cone

indexes (VCI's).of all the vehicles were less than 40 (see table 1), none
of the vehicles was expected to be immobilized because of soil strength. (Actually, even when wet-season soil strengths were conqidered in Pnnmhini-

tion with slope and vegetation, there were no impassable areal terrain types.) 28. Because the terrain selected was situated on a regional topngraphic high (Korat Plateau), wet-season conditions were assumed to cause only moderate changes in soil strength, not great enough to change the relative ranking of
the vehicles. However, since there was greater uncertainty as to what the net effects of vehicle performance would be for these sti.i lower soil strengths, the soil strength was reduced to 35 RCI in all terrain types having a 40 RCI in the wet season, and another analysis was performed. value of 35 RCl was selected because it was within the 25-60 class range The

and above the minimum soil strength requirements to permit one pass of all
the vehicles. This second analysis (35 RCI) is applicable to slightly

vetter-than-average soil conditions in the wet season. The location and extent of all terrain types with a wet-season soil strength of 40 RCI (first
18

*11

analysis) and 35 RCI (second analysis) are indicated in plate 6 as shaded area. 29. Linear terrain ti-pea. The most pronounced effect of vet-season At 17 locations, the wet-

conditions was ms-iested in .he.4R~penalties imposed for stream crossings included in the optimun rout* sq4eb" season water depth increuistdf lea# .han 3.0 ft to greater than 3.0 ft.

As noted in plate lq-atrpp

features.

vatr 4ohs of less than 3.0 ft are

u ratg1 than as hydrologic geometry

analyzed as surface geemetryf

was fording the streims bqcame

Some bank oenfpratiqns that were negotiable when a vehicle

more critical when the vehicle was in the

Pwiaming mode.

In other cases, however, the reverse situation was true,

since maximum slopes that-occurred on the lover portions of the banks were avoided as the'amphibious swimming vehicles contacted the banks at higher elevations. 30. New routes were selected for the vet-season evaluations in an attempt to reduce *the number of streams to be crossed, and thus to avoid as many imobilizations as possible. In certain cases, however, more streams were crossed, but the time lost was reduced; in other cases, the vehicles had to be rerouted completely, even to crossing a bridge some
distance away.

Perfoi il. !Jcaluation Data The vehicle characteristics and performance data for the wheeled and tracked vehicles used in this study are summarized in tables 1 and 2, 31. respectively; figs. 12 and 13 are photographs of the wheeled and tracked vehicles, respectively. Maximum performance on paved, level surface 32. Relations of tractive force versus speed on a paved level surface for all the vehicles of interest (fig. 14) were derived from data published 1 by the Development and Proof Services (DPS), Aberdeen Proving Ground, Maryland The curves in fig. 14 were terminated at 40 mph, which was the upper-limit speed imposed for cross-country travel in this study. .

19

IA

a.

x0M656 Truck, Cargo, 5 Ton,*8x8 (GPv)I

b. M5I4A2 Truck,

Cargo,

5 Ton, 6x6

Fig. 12.

Wheeled vehicles used in study

(I of 3 sheets)

20

fl

--

--

c.

M520, Truck, Cargo,

8 Ton, 4x4 (GOER)

d.

M37B1, Truck, Cargo, 3/4 Ton, 4x4

Fig. 12 (2 of 3 sheets)

21

e.

M561, Truck, Cargo, 1-1/2 Ton, 6x6

IfM

hCAqG'

TRACTOR, XhM54 6

a.XM548, Carrier, Cargo,

5 Ton,

Tracked

b.

M11~3A1,

Carrier, Personnel, Full-Tracked, Armored

Fig. 13. Tracked vehicles used in study (1 of' 2 sheets)

23

r-

I1a r e s C r o Ai i u
~

/4
124

1'1

10 , 0

5.00

-.

...

. ..

.,0000

--

A
,000 10 2re u
0

3
3 00 0 10 u p 20 p 30 .0

:I""
. XM561, M37, X 6 b.
XM520, M5iA2, XM6:

0 0 0

l,

90,000

10 *

20 SPeed. sib

30

1.0

0 0 10 fSpe 20

p j01. *p

c.

XM571.1 M116

d.

xm5l48, 14113A1

Fig. 14.

Maximum tractive force versus speed on level pavement

25

'

Effects of soil consistencyL o speed 33. Data reported by DPS for the drawbe." f,.'Ll-speed relations

on a paved surface were accounted for in computing tractive force-speed relations for 60, 40, and 35 RCI soil strength values. Computer programs

were used to compute tractive force-speed curves and motion resistance for all vehicles and soil strengths. Input consisted of data derived from the

tractive force-speed curves for pavement (fig. 14), and drawbar pull-soil strength curves (fig. 15), motion resistance-soil strength curves (fig. 16) and tractive force-slip curves for the specific soil strengths used in this study. The drawbar pull-RCI relation for the M548 was established by using field test data for the 1l3 and adjusting for the difference in the weights of the two vehicles. 34. Since tractive force-slip relations were not available for the

vehicles and soil strengths consi.dered in this analysis, the following assumptions were made: a. b. The maximum tractive force the vehicles could develop in soil occurred at 20% slip. The percentage of slip decreased with traction in a linear manner from 20% at the maximum tractive-force value to 0% at the tractive-force value required to overcome motion resistance. Effects of surface geometr performance 35. on

*1

Except for several special conditions discussed below, the proAppendix A, were used to obtain input data

cedi-es described in table 1, f, For

itermining the effects of surface geometry on vehicle performance. -ample,

A

the relations of percentage of area denied versus speed for all the vehicles in the study are presented in fig. 17. 36- Macrogeometry. Slope class ranges shown on the terrain map (plate 1) were as-amed to occur in equal proportions positive and negative to the direc n of vehicle travel, If the net tractive force (T
-

R)

acting

up the slope is greater than the force of the vehicle acting down the slope (W sin 8), the vehicle could operate up the slope unassisted. If it cculd not operate up the slope, a driver probably could 26

xii

68o

------.

4-------

.-.

k-.

Tracked Vehicle with Grousers

-- v..~-

Less than 1-1/2 in.

148) (M571l, M116, N113A1, and M5

20-.

20

4io

6o

80

100

Rating Cone Index in the Critical Layer Minus Vehicle Cone Index Fig. 15. Drawbar-pull and slope-climbing performance curve for tracked vehicles in fine-grained -soils 27

35 -j -_

-7=TT2:777.

30~~~

4.4

1577.
43 . . . . ... .

-A

5'5
0

0.

30.......0.................

Ri ngCneIdx o teCitclae
Fig. 1. Moton reistanc
veice infn-rie.ol

pefrac.urefrta

4--8

-.

202

40

FI

0102

20

1.0

20 Speed, miph

30'

10

00

Wheeled Vehicles

6ot
~

17.

Are

deie-sed

etin

~--.-

--

~--

--

-~--It

I'I

nit control the vehicle if it went down the same slope; thus, an assumption was made that the vehicle should not travel on such slopes unassisted regardless of the direction of travel with respect to the slope. If slopes too steep for the vehicle to negotiate unassisted existed in the terrain segment, the vehicle was routed around the entire segment, if possible; if it could not be routed around, a time prnalty was imposed equal to the estimated time required for the vehicle to winch itself up or down the slope. mance on side slopes (parallel to slopes) was not considered. Since the To predict direction of a slope was assumed always in the direction of travel, perforperformance in terms of actual slope position would be possible by using a contour map overlay for the terrain map. This refinement in the evaluation procedure is essential for tactical purposes; but is beyond the capability of the present model. 37. Microgeometry. The roughness of the terrain and its effect on Curves were established relating the
i

the vehicle driver must be assessed if the effects of microgeometry on performance are to be determined.
speeds at which the various vehicles could cross obstacles of various heights

without exceeding a vertical acceleration of 2.5 g's at the driver's seat (considered to be the maximum tolerable). Data from tests at WES or DPS The

were used to develop such relations (fig. 18) for all the vehicles.

relations determined at WES for a 5-ton XM520 were adjusted for the 8-ton
M520; those from WES tests with an M113 were adjusted for the M54 8. Only limited test data were available for the tracked vehicles as a group, and
to distinguish any significant differences in their performance from these JI

data was impossible. the tracked vehicles.

Therefore, the same performance curve was used for all which.

38.

The dynamic-response model developed by FMC Corporation ,

considers.three degrees of freedom (pitch, roll, 'and bounce), was modified

by WES to incorporate a representation of tire compliance 7

and was used to

determine an obstacle height-speed relation for the M706. The vehicle characteristics and development of the dynamic model of the M706 are given in Appendix B. In the application of the FMC model, the terrain was described
in terms of x-y coordinates.

39.

The M706 was "run" at selected speeds over single, trapezoidal, 30

1'

ho0

~20

40 20204

Speed, maph~, at 2.5g Vertical Acceleration a. Wheeled Vehicles

..

Sped mp,

atr.5 Vertical

. Fi. 8 Vhil

Acceleration Wraced Vehicles epos

prorane88lmiedb diers to vr IaI cceleTtI-

obstacle cross sections of varying beights. The dimensions assigned to the cross section were (a) 45 deg for approach and departure angles, representing

the approximate midpoint of the mapping class range 30-55 deg; (b) a 12-in.
crest width, based on field observations and measurements made in Thailand; and (c) a single height within the range of 4 to 20 in. Only one obstacle The

was traversed during a run, and the selected speed was held constant.

obstacle was assumed to be rigid and fixed on a smooth, level, firm surface.
The impact forces transmitted through the tire and suspension system were used to compute vertical displacements at the body center of gravity (C.G.). These displacements were correct.ed by both translation and rotation through pitch and roll to show actual displacements at the driver's seat. Vertical

acceleration at the driver's seat was predicted by taking the second derivative of vertical displacement with respect to time. These data were used to

establish a basic relation between vertical acceleration at the driver's seat and speed for each obstacle height. From these basic curves, the

relation of obstacle height and speed for 2.5-g acceleration at the driver's seat was derived for the M706, and is shown in fig. 18. 40. In the early phases of this study, the following special procedures

were used to predict vehicle performance in rice fields with dikes 10-18 in. or 18-30 in. high. Maximum speed versus obstacle step height was plotted,

and the resulting curves were used to determine the maximum speed at which each vehicle could negotiate dikes (fig. 19). An illustrative example of

the way in which average speed in rice fields was determined for each vehicle is given for an arbitrarily chosen dike spacing in fig. 20. The vehicle was assumed to travel a distance equal to the base width of the dike (assumed to be 4.0 ft in all cases) plus the wheelbase of the vehicle, at the maximum speed indicated by the limiting dyna.iic response of the vehicle. Beyond this distance, the vehicle was assumed to accelerate in accordance with the curve derived from a plot of tractive force versus speed in a soil of similar consistency and motion resistance. The period of acceleration is 'from 15 to 135 ft on the performance curve in fig. 20. The driver stopped accelerating the' vehicle at 35 ft and the vehicle was assumed to travel at the maximum speed during the reaction time wherein he anticipated crossing the next dike. The driver reaction time of 0.5 sec was set arbitrarily;

32

'--4

~~20t

--

M4656...

-P 10

liti
10 5

0-15 10 Speed (MPH) 20 25

I;

NOTE:

14113 curve (establishted *from W.ES test data) substituted for M4548. 1520 curve established from testing XM520 (WES). M6t56 and M54~ curve established from Aberdeen Proving Ground data. Vehicle maximum speed for crossing

Fig. 19.

Relation between obstacle step height and speed vhich is controlled by driver tolerance (approximately 2.5 g)

33

IL

N~

00

'd
rr

'00

P.

14

4)

-%

40-4
611

II.

bD

P4

0
t Me

00
"44

0.0

0"4"4

lu

4.

~
_

,
$4 _

0- 03
03ol

Ho

tn

. 0

314

the distance (ft) traveled during the driver reaction time was 9 ft.

When

the driver began to apply the brakes (44 Tt), the negative acceleration of the vehicle was assumed equivalent to the maximum positive acceleration. The four segments were analyzed by integrating the total area under the performance envelope and dividing the result (ft /sec) by the dike spacing

(ft)

and the average speed predicted.

41.

In rice fields with dike heights greater than the clearance of the

vehicle, a 20-min time penalty was imposed for each dike; the average speed attained between dikes was discounted since the time was insignificant compared to the penalty time involved. Consequently, the average speed in rice

fields in Route 1 with dikes of sufficient height to cause immobilization was computed to be 0.1 mph. 42. As stated in paragraph 17, a computer program was prepared during

the later phases of this study and'used for predicting speed in rice fields. This program was used for only the six vehicles evaluated and reported upon in the last draft report (see paragraph 4). a. b. c. d. e. f. Spacing of rice-field dikes Height of dikes Base width of dikes Motion resistance of vehicle in paddy soil Tractive force-speed curve for paddy soil strength Braking rate (deceleration) Input consisted of:

ELg Braking reaction time h. Obstacle height-speed curve (fig. 18) i. Wheelbase, or track length, in contact with the ground

The program computed the total time required for a vehicle to cross a dike, accelerate in the paddy, and then decelerate, if necessary, before crossing the next dike. The distance traveled in crossing one dike and one paddy

was divided by the elapsed time to obtain the average speed performance. Effects of vegetation on performance 43. Data needed to analyze the effects of vegetation screening on the

ability of the driver to see were lacking so no speed limitations were imposed for poor visibility. for two reasons: This omission was not considered significant

(a) approximately 70 percent of the vehicle travel time

35

was spent in rice fields where visibility is seldom a probem, and (b) the field of vision from the driver's position is approximately the same for each vehicle. 44. Rather than declaring areas of heavy vegetation impassable, a

time penalty of 5 min was assessed for every 11 ft of travel, based on the time needed to cut down one large tree (10 in. in diameter) to permit passage. Effects of hydrologic geometry on performance 45. Special conditions imposed in the early phases of the study

because of hydrologic features were: a. b. Entry into all streams and lakes was assumed possible for all vehicles. To determine stream widths accurately was impossible because of the small map scale. A 75-ft width was assumed arbitrarily

and the time required for each crossing (swimming or fording) was based on an assumed speed of 3.0 mph. This combination of

width and speed was assumed to include entry, crossing, and exit. When the rated water speeds (table 1) were obtained

later in the study, the e.-"'r involved in the assumption for speed was seen to be insignificant. Therefore, in only a lake 600 ft across, swim to had M520 the one instance, where the rated water speed of 3.3 mph and the measured width of the lake were used. c. When immobilization was predicted, a time penalty of P0 min was!assessed. The 20-min time penalty was based on a report

from the Army Concept Team in Vietnam, which stated that a

well-trained crew could cross a canal with an M113 armored personnel carrier in 15-20 min when using the capstan-anchor
method of self-recovery. was imposed. Only one immobilization per crossing

46.

The above-listed special conditions were imposed also in the study

In addition, certain other modifiThese modifi-

reported in June 1968 (see paragraph 4).

cations were made to the procedures described in reference 1. cations are discussed in the following paragraphs.

36

147. Stream crossing. Performance at stream crossings was restricted to the vehicle's ability to exit. To predict stream exit performance, determination was made as to whether the vehicle could negotiate the exiting stream bank unassisted, assisted by winching, or not at all. For amphibious vehicles, zero traction was assumed for all traction elements in the floating mode. If a nonamphibious vehicle could not cross a stream because the water Y depth.was greater than the fording depth, the vehicle was rerouted.

48.

If assistance was not required, the total time to cross the stream Based on the 3.0-mph average speed

was computed without a time'penalty.

assumed for each crossing and the 75-ft width assumed for each stream (see paragraph 45b), the time to cross any stream without penalty was 17 sec. If assistance was required, a time penalty was assessed and was considered to be the total elapsed time to cross the stream. This time was 1200 sec (see paragraph
4 5c).

The procedure useci to predict the total elapsed time A two-dimensional scale model

is illustrated in fig. 2,. 49. Bank-vehicle geometry interference.

of the vehicle and a profile of the stream channel were used to determine whether interference between the vehicle and exit bank would occur. * If any part of the vehicle, other than its tracks or wheels, contacted the profile while exiting, the vehicle was considered immobilized and a penalty was assessed (fig. 21).

50. Tractive force required to climb stream banks. The tractive force that a vehicle could develop on a slope (Td) and the tractive force required (Tr )beyond that needed to propel a vehicle on level ground were computed using input values obtained with the bank-vehicle geometry scale model

(paragraph 49). Predictions were made on a go-no go basis (fig. 21). 51. The tractive force that a wheeled vehicle, regardless of the number of axles, could develop on a slope was computed by the following equation:

T3

1mDBPcos cZ[(
x+2

DBP cose -Wsn x Xx)

cos

-e

37

VEHICLE is AMPHIBIOUS?

[IS

NO
WATER DEPTH

FORDING DEPTH?

NO

,ASSABLE (REROUTE VEHICLE)

YES WILL VEHICLE ENCOUNTER BANK GEOMETRY _JEFRENCE? NO

YES-

TIME REQUIRED TO CROSS STREAMS

[ IMMOBILIZED (AASSESS TIME PFIALTY)i

TOTAL ELAPSED TIM

Where:

Td = Tractive force that can be developed by a vehicle on a slope Tr - Tractive force required beyond that needed to propel the vehicle on level ground

*.1
Fig. 21. Procedure for predicting performance of vehicles in crossing streams

*-1

and the tractive force required (T r), beyond that needed to propel the

vehicle on level ground, for the wheeled vehicles (M37tl, M561, and M706)
to exit from a stream was computed by:

T,= Wl1sineOm

where

Tdw = tractive force a wheeled vehicle can develop on a slope, lb

W1
W

= maximum axle load, lb

= total vehicle weight, lb

DBP 1R drawbar pull on a level surface, lb 6m maximum bank angle, deg 6 n W = total number of axles - axle load, lb, for any axle from 2 to n

a angle of the bank slope in contact with the wheels of a given

axle, deg
J

Trw slope, lb to lift the maximum axle load up the T = maximu tractivebank force required

In computing Trw , the weight on each axle was computed by taking the sum of the mments about the wheel ground contact points for different positions By these successive solutions, the most critical conditions for exiting were defined and used in predicting performance. 52. The tractive force that a single-unit tracked vehicle could develop on a bank slope was computed by the following equation: DBP cos a dt and the tractive force required for the single-unit tracked vehicles (MBll3Al and M116) to exit from a stream was computed by: T of the vehicle on the bank. 4T

T =Wsinca rt
where T
=

tractive force a tracked vehicle can develop on a slope, lb

DBP = total drawbar pull on a level surface, lb 0 T W =maximum attitude angle the vehicle will attain in climbing W a bank, deg tractive force required for a tracked vehicle, lb
= total vehicle weight, lb

39

53.

To analyze the ability of the articulated M571 to exit from T dt were determined separately for the rt These separate values were added to obtain the and T Tr values computed were compared,
Td
-

- reams, values of total

front and rear units.

T and Trt values. r Tdt 54. In all cases, Td and

and if

Td - T r > 0, a go condition was predicted, or if

Tr < 0,

a no-go condition was predicted (fig. 21). Effects of special vehicle characteristics 55. The effects of special vehicle characteristics, such as articulation, duck walking, and positive traction, were not evaluated because appropriate quantitative relations are not available (see paragraph 12). In this study it was assumed that equal traction was available at all times for all the traction elements. Articulated vehicles have a distinct Traction elements of articuadvantage over rigid-frame vehicles when operating on a terrain surface in which microrelief is of paramount importance. lated vehicles conform to most surface irregularities; therefore, more traction surface is available for developing tractive force and usually responses are less, producing a better ride quality. soil underlain by firm soil. Duck-walking capability is an advantage to a vehicle when it becomes immobilized in soft By simultaneously applying power to the wheels and turning the front of the vehicle from left to right, the'driver may extricate the vehicle from localized soft spots. Prediction of fuel consumption

.56.

Fuel consumption-speed relations for all the vehicles were com. The specific relations used as input to the prediction
These relations are obtained

putedl from fuel consumption-engine rpm performance curves obtained from DP1" -,'-orts
:.Si1 for

t'_

study are shown in fig. 22.

w,

the vehicle is assumed to be performing at its maximum traction,

regardless of the surface conditions or gear selections. Under these conditions, the engine rpm vary within a narrow range, and therefore fuel consumption remains fairly constant. 57. In the early phase of the study, the only special consideration involved stream cro''ngs. To compute fuel consumption, a vehicle was assumed tt oyrerate ,aximum horsepower output for 10 min for each 20-min

-.-

40

time penalty assessed for immobilization caused by bank configuration as the vehicle tried to exit; for stream crobsings without imposed penalties, a vehicle was assumed to operate at maximum gross horsepower for the total crossing time. 58. In the 1968 study, separate procedures were used to predict fuel For areal typc' the

consumption for areal and for linear terrain types. procedures were as follows: a.

A fuel consumption rate (gal/hr) was determined for each predicted speed from the relations shown in fig. 22.

t.

b.

The fuel consumption rate (gal/hr) was divided by the predicted speed (mph) to give a fuel consumption rate in gal/mile. Examples of the resulting relations for the M561,

4M706, M37Bl, M116, M571, and Mll3Al are shown in fig. 23.
c. The total distance traveled in a terrain type was scaled

from the terrain-type map and multiplied by the fuel consumption rate (gal/mile) to obtain the total amount of

fuel consumed.

59.

The amount of fuel consumed in crossing linear terrain types

(streams) was considered insignificant unless the vehicle was immobilized.

The following procedures were used to predict the consumption at those streams where immobilization occurred: a. A fuel consumption rate (gal/hr) was determined for a speed of 1.0 mph from the relations shown in fig. 22. b. One:.half of the time penalty assessed was multiplied by the fuel consumption rate (gal/hr) to obtain the total amount

of fuel consumed.
Determination of delivery rate 60. In any given terrain situation, the performance values for any For example, vehicle A may have a high

two vehicles may be different.

speed, high fuel consumption, and low cargo capacity; while vehicle B may have a lower speed, lower fuel consumption, but a larger cargo capacity. The evaluation of relative performance then rests on which performance measure is deemed most important. Since such a decision is often impractical-

combining all

performance values derived in

a given terrain situation into

41

155

m520 and m54A2.

~10. Vol B) M561

0 L

.-

10

20

30 Speed, mph Wheeled Vehicles

ho

50

60

L...
13A

M116.-..

10

-..-

71.

.10

20

30
Speed, mph Tracked Vehicles

40

50

60

Fig.

22.

Fu1.

load fuel consumption (gal/hr)-speed relations

3.0
-

12.0

1.0

-_

M5 2 o~o 010 -20

. ......

30

I050

ag. Wheeled Vehicles

10

2ped0p

30

14o

50

b. Tracked Vehicles Fig. 23.

Full-load fuel consumption (gal/mile)-speed relations

Sped mph
143

a single performance value is -eful. Cargo capacity can be multiplied by average speed made good to obtain a delivery rate in ton-miles/hr.
To compute average speed made good, the following expression in used: Averge pee mad god =Straij~ht-line distance

Average speed made good a Total elapsed time To compute delivery rate, the following expression is used: Delivery rate (ton-miles/hr) Cargo capacity (tons) x Average

speed made good (miles/hr)

171

PART III:
61.

EVALUATION OF

VEHICLES

The WES analytical model (Appendix A) was used to predict Cargo delivery rate was calculated from the In the first study (see paragraph 2),

vehicle performance for the dry seison and the wet season, in tems of speed and fuel consumption. values of average speed and payload.

in which performance was evaluated for the dry season, a soil strength of

60 or 40 RCI was used (paragraph 27).

In the supplemental study (para-

graph 3) for the wet season, two traverses were used, one with terrain types of either 60 or 40 RCI, and the other with terrain types of either 60 or 35 RCI (paragraph 28). In the 1968 study (paragraph 4), performance was evaluated for both the dry season and the wet season; soil strengths of either 60 or 40 RCl was used for the dry season, and either 60 or 35 RCI

:for

the wet.

Selection of Traverses and

Preparation of Speed Maps 62. The predicted performances of all the vehicles used in this

study, for both the dry-season and wet-season conditions, are summarized

in table 3. The predictions were made in'terms of average speed, fuel consumption, and delivery rate, for all terrain types in the Khon Kaen
study area. The terrain types that allowed the vehicle the highest average The traverse starting at Ban Meng and ending speed were traversed along straight-line paths, which were connected to form a continuous route.

at Ban Sang Kaeo represents the optimum path within the 1.2-mile-wide
limits of the route selected.

63.

Because in all cases the evaluation criterion was speed, traverses

(If the traverses had

were selected that would yield the highest speed. delivery, they may have been different.) 64.

been selected for other than speed, e.g. for fuel consumption~or rate of

The average speed of each vehicle was determined for the terrain Only some

factor complexes along route 1 and mobility maps were prepared.

of the mobility maps along with the traverse over which predictions were,

45

made are included in this report. the following table: Vehicle

Those that are included are identified in Plate No.

Season Dry
Average wet Maximum wet

M556

7
8 9

M54A2

10
11 12

Dry
Average wet Maximum wet

M520

13
14

Dry
Average wet

M548

M113
65.

15 16 17 18 19

Maximum wet Dry Average wet Maximum wet Dry season

Average speed for a total traverse waA obtained by dividing the traverse length by the time spent in traveling over it. If a vehicle had to cross a water body in a particular terrain +,'pe, the time required to complete

the crossing (time penalty) was added to t-.e time required to traverse that
terrain type. Performance data can be obtained by referencing terrain type and vehicle identification in table 3.

Performance in Various Terrain Types The performances predicted for each vehicle in each terrain type successfully traversed along the route are tabulated in table 4. The terrain types are listed in the order in which they were traversed. The distances listed were measured along straight lines on the cross-country mobility routes. (When a change of direction occurs within a terrain type, distances are given for each segment.) In the column marked "Penalty," 17 see denotes that a vehicle crossed a stream without assistance, and 1200 sec that assistance was required. Multiples of 17 indicate more than 66.

one stream was crossed, and multiples of 1200 indicate that more than one
immobilization occurred in the same terrain type. It should be noted that the penalties listed in this column occurred only in linear terrain types. The time and fuel required for each vehicle to traverse each terrain type include those required for stream crossings.

& I

4.6

Speel

Performance

Effect of terrain type on speed an The maximum nuad minimum speed performance for all the vehicles the terrain types in which THey occurred are shown in the following

67.

table.

Dr-season Condition (60 or 40 RCI) Avg Speed

Wet-season Condition (60 or 40 RCI) Avg Speed

Wet-season Condition (60 ,! 35 RCI) Avg Speed

M Vehicle
IG56

Tax
27,,2

Min

Terrain Type
19

Mph ax
27.2

Min

Terrain Type
19

Mph Hin Max

27.2

Terrain Type
19

Wheeled Vehicles

0.1 23,5 0.1

N520 15.0 306

13 19 35A2 13930932
19 13 15.0

0.1 16. 0.1

13330 23 1330932
19 15.0

0.1 16A 0.1

13130 23 130,32
19

3.6

13

1.6

36A

3B1

31.0 0.1

3,17,28 31937s52 30,32 3,31,37 0.1 30,32

393137 0.1 30932

31.0 0.1 30.0 0.1 38.3

0.1

3,17,28, 31,37 30,32 3,17,28,

31937

IM561

8.0

30,32
3031,37 30932

M706

38.3

Tracked Vehicles 3548 10.6 0.1 I9113A1 39.0 1.3 23 13 3,07,2, 31,37 13 10.6 0.1 23 13 39.0 1.3 10.6 0.1 23 13 3,17,28, 31,37 13

47

Dry-season Condition
(60 or 40 RCI) Avg Speed Terrain Mph Type Min Max 32.1

Wet-season Condition
(60 or 40 RCI) Avg Speed Terrain Mph Type -n Max

Wet-season Condition
(60 or 35 RCI) Avg Speed Terrain Mph Type Min Max

Vehicle Ml16

3,17,31, 3973932.1 37 0.1 13 3,17,31, 37 2.2 13 27.4 2.2 0.113

39109179
22,28,31, 37

M571

27.4

3,17,28, 31,37 13

The M561 had the highest speed of the whee ed vehicles in both dry- and
wet-season conditions, and the M113A1 had the highest speed of the tracked The M520 and the M548 had the lowest maximum
1 A2, each vehicle was able to Except for the M5

vehicles in both conditions.

sDeed in both seasons.

travel at its same maximum speed regardless of seasonal conditions. Except for the M520, each traveled at its same minimum speed in both seasons; the

wet.-season condition with 60 or 35 RCI caused the M520 to travel at a lower speed than in the other two seasonal conditions.
68. Terrain type 19 allowed maximum speed for three vehicles in the

dry season and for two of the three in the wet season.

Types 3, 31, and

37 allowed maximum speed in both seasons for six vehicles; some of the same vehicles also attained maximum speed in types 17 (four vehicles in both seasons), 28 (two vehicles in the dry season and four in the wet),

52 (one vehicle in the dry season), and 22 and 10 (one vehicle in the wet
season for both types). Seven vehicles traveled at minimum speed in ter-

rain type 13 in both seasonal conditions.

Type 30 was traversed at minimum

speed by one of the seven in the wet season and by another of the seven
and three additional vehicles in both seasons. Type 32 was traversed at

minimum speed by the same four latter vehicles above in both seasons. 69. Seven vehicles, five wheeled and two tracked, had the same minione or more of the same terrain types. While terrain type

i!.!-

mum speed in

1.!

148

FA
appeared to be the major factor affecting vehicle speed, seasonal conditions and soil strength apparently did not significantly affect either maximum or minimum speeds, at least for the soil strengths tested in this study. In the wet-season analysis of the first four vehicles tested (see paragraph 3), a special study was made to provide a more comprehensive treatment of the effects of soil strength on performance. The discussions deal

with speed, delivery rate, one-pass vehicle cone index, and overall trafficability in the United States and Thailand, and can be found in Appendix C. Speed within terrain classes 70. The terrain types were grouped into three qualitative classes:

vegetation, rice fields, and streams. 71. Vegetation. Vegetation was divided into three sub-classes, y.

based on the percentage of maximum tractive force rrc re 2J gAti vegetated areas. The sub-classes were: ad (a) iOt, 0-2 trac

required; _(b) medium, 26-50%:

72.

U) ICU=~

the medium sub-class occurred in the terrain $gsCt.,qt

sr.t.h.

The time expended in traversing areas cf light vegetation and

the average speed attained were computed for the four vehicles in the first study (fig. 24); there were no immobilizations. computed in the 1968 study. The time and speed were not

The speed of the M656 (12.6 mph) and the M54A2

(12.4 mph) was approximately twice that of the M520 (6.6 mph) and the M548 (7.9 mph) because of greater power available beyond 10 mph (see figs. 25a and 25b). The performance of the M520 did not exceed that of the M548 because the M520 is 11 in. wider, and so encountered more vegetation while traversing the terrain; this, in turn, increased the average force requirement. This greater force requirement canceled the advantage of greater

available power, so that the speed of the M520 was below that of the M548. 73. Only one terrain type (type 13) was classified as containing Again, the time expended in traversing this type and the heavy vegetation.

average speed attained were computed for the four vehicles in the first study (fig. 24). In the 1968 stuiy, they were computed for the M116, the

only vehicle tested at that time that became immobilized in heavy vegetation; the other five vehicles could either circumvent or override it. The following tabulation presents the data derived for the vehicles that were
t

49

I
". .-

Iv

all-

ii
fri

I
00
__

ll l
_o

__

4,
0

Pi

_r

5.4

-"

0-

II

ti
5550

po

t44
.4-I

Aa

U-%i
P~4

~~1~rd

L-I-I

-0~

51

--------------

-.-

----

--

---.--.-.--

-7-t4

CY

ca

524

..

77

iuobilized (i.e. suffered time penalties):

Total
Vehicle M656 Distance Ft 3200 3300 3000

No. 5-Min
Penalties (See par 44) 204 213 210

Total
Time Hr 17.0 17.8 17.5

Avg
Speed Mh 0.04 0.03 0.03

Terrain
Type Speed 0.1 0.1 0.1

Dry Season (60 or 40 RCI)

F54A2
M548

M116
1656 M54A2

3200
3300 3000

14.5 174 Wet Season (60 and 35 RCI)

210 194 17.5 16.2

0.04
0.04 0.04

0.1
0.1 0.1

14548
14116

3000
3200

210
174

17.5
14.5

0,03
0.04

0.1
0.1

*Predicted speed in each areal terrain type was rounded tn nearast

tenth of a mile per hour to: (a) avoid vehicle itmmobilization and

(b) be consistent with other predicted speeds.

i!
-

74. vehicles.

The M520 was not immobilized in heavy vegetation and so could

maintain a 3.6-mph speed, as opposed to 0.1-mph speed for the other This superior performance was due in part to greater available power in the 0-3 mph ranre. Also significant was the higher leading edge (50 in.) of the vehicle, which reduced the average force required for vegetation override. The leading edge of the M520 can withstand an impact force 1.5 times larger than that of the M656 and the M54A2, and 3 times larger than that of the M548 (see tables 1 and 2). and the M548. The M520 veighs approximately 1.3 times more than the M54A2, and 1.6 times more than the M656 This added weight provided a substantially greater kinetic energy that could be utilized in overcoming peak force demands.

75.

The M548 tracked vehicle would be superior to the M520 (see fig. 26 a) This fact emphasizes that the

if it were not for the heavy vegetation, which covered 3200-3900 ft, or 1.31.6 percent of the total distance traversed. distribution of critical terrain conditions can be extremely significant to cross-country vehicle travel, although it is often overlooked because a

53

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.-

1-

pstticular terrain feature that occurs infrequently can easily go unnoticed on small-scale maps unless each terrain-vehicle interaction is examined in detail. 76. Rice fields. Approximately 70 percent of the travel time on The time required to the route was spent in rice fields (para6graph 43).

traverse rice fields and thd average speed attained were computed only for the four vehicles in the first study (fig. 24) and for the vehicles in the 1968 study that became immobilized. The following tabulation presents the

data derived for the vehicles that were immobilized: Dike Spacing Ft 100 100 100 100 100 Total Distance Ft 3700 3U1 380 3300 3400 Wet Season (60 M656 M54A2 M37B1 M561 M706 100 100 100 100 100 5000 7900 5500 3100 3700 No. .20-Min .. Total Time Penalties e Hr (Se par 4i) 37 33 38 33 34 or 35 RCI) 50 79 55 31 37 16.7 26.3 18.3 10.3 12.3 0.06 0.06 0.06 0.06 0.06 0.1 0.1 0.1 0.1 0.1 12.3 11.0 12.1 AvS Speed Mph 0.06 0.06 0.06 0.06 0.06 Terrain Type Speed* 0.1 0.1 0.1

Vehicle A656 M54A2 M37BI M561 M706

Dry Season (60 -or 40 RCX)

11.0 11.3

0.1
0.1

OPredicted speed in each areal terrain type was rounded to nearest

positive tenth of a mile per hour to: (a) avoid vehicle immobilization and (b) be consistent with other predicted speeds.

77. The performance of the wheeled vehicles in rl.ce fields could be

judged almost entirely on undercarriage clearance.
This was particularly

significant for those terrains characterized by dikes 18-30 in. high. Undercarriage clearance was not a consideration for the tacked vehicles, and these vehicles were not immobilized; their better performance was due in
part to their superior dynamic response characteristics.

514

>1

I.

78.

The M520 was the only wheeled vehicle that was not immobilized. for the M656, 21 in. for the M54A2, The

Its larger diameter tires (71.1 in.) provided it with a 30-in. undercarriage clearance, compared to 20 in. 16 in. for the M37BI, 15 in. for the M561, and 23 in. for the M706.

M520 was designed, however, with no Easpension system, and induced vibratory motions are compensated only Within the limits of the spring and damping properties of its pneumatic tires. 79. Streams. So, in spite of its large

power output, the M520 was unable to perform as well as the tracked vehicles. The number of streams crossed and the time penalties assessed for all the vehicles are shown in the following tabulation: D Y Season (60 or 40 RCI) Total No. Penalty Streams No. Penalties Time Crossed 17-Sec 1200-Sec' See 11 3 8 9651 Wet Season (60 or 35 RCI) Total No. Penalty Streams No. Penalties Time Crossed 7-Sec 1200-Sec Sec 10 3 7 8451

Vehicle M656

kM54A2 M520 M37B1 M561

1m706

11 10 8 9
8

2 5, 4 5
2

9 5 4

10834 6085 4868 4885 4

9 9 8 8
8

1 1 2 3
2

8 8 6 5 6 7

9617 9617 7234 6051

7234

7234

M548

6051

8434

M113A1
14kI6

8
9

4
6 7

4
3

4868
3702

8
9 9

2
6

6
3

7234
3702

M571
80.

2519

2519

As stated in paragraph 30, new routes were chosen for all vehicles

in the wet season in an attempt to reduce the number of 1200-sec penalties for crossing streams; however, reductions in the number of.penalties only occurred for a few vehicles. t M706, MIl3Al, The number of streams crossed in the wet season The was reduced for the M656, M54A2, M520 and M561; no change occurred for the M37BI, MII16, and M571; and the number was increased for the M548. number of 17-sec penalties assigned in the wet season decreased over the dry season for the M54A2, M520, M37B1, M548, M113A1, and M561, and no change

occurred for the M656, M706, M16, and M571.

There was a decrease in the number

of 1200-sec penalties assigned in the wet season for the M656, M54A2; no change

55
I,.

NAP.

in the number of penalties for the M706, M116, and M571; and the number of

penalties increased for the M520, M37B1, M548, M113A1, and M561.
81. SuaMary. While penalties yere a major factor in determining the performance of the vehicles within terrain classes, no relations were estab-

lished between the number of penalties assessed in particular terrain classes and the average speed the vehicles could attain in crossing them.
Other factors had to be considered, e.g. the time involved when a vehicle was routed over a longer segment of the route, or the ability of some vehicles to maneuver in certain terrain classes better than other vehicles could. Average traversespeed for route 82. The traverse distances and the average speed Of each vehicle

listed below were taken from table 4. The path elongations were computed
in each case by dividing the traverse distance by the center-line distance

(44.8 miles for all vehicles in all seasonal conditions). Dry Season (60 or 40 RCI)Wet Season (60 or 40 RCI)Wet Season (60 or 35 RCI) Path Average Path Average Average
Traverse Elon- Traverse Traverse Elon- Traverse Traverse Elon- Traverse

Vehicle M656 m54A2 M520

Distance gamiles tion 44.9 1.00

Speed mph 2.4 2.2 5.5

46.0
44.9

1.03 1.00

Distance gamiles tion 47.4 1.06 48.6 1.08 44.6 1.00

Speed mLp 2.2 1.7 4.8

Distance gamiles tion 47.4 1.06

M37BI
M561 m706 m48 14113A1 M116

46.7 l.O4 46.3 1.03 46.3 1.03

4;,.'. 45.8 1.01 1.02

3.1
4.2 3.9 3.7 9.0

48.6 44.6 47.7

46.1

1.08 1.00

Speed Mph 2.2 1.7 3.9

1.06
1.03 1.02 1.01 1.02

2.5
4.2 3.7 3.4 7.3 4.2

.45.7 1.02

45.6 1.02

3.5

45.6
45.1h 45.9

46.3 1.03

M571
83.

46.o 1.03

4.6 8.7

46.9

1.05

8.5

The.maximum difference in traverse distances in the dry season

was 1.7 miles; in the wet season the maximum difference was 4.0 miles, regardless of the soil strength combinations considered.
84. The comparative traverse performances for all the vehicles are

portrayed in figs. 26a and 26b in terms of cumulative time. Examples of

56
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similar comparative traverse performances for the M37B1, M706, m561, M116, M113A1, and M571 are portrayed in fig. 26c for the wet-season condition.
The short vertical discontinuities in each line represent stream crossings where time penalties were imposed because of immobilization. The longer vertical discontinuities represent time penalties assessed in rice fields where dikes were 18-30 in. high. A steady increase in time between approx-

imately 16 and 38 miles reflects.the better performance of all vehicles in light vegetation and rice fields characterized by dikes less than 18 in. high. The sharp increase in time accumulation by the M656, M54A2, M37B1, M54 8, and M116 at mile 38-39 was due to time penalties imposed for negotiating heavy vegetation. 85. All the vehicles had higher speeds in the dry season than in the wet, except the M561 with the same speed in both seasons. Of the wheeled vehicles tested, the M520 had the best average speed for both seasons, and
the M54A2 the worst. Of the tracked vehicles, the MII3AI had the best dryseason average speed qnd the M571 the best wet-season average speed; the M548 had the lowest for both seasons. The greatest reduction in average traverse speeds from the dry to the wet seasons occurred for the Mll3AI

(9.0 to 7 .3 mph). Significantly, the N16 had the fastest speed over the first 38 miles in both seasons.86. Since the one-pass vehicle cone index (VCI! ) for each vehicle
was less than 35 (see table 1), none of the vehicles were immobilized because of insufficient soil strength. In the predictions for the two

strength combinations for the wet season, the m656 and the M54A2 had the same average speed for both conditions; the M548 was only 0.. mph slower on the lower soil strength; and the M520 had the greatest reduction (4.8 to 3.9 mph). The reduction in the speed of this latter vehicle is related to the conparatively larger increase in motion resistance that occurs as soil
strength is reduced, as shown by the following tabulation. Only four vehicles are listed because they were the only ones tested in both wet-season conditions.

59

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Vehicle M656 M54A2 M520 M'548

Notion Resistance, lb 0 RCI 35 RCI 2760 2800 4077 2800 3450 3100 8561 3100

Avera~e center-line speed for the route 87. As previously stated, the center-line distance for all the vehicles in all seasonal conditions was 44.8 miles. This center-line distance was divided by the total time required to traverse it to obtain Chi
avera~ge center-line.speed for each vehicle. The following table presents

the data for all the vehicles: Dry Season (60 or 40 RCI) Wet Season (60or 40OP, CI) Wet Season (60 o 35 X{I) Total Time Average Total Time Average Total Time Average to Complete Center-L ine to Complete Center-Lizfe to Complete Center-line Vehicle Traverse, hr Speed, mph Trverbe, hrSpeed , mph Traverse, hr Speed, mph m656 18.7 2h21.6 2.1 218 2.1

x54A2
9520 MBI M561 14706 M48

21.0
8.2 l1.9 11.0 11. 8 12.6

2.1
5.4 3.0 4.1 3.8 37-

29.1
9.4

1.5
4.8

29.3
11.3 19.1 11.0 12.4h 13.3

1.5
4.o 2.3 4.1 3.6 3.4

:1

12.9

3.6

M113A1
M116 M571
88.

5.2
10.0 5.3

8.7
',5 8.5

MoinRm sac1

6.2
10.8 5.6

7.2
4.1 8.1

The total time required for each vehicle to complete the traverse

in the vet season exceeded the time required for the dry season, except for the M561, whose time was the same for both seasons. Again, of all the

wheeled vehicles, the M520 h~d the highest average speed Zor-both seasons, and the M154A2 the worst. Also, of the tracked vehicles, "the MII3AI again h, d the highest dry-season average speed and the M571 the highest wet-sea_ averag;e speed; the M548 had the lowest speed for both seasons.

61

Fuel Consumption
89. The average rate and volume of fue'. consumed by each vehicle in The

crossing each terrain type in the route are presented in table 4. tions were as follows:

total fudl consumed and the average consumed in dry- and wet-season condi-

Dry Season (60 or 40 RCI)_ Wet SeasoVL (6o or 40 RCI) Wet Season (60 or 35 RCI)
Average Average Average

Total Fuel
Traverse Con-

Fuel Consumed Traverse

'Total Fuel
Con-

Fuel Consumed Traverse

Total Fuel
Con-

Fuel Consumed

Distance Vehicle Miles

sumed Gal

Gal/ mile

Distance Miles

sumed -Gal

Gal/ mile

Distance sumed Miles Gal

Gal/ mile

M656
M54A2

44.9
46.0

58.5
84.4

1.3
1.8

47.4
48.6

63.8
88.1

1.4
1.8

47.4
48.6

65.3
89.2

1.4
1.8

M520 M37BI 14561 M706

M545

44.9 46.7 46.3 46.3

45.4

82.3 38.6 35.0 65.0

91.3

1.8 0.8 0.8 1.4

2.0

44.6

87.1

2.0

44.6

47.7
45.7 46.1
45.6 102.0 2.2 45.6

101.4 43.9 31.4 61.0

102.4

2.3 0.9 0.7 1.3

2.2 1.2

Ml13AI m116 M571

46.3 45.8 46.o

48.4 59.2 29.7

1.0 1.3 o.6

45.4 145.9 46.9

55.6 62.5 31.0

1.4 0.7

90. In the dry-season analys is, the M571 tracked vehicles had the lovestaverge.fuel consumption, and the M548 tracked vehicle the highest. In the wet season, the M561 wheeled vehicle and the M571 tracked vehicle had the same average fuel consumption, which was also the lowest of all the vehicles; the M548 tracked vehicle and the M520 wheeled vehicle had
the highest for-the two wet-season conditions, respectively. this lowest average was also on the lowest soil strength. Significantly, The M520 wheeled

vehicle had the highest average fuel consumption in the wet season in both strength conditions, even though its traverse distance was the shortest of all the vehicles in both vet-season conditions. The fuel consumption rates

for the M656, M520, M"7BI, M548, M113A1, M116, and M571 were lower in the
dry season, those of the M561 and M706 were lower in the wet season, and those of the M54A2 were the sane in both seasons.

62

-1

Cargo Delivery Rate

91.

The cargo delivery rate was obtained by multiplying the average

center-line speed and the cargo capacity (payload); the values obtained are given below. Dry Season
(60 or 40 RCI)

Wet Season
(60 or 40 RCI)

Wet Season
(60 or 35 RCI)

Average
CenterPay- line Delivery

Average
Centerline Delivery

Average
Centerline Delivery

load Speed Vehicle Tons Mph M656 5.00 2.4

H54A2 M520 M37B1 5.00 8.00 0.75 2.1 5.4 3.0

Speed Rate Ton-miles/hr Mnh 12.0 2.1

10.5 43.2 2.2 1.5 4.8

Speed Rate Ton-miles/hr Mph 10.5 2.1

7.5 38.4 1.5 4.0 2.3
-

Rate Ton-miles/hr 10.5

7.5 32.0 1.7

Z561
M706

1.25
1.00

4.1
3.8

5.1
3.8

4.1
3.6

5.1
3.6

14548 1113A1
M116

6.00 1.93
1.50

3.7 8.7
4.5

22.2 16.8
6.8

3.6

21.6

3.4 7.2
4.1

20.6 13.9
6.2

M571

1.00
92.

8.5

8.5

8.1

8.1

As would be expected, the M520 with the largest cargo capacity

and fastest center-line speed had the highest delivery rate in all conditions, and the M3TBl with the smallest capacity and less than average speed (of all the vehicles) had the lowest delivery rate in both dry- and wet-season condi-

tions.

Both are wheeled vehicles. Of the tracked vehicles, the M548 had the highest cargo delivery rate and the M116 the lowest in both seasons.
All the vehicles had higher delivery rates in the dry season than in the wet, except the M561, whose delivery rate was the same in both seasons.
Summary of Vehicle Evaluations

93.

The performance of each vehicle vas evaluated in terms of average 63

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speed over the traverse and the center line, average fuel consumed over the traverse, and center-line cargo delivery rAte. Values of these criteria are

summarized below.
Average Traverse Average Average Fuel Consumed Over Center-line Delivery

Vehicle M656
M54A2 M520 M37B1 M561 M706

Speed mph 2.4

2.2 5.5 3.1 4.2 3.9

Center-line Traverse Rate Speed, mph gal/mile ton-miles/hr Season (60 or 40 RCI) 2.4 1.3 12.0 2.1 1.8 10.5 5.4 1.8 43.2
3.0 4.1 3.8 0.8 0.8 1.4 2.0 1.0 2.2 5.1

Z3 8
22.2 16.8

::

M548
M113A1

3.7
9.0

3.7
8.j

H116 M571
M656 M54A2 M520 M548 M656

4.6
8.7
2.2 1.7 4.8 3.5 2.2

4.5 8.5
2.1 1.5 4.8 3.6 2.1

1.3

0.6
1.4 ".8 2.0 2.2 1.4

6.8 8.5
10.5. 7.5 38.4 21.6 10.5

Wet Season (60 or 40 RCI)

Wit Season (60 or 35 RCI)

M54A2 M520
M37BI

1.7 3.9
2.5

1.5 4.0
2.3

1.8 2.3
0.9

7.5 32.0
1.7

M561

4.2
3.7 3.4 7.3 4.2 8.5

4.1
3.6 3.4 7.2 4.1 8.1

0.7
1.3 2.2 1.2 1.4 0.7

M706 M548 N113AI M116 M571

5.1 33.6
20.6 13.9 6.2 8.1 1

94.

The M113A1 had the highest average traverse and center-line

speeds in the dry season, and the M571 had the highest speeds in the wet.

The M54A2 had the lowest traverse and center-line speeds in both seasons.
The M571 c'onsumed less fuel on the average in the dry season, and the M561

and M571 consumed the least in the wet.

35 RCI wet season.

The M548 consumed the most in the

dry season and the 60 or 40 RCI wet season; the M520 the most in the 60 or
The M520 had the highest delivery rate in both seasons

and the M37BI the lowes, k..

614

.4

PART IV:

CONCLUSIONS AND RECOMMENDATIONS Conclus ions

95.

Based on the results reported herein, the following conclusions a. The WES analytical model was used successfully to evaluate of the vehicles in this

are drawn:

Sthe off-road mobility performance

study over the selected terrain.

b.

Soil strength was not as significant as other terrain factors in evaluating the vehicles over the selected terrain; no vehicles were immobilized because of soil strength.

c.

A vehicle can perform well in one set of terrain conditions, but it will suffer penalties in another; thus, no one vehicle provided optimum mobility in all ranges of terrain conditions. Further, neither wheels nor tracks appeared to result consist-

ently in better performance; wheeled vehicles performed better in some circumstances, and tracked performed better in others.
d. Wet-season conditions usually reduced vehicle performance, as evidenced by (i) the reduction in average traverse speed of all the vehicles, except the M561; (2) the reduction in average center-line speed of all the vehicles, except the M561; (3) the increase in average fuel consumption for all the vehicles, except the M561, M706, and M54A2; and (4) the decrease in cargo delivery rates for all the vehicles, except the M561.

Recommendations

96.

It is recommended that: a. The WES analytical model be refined as required to make it even more useful. b. The mission environment for any n1ew vehicle be defined in quantitative terms before the new vehicle is developed.

65

LITERATURE CITED

1.

U. S. Army Engineer Waterways Experiment Station, "An Analytical Model for Predicting Cross-Country Vehicle Performance, Technical Report No. 3-783 (in preparation), Vicksburg, Miss.
, "A Plan for a Quantitative Evaluation of the Cros-Country Performance of Prototype Vehicles" (in preparation), Vicksburg, Miss.

2.

3.

Dornbusch, W. K., Jr., "Mobility Environmental Research Study- A Quantitative Method for Describing Terrain for Ground Mobility, Volume VII: Development of Factor-Complex Maps for Ground Mobility," Technical Report No. 3-726, Apr 1968, U. S. Army Engineer Waterways Experiment Station, CE, Vicksburg, Miss. Aberdeen Proving Ground, "Wheeled Vehicle Performance Data Consolidation," Report No. DPS-2410, Jun 1967, Aberdeen Proving Ground, Maryland "Tracked Vehicle Performance Data Consolidation," Report No. DIPS-1846, Dec 1965, Aberdeen Proving Ground, Maryland
,

4.

5.

6.

FMC Corporation, "A Computer Analysis of Vehicle Dynamics While Traversing Hard Surface Terrain Profiles," Contract Report No. 3-155, Feb 1966, U. S. Army Engineer Waterways Experiment Station, CE, Vicksburg, Miss. Lessem, A. S., "Dynamics of Wheeled Vehicles, A Mathematical Model for Traversal of Rigid Obstacles by a Pneumatic Tire," Technical Report No. M-68-1, Report 1, May 1968, U. S. Army Engineer Waterways Experiment Station, CE, Vicksburg, Miss.

7.

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(EOMTUY

aA

VEEATO FATOS IN- A N4CUR TO

CL A TC

LIIT O3 EAC LA3ER IN C M I

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a 1a

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ROUTE 2

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of

Veet3tios

aa

AspIoaha

te

a,
1n0 Megh 3 a ai 0t0io301 Saop S3in

ad

R.1

I.I.

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Step

Veget-ti-m 0 d.,. 3 3 6 1 3 2 1 5 19 19 1. 2 1 19 18 i5 19 2 1 3 19 9 3 6 3 9
-r

a
2 13 ". a 15 16

0-1.5 0 0-1 5 0.1.5 0-1.5 0-1.5 1.5 0-1.5

. >150 1o

*-4W ->ft
>150 >12-50 >150 >150 >12-50 >50-150 >10 >150 >50-150 >150 >0150 >50-150 >50-150 >150 >150 >5-i0 >0150 >50-150 >50-150 >50-150 >50-0 >50-150 >50-15 >50-150 >150 >50-150 >50-150 >10, >50:150 >50-150

-10--l9165-<180 0-14 165-<18 o0-4 165-0180 125-<150 >10-18 01 165-<1o 165-<180 0125-<150 >8-10 125<150 >10.18 0-I. 5<0 165,'<180 0-4

9
5 10 1101.5

13 15 12 16 1 12 S1 1 a9 a1 a 230-1.5 16 2 3 17 1-, 21 218 15 20 25 29 30 2 33

39

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>

17.

5.4

515

121150 >10-5 >10-18 100-<125 165-<80 0-1 I65-0180 50-1 50-<150 >10-18 125<150 >-8 165-<180 >0-10 0-4. 165<180 0-1 165<18,0 1-10i-0 >-1O 15-<180 125<150 >10-18 12-<10 >10-10 125-<150 >10-18 165-180 0-1,O 100-<125 >1-10 125-<150 >1-108 165-<wo8 0-3

165.<180 >4-1o

125-<150 010-iS 12-<120 >10-18 16OO<100 >1028 >-10 125-<150 1'0-<125 >1-10

39

38 39

0-1.5 >1.5-1.

>150 >15

165<180 165-<180

0-10 04

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38 >154 5010 00< >j1

KHON KAEN CROSS-4 MOBILITY ROUT!

SURFACE GEOMETRY, SURFACIE. AND VEGETATION FA
1 0 1
2

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Table 1
Terrain Factor Tfl

(Surface

Geonetry. Surface Ocupnstla,.

V.oetct ion Structure)

er 40 - 10 Angle

125 Height

?lu Approaeh

Step

Surface CtspoltiunVegetatinn

8urfac Ilupoul_ 'tc

Ctlnaltiuon 2 3 6

i.

50 -0

165-<180 0.-.
165-<180 0-1. 165-<180 1-<80 2-1 130129-,,<S i 65-180 O.1.

-.

pe30 105 -015,0 >10-18

0.0 50

3 1-

0C >60 >60 >60 >60

>)60

of
_

Vegeatlou Structure S5aclaguf Stun.. ft Dlueter iclunt te er true 8t.e of Sieter Iqusl Than Then

to or 15or.
--

KAI#1 I1epe

Surface Oruoetrl 1651s Vertical -~a Obstacle Approech Ste. Spacirg Anle Height

ltrl'c C/c' Vocccle

>30
0-5

-5 >30
0-5

O-5 O-5 >1O-30 >10-30 >10-30

C-5

>10-30 >IO-30
>30 >30
>50 >30 >30

>30 >30
>30

50
31 55

>1.5-4.5 >4.5.9
0-1.5

>1'0 >150
>50-130 >50-150 >30-13O

125<150 165-0160
165-<180

0-1 O-4
'

Coucbi atie n 1 1
'

Surface Cosponitu oi g

Veaeititr..

Cone 0
>00

3%~ 00-5

IterEUL
ihna

rLe 0O-3 >1O0-5 >10

.10 0.5 0-5 0-5 O-5 O-5 >5.10 O-5

0., O-5 "

,

0-53 >10-30
-I0 0-'
0.5

0-5
>5-10 0-3 O5

0-5
>5-10 0-5 0

0-3
>5-10 0-5 >0 0-5 >5-10

0(;3 3

>40
>60 >00 >60

l -

130 50

100-<125 >18-30 165<180 0.1. 6 @ 1 5-180 0-4 3.30 1I5-0150 >10-18

165-<180 165-<180 165-0180 O-I! 0-10 >0-1

>10-18 0.1.

12-10 3 15

18 7 I 10
19 19

25-60 >00 >60 25-60

>560 2560 2560

>50 0-5 >5-10

0-5 0-5 >5-10 0-5

O0-5 >30

> 0.5 >5-10

:O15<8 :O
3 >30
0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5
O-: 0-5 >30 O-S 0-5 >5-10

0-5 O-3 >5-IS 0-5 -5

O-5

>60 >1.
>60 :>60

0-5

>540 >30 >~30

>030 >30 >10-30

>30
>30 >30

53
51. 55

0-1.5

>50.130 165-<180 >0.1-I0 >150

>150 >J2-50 >130

>5-10 0-5 -5 >0-5 -10

>10-30W >10-3 0

0-1.5 0-1.5

O-l. 0-4 125-<150 >10-c18 150"<165 >10-10

0.5 1>30 >1. >,-,O0:-' 0-5 1-s >.0 0-5 0.8

('-5 0-5

>30
O0-5 0-'
O-5 0-5 0-5

>30 >2*0
>030 >30 >5-10

>3O >50
>50 >30

56
57 50 60

57
61 60 63 61.
65 6s 68 71 72 71 75 76 77

0-1.5
0-..

125 <I50 >10-10 165-<110 0.4

165-<180 0.4 125-<150 >30-48 165<180 0.1..

1 17
17 3

>w
>6

0-5 0-5 0-5 0-5

8-5 O-5 >5O0

>30 >30 >10-30 >10-30 >5-10 >30 >30 >30

>50 >3O >030 >.30 >030 >O >3 0 >O30 >30 >30

>30 >30 >30 >90 >30

>80 >3

O-1.3 0-.. >4.5-9

>1.5-I4.5 >L.5-4.3
0-1.5

0-1.5

>0,-130 >150 >130 >50-150

165<180 0.1. 163-<180 >4.10 165-<180 >4.10 165<180 0-4

100-125 1OO-<125 165<180 > -I0 >4-10 >0-18

>60 500) >60

0.5 c-s >30-I >10-0

>0-30
>10 0 . 5 O-5
0.5 0-5

1
1
"

>60 >00 >60 >60

0-3 5O-2 0-5 0-5 O-5 0-5 >10.-30/ >1O-.3

>05 >0 0>5 0 O 0 >5 O.

>sO-: 00-3,

0-5

>'0-3O
>O-30 10.50 5.05 0-30 0-5

>IR-30
>O. O1-8 O05 >0-5 0-

O-5 0-5

O-.5. :5-.O 0-1.5, >so-150 -1.5>1.5.4.5 >1.-4.5 >0150

18 3 2 7

25: >q8560 >60 >60W >60 >60 >65 >0 >60 >60 >60 25.6 >6O >60 >560 >60 >60 >10 >60 >60

50
1.-10 190

18 19 98

>30
0-5 >030

>030

>0
>30 >30

1.155 1200

125<150 >150-18 165-(:180 c O-1.

2560
>60

.150 p40 I-50 130 150 150 1 130 150

1OO-<15 >10-18 165-<IO >4-10 165-<I'.O>1-10 125-<1'0 >4O-10 125<13 >4-b O 1653<110 >8-30 650 l<18,O >4-10 12,5,-lbO >10 100-125 >10-18 110 125-<150 >18-30 p.40 15-<1250 >153 1.130 1OO-<12O >10-18 0 165-180 -1" 30 I 100-0125 >4-40 165<18 0-1 165-<180 0-. 165lX)<180 0-0 125,<150 >0-18

>10-10

1.
19 3 19 3 10 3 39 69 3 3 3 3 3

>60
>60 >60 2.60 >60 55.60 25-60

>60
>60 >-0 >60 >60

E
5_0I
1430
50 =.

>60
>60 >60 >60 >60

6
13 5 11

>60 >60 >60

>60 >60 >60 >60 >60 >60

125-<130

>0-18

129-<150 I <5

>0.18 >10-18

14 5 5 13 1

>0 >0 >030 >030 O--t 0-5 0-5 0-5 0I-50 >0-5 0>5 0-5 O-5 0*5 O-5 0-5 0-5 0-5 0-5 0.5 0-5 0-5 >-0- 5 -0 >0 >30 0-5 0-5 >0-5 0 >--30 >05 0-5 0-5 >5-1 5-0 >0 50-18 05-1 0-5 >3-10. 05 >3-10 >5 >5-10 0-5 >5-10 ,.0-9 >5-10 0-5 0-5 0-5 0-5 0-5 0-, 0-5

5.5 5-0 >0-3 >0-3 0-5 O-5 0.5 0-5 0.9 0-5 0>O-5D >0-5J 0.5T 0-5 0.5 0-5 0-5 0-5 0-5 0-5 O-5 5-5 O-5 0-5 O-5 0-5 0-5 0-5 0-5 0-5 0-5 50 5 O-10 >5-1 >0-30 >010-30 0-5 0-5 0-5 0 >"0>-3O 05 0I-5 >0-50 10-0 O-5 O-s 0-5 5 0 5O-0 5-0>-0" 5-0 5-0 00-5 0-5 >3-5I .5 >5-10 0 >-0 >-0 5 0-5 0-3 0-5 0-5 0-5 0-5 0-5 0-5 0-5 O3-5 0-5 0-5 0-5 0-5 0-5 O-5 0-5 0-5

>8.0

>50
>30 >3 >30

>30
>50 >3J >30 >'0 >30 >30 >50 >0 >50 >30 >30 >30

73

>030 >O-3 >30I >30-0 >30) >30 >3O >30 >030 >030 >30 >030 >030 >30 >030

>30
>30 >30 >30

78
79 80 8 82 83 81 85 88 80 81

>30

>30 >030 >30 >30

>O30 >0-0 >10-30

>10-30 >10-30 >10-30 >030 10.30 >30 >30

>.30 >30 >30

>30 >30 >50 >30 >30 >30 >30 >5O

>30

86 87 89 9
83 01 85 96 87 98

>-0

>030 >Io

>0-30
>-0-3 >0-30 >10-.30 >30 >5-10 >10-30

>30

>0-15 >0150 0-1.5 >50I'o oi.5s >0-]0 01.5. >50 >1.-4.5 >150 01.5 >10 0-1.5 >i25 .1-.5 >0150 -1.5>0-50 0-1.5 >0150 -1.5S O>150 >1.-4.5 >0150 > -1.5.5 0>150 0L.-1.5 >150 >1.5-4.5 >0150 -1.5 >150 >1.-4.5 >0150 .1-.5 >0150 0-1.5 >0150 >1.5.4.5 >50150

125<150 >1-18 125-<150 >01 165<180 165<180 125<150 165<150 165<180 10<125O 15<165 165<180 165<180 165<0165-<180 165<180 105<150 165 <180 125<1,0 165-0180 125-<150 165<180

215 0 >10-10
>0-.4 O-. >10-18 0-1 >O-15 >10-18 >10-18 >0-18 0.-1 >0-14 >0-1 >10-1 >1-30 0.1. >101 01-40 >1-30 5.J4

>60

>0.-1.5

>150

165<180

0.1.

5 5 5 1 1 1 1 4 16 1 1 36 16 1 11 10 19

>60

18
IO 19 15 3 3 8

2>60
>60 25-60

>60 5-60

0-1.5 01.5. 0-1.3 >1.5-4.5 >1,5-4'.5 0.1.5

>12-130 >I0-3O >50-150 >50-150 >150 >150

105<150 >10-18 165-<180 >O-.1 165-<18 0.-. 165-<180 >10-18 105-<150 >4.10 165-<180 0-4

>-0 >-5 0-5 0-5 >0 > 0>-0 0-5 >-O 5 0-5 >5-10 O-5 >5-10 0-5 >5-10 0-5 >5-50 0-5 0>5 0-5 >0-O 0-5 05-1 0-5 5-5 0"5 >0 >0 >3-0 >150-30 0-5 0-5, >0 0 0> >0-0 >51 0-5O>30 >-0 0-5 0-5 >3-0 >0 >0 05 0-5 0-5 >5-10 0-5 0-5 >10.30 >5-10 O-5 O-5 >10-30

cO>O0>O-5
>0-50 100-5 0-5 0-5 50-5 O5 0-5 0.5 0-5 0-5 0-5 0.5 0-5 0-5 0-5 05 0-5 0-5 >0-30 >1>03 05 0-5 0-5 0i-30 51-3 >0-50 >0-O

0-5
O1-30 0-5

0>1-30 0-5

>0
>0-50 0-5 >5-10 O5 0-5 >10.30

>0
>0-5 0-5 >5-10 0-. 0>10-0

-10 5 >1-8 100-<105 >18-3') 163<180 0.1. 165-<180 0-4

>30
>30 >30

>60
>60 >60 >60

.........

I KHON KAEN CROSS-COUNTRY MOBILITY ROUTES

RFACE GEOMETRY, SURFACE COMPOSITION AND VEGETATION FACTORS
.7; L2 3 4MILES

'

(I

131
JAL 4 3

-4
-4 c.34

3 4

c-

-'

Surrace

CIpo.1-

Veoet. ion Structure

St---. iaet Fq-~L to Th .1 . or LO-. StMEm Or 91 %er t41l t. or|e

[Il Vq.t-tla'LLn " -tn - "60 0-i " 0-1 10-18 10-18 O-. i. L-8 0-4 :" i
1010

2Comb 0
Mtr

can.

1 1 a

2
1 17 1 3 3 3
1

>60 >60 >60 >60 >60 >60 >60 >Wo >60 >60 >o >60 >60 >60 -10 - 19 >60 >60 >60 >60 >60 >60 >60 >60 >60 >60 >60 25-60 >60 >60
>60

0 5 0-5 0-5 >30 >5-10

- 0-5 0-5 >30 >5-10

50-5 0-5 0-5 0-5 0.5 0-5 0-5 0-5 >10-30 >10-1 >10-30 >5.10 >5-10 >5-10

>10-3 >0 >30 >10-30 >30 >30 >10-30 >10-30 >10-30 >30 >10-30 >30 >10-30 >10-30 0 0-30 >30 >30 >30 >30 >30 >30
>10-30

>30>30 >30 >30 >30 >30 >30 >30 >30 >30 >30
>'P

>-10 0-4o )4-10 0

I
0

2 4

7 0. _I1o-18 3 2 018 2 is p0-i I0-40 4-i >-10 )10-18 >10-18 >I0-18 0.1. 0-4 0-i >-0-18 >18-30 0,i4-10 1118-30 0-i. 0. 0.4 10-18 '10-18 -4 >10-18 >4.10 0.4 -

3
5 5 5 4 1 19 1 4 16 10 11 3 16 3 10 11. 19 18 7 19 1 3 3 8

0-5 0-5 0-5 0-5 0-5 >5.10 >5-10 >5-10 >5-10 >5-00 >Y>10-30 >10-30 >10-30 >10-30 0. 0-5 0-5 C-5 0-5 o-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0:5 1.5 0-5 0-5 0-9 0-5 >10-30 >10-30 >10-30 >10-30 >10>30 >30 >10-30 >10-30 >10-30 0-5 0-5 0-5 0-5 >51 0-5 25 005>1005 0-5 0-5 0-5 0-5 0-5 0:5 0 0-5 0-5 0-5 >30 >30 >10-30 >10-30 >10-30 >30 >30 >10-30 >10-30 >10-30 0-5 0-55 05 5:3 0-5 0-5 0-5 0-5 >5-10 0-5 0-5 0-5 0-5 >5-10 0-5 0-5 0-5 0-5

>10-30 >10-30 >10-30 >50 >30 >10-30 >30 >10-30 >10-30 >1030 >30 >10-30 >10-30

>30 >30 >10-30 >30 >30 >10.30

>30

>-30
>30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30

>30

>10-30 >10-30 >10:30 >30 >10-30 >10-30

>60
>6 >60 >60 >60 >60

>5-10 0-5 0-5 0-5 0-5 >10-30 >10-30 0-5 >5-10 >30 >5-10 0-5 0-5 0-5 0-5 >10-30 >30 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 >30 >30 0-5 0-5 0-5 0-5 0-5 >30-0 >30 >5-10 0-5 0-5 0-5 0-5 >5-10 >30 >5-10 >10-30 0-5 0-5 0-5 0-5 0-5 >30 >30 >10-30 >10-30 >10-30 >10-30 >30 >30 >10-30 >10-30 >10-30 >10-30 >10-30 >30 >30 >30 0-5 0-5 0-5 0-5 0-5 >5-10 >10-30 0-5 0-5 0-5 0-5 0-5 >30 0-5 >30 0-5 0-5 0-5 0-5 >10-30 >30 >10-30 >10-30 >10-30 >5-10 >10-30 0-5 0-5 0-5 0-5 0-5 0-5 >30 >30 >3D >30 >30 >30 >30 0-5 0-5 0-5 0-5 >10-30 >10-30 0-5 0-5 0-5 >30 >30 0-5 >5-10 >10-30 >5-10 >5-10 >5-10 >5-10 >30 0-5 0-5 0-5 0-5 >30 0-5 0-5 0-5 0-5 >30 >30 0 >10-30 >10-30 >10-30 >10-30 >10-30 >30 0-5 0-5 >30

>60 >30 >5-10 >60 25-60 0-5 25-6o >30 >60 0-5 25-60 0-5 >60 >5-10 >60 0-5 >60 0"5 >60 >1030

Plate 1

s/n .".... .... Big 2/3

..........

I-

.......

......I........

-------

FATRS-IH-A-R

DET--3FT

---.-

FEATURES WITH WATER DEPTH < 3 FT. B~6~ OUNDED BY TICK MARKS WITH EACH BANK IDENTIFIED SEPARATELY. NUMBER COMBINATIONS IN NUMERATOR OF FRACTION REFER TO HYDROLOGIC GEOMETRY UNITS APPEARING IN EITHER TABLE I OR 2. NUMBERS IN4 REFER TO SURFACE COMPOSITIONDENOMIATOR VEETATION STRUCTURE FACTOR COMBINATIONS APPEARING IN TABLE 3.

Dashed line areas

Qt

through

indicate aerial photographic coverage shown in figs. 2-7.

TEI

a-

"aROUTE

"a'

40 Ito-

~
t

feApOo o

lite

Depth30

165et

a" Saa00io--Co s 23 8

1F1O--00 200-<210 200-1210 000.121) 200--:210 200-123 200-221 1C 210.01 210:2222C0-4 210-220 210:220 210-2201 154 154

9
10 91 12 fools 22 15 17 18 18 13

1504 150-a 150-a1 150 10 2 120

4,1319

Ban Nrd Hi

23 21 25 26 27 28 29 30 31 32

210-220 >220 >220 1220 >220 '220 '220 m22 >220 >20125-4

lO 4 104 125-4 125.4 125-4,l2.4

1 k

Hydrol0g1c freto*

<3 ft are described u

KHON KAEN CRO_ MOBILITY

HYDROLOGIC GEOMETRY, S AND VEGETATI

Iva,

an

%~~~~~~ .-- _
= " ... " ...

LX

L-

.
'

. .F ~~~_,
" -Win ,'- -- S--:--------bis/

~
'

----- sonI "

-- ./

an

# T-

-- _-r. .---- i

:uin
5IO

-----------------.. ..l-------

Table 1 Hvdrolo.I Geotr Factor Combintion. Wat. Depth < eet* Trri A] roach Manle ConmexAngle at T Concave Angle it B"; of Step, de of teM deg -0165-<1i 15- : i6q-<5o 180-.2wo 180-.2W 100-CO Oto--21b 200-<210 20010 200-Q10 oco-n-lo 200-210 165-4580 150-<165 150-1165 165-4I0 150-<65

Table 2 Hydolmic Oem FactorCmbinations Water Depth >3 Feet Se (..he Abe. or BelowWater Suriio-o facee Clie COahiNo onaoaito_ MCI Surfe
Coaosition-Veettion

Table 3 stuctu, " Fatoe

Step Height in. Coatact Approach Step Height

_-_._ --

2teSt of DIlerer Equl T

ra

l ---ii lnzlli. I" tsea n 5-oU-._-o-

Water Depth

Ou-st
41 .30-.8 >18-30 218-30 3 5 7 8 9 10

Angle. dog
445 <145 145-155 I5-155.. >155-i65

3-4.5

>18-30

.. ..

>..5 3- 5 >4.

1 2 3 4 5 6

25.60
25-60 >0 >60 >60 >60

0-5 >30 0-5 0-5 0-5

0-5 >30 ->

05 >30 Q.0 0 0 5 0-5

05 >30 0-5 > 0-5

21010

150-4165

150-<65 150--a65 15o-465 125-450

>-30-48
>45-66 >66-54 .

>155-165

>165-180 >165-180 145-155 145-155

24136 24<3

>30-48

' At wter level

3-:5. >4.5 >,5>3-4.5

>4.55

05 0-5 0-5 0-5

0-5 0-5 >_-I >5-10 >5-10 > >10-30 >10-30 >1O-30 >30 >31>10 30 >30 >o

-5

2W0-210
210.220 210-220 210-220 210-220 210-220 210-2 210-210 210-220 210-220 210-220 >220 2.102 >2040>84 5 >20 >220 220 >220 >220

125-4150
<00 100-<125 100-<a25 100-<125 125-<150 125-150 125--50 150-<165 15-465 150-<165 <100 <165 100-<125 1 -45>6425 125-a50 125-150 125-<150

>48-66
>30-o48 >30-48 >48-66 >66-84 >30-48 >48-66 >66-84 >30-48 >48-66 >66.8% >30-48 >>48-66

11
12 13 I4 15 16 17 18 19 20 21 22 21 23 24 2?6 37

145-15
145-155 I45-155 145-155 >155-165 >155-165 >155-165 >155-165 >155-165 >155-165 >165-180 >165-150 >165-150 >165-1530 >165-150 >145-150 >165-160 >165-180

2s3
24-<36 36-48 > 12-<2h 12-<24 21-<66 24-36 36-43

1-12 wol..
>12-30 aol >12-30 aol >48 aol 1-<16 bL >30-4 awl I-<16 Wi 1-12 aol b1 36-<E t At wa er level .18b.1 Atiwter level 1-46 hwl 1-1U aol 36-<48 b.1 1-10 401 1-<16 li wat level At

>4.5
3-4.5 >4.5 >5 3-45 3-4.5 >4.? 3-4.1 >4.5 3.5 3-4,5 3-4.5 >-.5

8
9 10 11 12 13 14

>60
>60 >60 >60 >60 6,1 >60

>5-10
>5-40 >5-10 >5-10 >5-10 >5-10 >10-30

00-5 O-5 >5.10 >5-10 >-10

5
0-5 0-5 >5-10 > =-10 >5-10 > 3u-0 30 10-30 -30 > >1 >

>
>10-30 >ol-30 >10-30 >10-30 >30 0

3648

>220

125-<150
125-<150

>30-h8 48-66 >6-84

>84

1-30

i2-<24 12-224 12-24 12 024 24<36 24.<36 36-48 36-48

15
16 i 18 t9

>40
>60 >60 6 >60 >W0

12-30
>30

>4.5
>4.5

>30
> >30 - 0

14

3-' 3-4.5
3-4.

belowwater level. geovetry featured <3 ft 0r> describedulng surface logc n _hton Cl31-

!, *.

KHON KAEN CROSS-COUNTRY MOBILITY ROUTES

HYDROLOGIC GEOMETRY, SURFACE COMPOSITION AND VEGETATION FACTORS

*1 "9713I

................

.........

. ...

'

T.bl. 3

COmbi.. ti-

C tioiJi-Sanl 15.

Sten n 3>30

oDl

ter Equal To 54. j in 0-5 >30 0-5 0-5 0-5

01.. 1)

of Stes es ,! D 50 1.. 0-5 >30 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 >5-10 >5-10 >5-10 >10-30 >10-30 >10-30 >10-30 >10-30 >30 I in4 0-5 >30 0-5 3

EqUl ]o.er . To or More Thun

nri.
>30 >30 >30 >30 >10-30 >30 >10-30 >30 >30 >10.30 >30 >10-30 >1>30 >10-30

in.

1-

0-5 >30 0-5 0-5 0-5 0-5 0-5 0.5 0-5 0-5 >5-10 >10>5-10 >10-30 > -30 >10-30 >10-30 >10-30 >30

>30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30 >30

3
6

0-5 0-5 >. >6 >60 >6 >60 >60 >60 >60 >60 >o0 >60 >60 ;60 >6, 0-5 0-5 0-5 0 >5-10 .- 0 5-10 .. ,30 >5-10 3.30 >30 >30 >30

>5-10

0-5
0-5 0-5 0-5 0-5 0-5 0-5 >5.10 >5-10 >5.10 >10-3(l >10-30 >10-30 >10-30 >10-30 >30

>5-10
>10-30 >W-30 >30 >5-10 >5-10 >10-30 >5-10 >10-30 >00-R3 >10-30 >10-30 >10-30 >10-30 >10-30 >30

5
6 T

(-5
0.5 0-5 0-5 0-5 >5_' >10-0 >5-lu >10.30 >10-30 >10-3D >30 >30

0
9 10 11 10 13 14. 5 16 1 1> 19

>30
>10-35 >30 >30 >10-30 >30 >30

>30
>307 >30 >30" >30 >30 >30 .0

.- 30

>N

>30

Fla*1

-11

y1.ate

2..

~
-,.---&

,i

_::.. .......
-6 t

o I$ I

Is

t4t

I
0 3 .. . . .... .. . .. . . toA 9I

I
6
SI

Cst~

f t

-PV

71

ROUTE 2
Q1 Is

ht.omtry
Te.,.li Typ. slog.O
_____

our
ca~

01.01.21 ping

Appoo~h
Aagl

St~p
He.1*4

No. 2 3
6 60,5 (A

- t

0-1.5 0-1.5 0-1.5 0:1.5 0-1. 5 01,5 0-1.5 .. 5

,

7
7A 8. 10 11 12 13 14 148 15 16 17 18

01.5
0.1.5 0-1.5 0-1. 2,-1.5 01., 0.1.5 0.1.5 -1.5 >15-4.5 0-1.5 0-1.5 0-1.5 0-1.5 0.-5 0-1.5 0.1.5 0:1.5

19
20 21 22 23 21.

>150 >150 >12-50 >150 150 X30 >12-50 >12-50 >150 >150 >50-150 >150 > 50-150 1.0 >15C >150 >50.150 >150 >150 >50-150 >50-1.50 >150 >50.150 W5-150 >150 >50-150 >50.150

165-<8o 165:-180 1>)-4150 165.430D 165--130 165-430o 125.<50 125-4590 165.-180 165-<Iao 125.4150 165-430o 100.<125 165-<180 165.i8o 165.0185D 125.4d50 165.0130 165-a8D 125:<50 125-4150 1.65-480 1M,-125 100-l25 1(.j.<180 !25.4150 125-4150 165-430 M .<-4 50 125-a50 V5:-150 165.0130

26
27 28 29 30 31 52

25

01.5

>50.250
310-150 >50-150 >50-150 >50-150 >150 50-150 >50-150 >50-150

165:<0 .0

0.4 0-4 >10-18 0-I. 0.-4 11-l >18. 30 X&8-30 0:1. 0 4 >10.52 o-14 >18-30 0.14 o-4. 0-i. Xls..8 0.4 A4.20 >10-18 >10.18 0_4 -10.18 >10.18 0.1. X10-18 >10-18 >A.10 >A.10 . 10 >18-30 >4.10 Xs8.30 >10-18 A4-10

0 S. 3

6
20,

1.,

3 19 101 5 1s3 1

3:7

19wl ) 161

1jl

11

104.1
19 19j 31 19

0.1.5 0-1.5 J-1.5 0-i.5 0-1.5 0-1.5 35 0-1.5 0-1.5

125-450
100.<125 IOD--425

H W"

33

36
36A 39
1.0 1.1

34:1h:5
38 5

>50-150
>50-150
>0150 >50.150 >150 >150 >50 X1:.45 >150 X150 >150

125-4a50 >18-30
125.450 100.<125 165.<480 165.430 165-430o

~ >1.5-1.5 >1.5.4.5 x1.5-4.5

>1545 >4. 5-9 >4.5.9 >18.3

>1.5-4.

125-<50 >I110

k.2
1. 1.51 k6

125-<50
125-<150 M-<.50 125-4a50 100-4125 165-<480 125.4a50

o>10-18 A4-10 0.1. 0-4 0.4 >10.18 >10-18 o0.o is >,0-18 >18-30 0-4 0:4

13

I
1

4
49

0-. 5 -I. X1.5-4.5 > X0 145 >45.9 A:

>15D >50-150 >X50 >150 >150

11

265--430

0_4

KHON KAEN C MOBILITY.

Wet Se"ou Are

......... ...

........

it
70

its
Table I Twain ftgtor Tma f3wrace Ltion, WataUgg ItrW&Wj suftoe 70min slope Obatul swiM A= h Ar4le SUP Rei&t
uptatim

lortAC&L 1800. b; Lx (Wometry Ob.tacle owing App h Ar,&l. _dW Mop Might

swru.imcomosit Vegetation Combination

C.".i. .Aim piatim 0000 OtM---F=M

0612'"

on stmet .

2rp

Ourrm* 00"MatU29

'it

o-4 %5-aBo >150 165 -aelD 0 4 -150 XO:IF 125:<150 A2-50 0-4 165.-a8o >150 165-<180 0-4 >150 165:<180 0-4 >150 >12-50 125 <50 >18:30 M_<I '0 >18 30 X2_30 0.4 L65-18D >150 165--a8o O_4 >150 >50-150 X2"5-%l >10 1 50 >150 16,_ <80 N" W-150 100-<I" >18-30 165-<i8o 0-4 -,.50 0 4 165:.aplo >150 o:4 165 -aBO >150 >% Jy) 125.-a5O >10-18 0-4 165 <80 >150 165:-a8o A-10 AN >Wll,%O 1.25--aV >10-48 >10-18 "570,10 125-<150 o-4 i65--Wo >i5o '.WISO JC< <25 >10-18 >ViV loo-a25 >10-18 165.<L90 0.4 X50 >W.150 125-a5c >10-18 >V-150 125--a% 110-18 l65-<8o >14-io wm >50-150 165-aSO A-10 >50-150 125--a5O A-10 >50-150 125-aW A-10 >W-150 125--a" >18-30 165.<L80 A-10 >150 X8:,I >WI50 125-<250 >10 >50-150 100--a25 >90-150 125-250 >18-3D >'0-150 100 CI25 A-10 >10-18 - 150 123-<150 110-18 >50-00 125-<150 165-<180 0.4 50 A-10 >50-150 100-<125 165-<18D 0-4 >15,) 0-4 165-.a8D >150 >>150 l65--a * o-4 i25--aV no.O >150 >10-0 125-<150 >150 >10-18 125-<250 HY) >10-18 125-<150 >150 125--a5O >10.16 >150 >50-150 LOD -<125>16-30 X; ) 165-<Pk) o-4 0-4 165--abo >150 125-<150 0-4 >150 165-<i8o o-4 >150 L

2 3 3 6 1 20 3 19 12 5 3 15 19 7 4 21 I) 19 3 2 12 18 3 19 9 4 1 3 19 3 19 19 3 3 6 2 3 3 19 3 3 6 15 3 14 5 14 5 5 3 13 1 1 1

5 60 >60 >60 >60 >W 25-60 >60 25.6o *0 >60 >60 >60 25-60 >60 >60 25-60 25-60 25-6o >60 >60 >60 25-W :-60 R5-W *0 AO >60 *0 25-6,) >60 25-W 25-60 >60 >60 >60 >60 >60 >60 v5-6o >60 160 *0 >60 6c >6 *0 D& >60 >60 >60 >(O >60 >60 >60

>30 0 5 0:5 >5 10 0:5 0-5 0 5 0:5 >30 A).10 0:5 >5 10 0-5 0-5 >5:10 >5 10 0-5 0.5 0-5 >30 >30 >30 0.5 0-5 >10-30 >5-10 0.5 0-5 0-5 0-5 0-5 0-5 0-5 0.5 >5-10 >30 0-5 0-5 C-5 U-5 0-5 >5-10 >5-10 >5_10 >5-10 >5-10 >5-13 >5-10 >5.10 0-5 0-5 0.0-5 0-5

-2-&L, - W 0-5
>30 0-5 0.5 C):10 >5 5 0.5 0 5 0:5 >30 0-5 0-5 >5-10 0.5 0-5 0 5 0:5 0.5 0-5 0-5 30 >30 ' 30 0-5 0-5 >10-30 0-5 0-5 0.5 0-5 0-5 0-5 0-5 0-5 0-5 >5-10 >30 0-5 0-5 0-5 0-5 0-5 >5.10 >5-10 0.5 0-5 0-5 0-5 0-5 0-5 0.5 0-5 0-5 0.5 0-5

r zqml to or Legg Thu

utema or majo-or squu to or Nor$ TIWA

-ra-tima
OWA

steme or DimmiaterMum"a

CombirAttoa

-1-56- X116>30 >30 >30 0 5 0 5 >10:30 >10:30 >10-30 >10-30 >10-30 >30 >30 )-30 MA 0-5 0-5 0.5 >30 >30 >30 0-5 0.5 0.5 >30 >5:10 >10 30 >5:10 >5 10 >30 >30 >10:30 >30 05 0:5 0 5 0-5 >10-3D >10-30 >30 0-5 0-5 >30 >30 >30 5 00 5 0 5 >30 30 >30 0.5 0:5 0:5 >30 >30 >30 >30 >30 >30 0-5 >10-30 >10-30 >30 0.5 0 5 >30 >30 >30 0-5 0-5 3:5 >30 >10-30 >5-10 N5-10 >5-10 >5 10 >30 0.5 0.5 0-5 >30 >30 >10-JO >J0 0-5 >10-30 0-5 0.5 >30 0-5 >5-10 >30 05 U-5 >30 >5-10 >30 0-5 0:5 0-5 >31) >30 >30 0-5 0.5 0.5 >30 >30 >30 0-5 0-5 0-5 >30 >30 >30 0.5 0.5 0-5 >10-30 >10-30 >10-30 >10-30 >10-30 >30 >30 >30 >30 >30 .)O >30 >30 -30 >30 -30 >30 >30 >30 >30 >30 0.5 0.5 0.5 >30 >30 >30 0-5 0-5 0-5 >V >30 >10-30 >10-30 >10-30 :'10-30 >30 >3_10 >30 0.5 0-5 N5 >)O 0.5 >10-30 >30 0.5 0-5 >30 130 >30 0-5 0-5 0.5 >30 >30 >30 ()-5 0-5 0.5 >30 >30 >30 0-5 0-5 0.5 >30 >30 >30 0-5 0-5 >30 >30 >30 0-5 1-5 0.5 >30 >30 >30 0.5 0-5 0-5 >30 >30 >30 0-5 0.5 0-5 >30 >10-30 >30 >5-10 >5-10 >5-10 >10-30 >10-30 >30 >10-30 >10-30 ANN >30 >30 >30 0-5 0.5 0.5 >30 >30 >30 0.5 0.5 0-5 >30 1-10-30 >30 0-5 0-5 0.5 >30 >N >30 0.5 0.5 0-5 >30 >30 >30 0.5 0.5 0-5 . _v >5.10 >5_10 >5-10 >10-30 >,'-" Ab 5-10 xo..30 >5.10 5-10 >5-10 0-5 0-5 >10-30 >10-30 >30 Q.> >5.10 >10-30 >30 0.5 0.5 0-5 0-5 AD- 30 >10-30 >30 0-5 0.5 >A--O >10-30 >30 0.5 0.5 0-5 >10-30 >30 0-5 >10-30 0-5 0-5 0.5 >10-30 >10-)O >V 0-5 0-5 I" >30 >30 0-5 0-5 0-5 0.5 0.5 0-5 >5.10 >30 >30 >3D 0-5 >10-30 >30 0-5 0-5 >30 >30 >10-30 0.5 0-5 0-5 >30 >30 >10-30 0.5 0-5 0-5

NO. 52
53 Ilk 55 56 56A 57 58 59 60 61 62 63 (A 61) 66 67 68 69 70 71 71A 72 T3 73A 74 75 76 T7 78 79 80 al 82 83 84 BS 06 86A 87 88 88A 84 90 91 92 Q3 'A 905 96 96A 97 qtA 48

0-4 165--aeo 0-1.5 >50-150 0-1.5 >50-1%) X25_Ia% >10-18 o-i.5 >So-m i5o-aO >lo-iO 0-1.5 >30-150 125--a5O >10-18 >10-18 0:1.5 >12-50 125-<150 0-4 X65-clao 0 1.5 >150 165.<Ieo 0.4 0-1.5 X30 0.1.5 >12-50 125-<150>30-48 0-4 165--a8o >150 >6.5-9 0.4 >1.5-4.5 >V-iV i65--aM A-10 165--aeo >150 x.5-4.5 A-10 165-<BD >150 N1.5 C-4 o-i.5 >V-m W-aBD 0-1.5 >50-150 LWI-U5 >4:10 0-1.5 >50-150 LOD-<125 A 10 165-Wc A-io >150 >1.54.5 0-4 165-C180 >150 A-5-4.5 0-1.5 >30-150 W-aW xo-18 0-1.5 >30-1V i65-a8o >10-18 >50-150 125- a5O >10-18 a% >10-18 >50-150 1250-4 X25-<50 >1.5-4.5 >150 >10-18 125-<150 0.1.5 1150 125- CIV >10-18 0-1.5 >150 OA 165--m8o 0-1.5 >7-t2 0-1.5 LR-50 165-<IaD 0125-14190 >10-18 >150 x.5-4.5 0-4 125-aV >150 A.5-9 ).65.,aao A-10 0-1.5 >150 >10-18 0.1.5 W-150 100-<125 >10-18 o-i.5 >V-iV ).30-<163 165--aeo >10-18 >30-150 0.1.5 i65-<18o o-4 >i5n x.5-4.5 u-4 i65-a8o >150 A.5-4-5 0-4. M-<M >150 W-a8o Ao-O 0-1.5 >150 125--aV >18-30 X.5-4.5 >50-150 125--a5O >18-30 >1.5-4.9 >50-150 0-4 i65.,a8o 0-1.5 >150 A-10 .1.5-4.5 >50-150 125--aV -11.5-k. 5 W-150 125--a5O A-10 165.<Iao 0-4 0-1.5 >150 0.1.5 >WI50 125-<50 >18-30 x.5-4.5 >150 165-<180 0-4 i65.ti8o 0-4 >1.5-4.5 >190 125-150 >10-18 o-i.5 n2-50 W-Uo xo.18 o-i.5 >A.i5o 0-4 1.5 >1,0-150 165--a8Q >lo-i8 W-<Oo >10-10 .. 5-4.5 >,o-i% i65-<80 >,D-iW X.5-4.5 >150 >150 0-115 >150 125-<150 A-10 125-<150 o-4 i65- mBo

N
6 1 20 17 11 3 3 3 1 1 9 12 9 4 7 3 2 2 22 7 3 19 5 5 5 5 4 1 19 1 4 16 10 11 3 19 16 3 19 14 10 19 18 7 19 15 3 19 3 19 8

:,60 A0 >60 W 25-60 )60 )60 )60 >60 *0 AO )60 >60 >(. 2540 >60 (A A0 )60 25-60 >60 )60 25-60 -60 A0 >60 AO *11 >60 25.6o )60 D60 ),60 >60 >60 )60 25-60 >60 >6o 25-6o W >60 25-60 g5-6D >60 2540 >60 >60 21.6o >60 25-60 *0

O-S 0-5 >540 >10-30 0-5 0.5 0.$ O.S. 's " j Lot, >10-30 >10-30 >10. -5 05 3-5 0-s, 0-5 >3-10 0-5 1 0.5 0-5 ( _s 0.5 0-5 '10-W. >p >30 >3') >10-3w >30 >30 >10.0 >30 04 0-5 0.5 O-S 0,5 0.5 0.3 0-5 0-5 0.5 ().5 >5-10 0.1 0-5 >5-10 0.3 ().5 >3-10 0.9 0-5 >5.10 0-9 0.5 >3_10 O.S 0.5 0.5 0-5 0-5 0-5 0.5 0.5 0.5 0 >5-10 0-5 0.9 0.5 0.5 >30 >30 >;LO>30 >10-30 1.0. 0.5 0.5 0 5 0.5 ().1 0-5 0.5 Qq 0-5 C.-5 ().3 0-5 0-5 0.5 0.5 >5-10 >30 xN >3 0. 0-5 0.5 >3vD >30 O-S 0-5 0-5 0.5 0-5 0-5 >5-10 >540 >5-10 0. 1 ().5 0-5 0-5 0-5 0.5 0.5 0-1 0-5 0-5,4 0-5 >10. 30 >10. >10-30

>30 >3-10 0-5 0-5 0-5 05-10 >30 0.! 0-5 0.5 0-5 0-5

-254>30
>5.10 0.5 ().5 0.5 >5-10 >10-30 ().5 0-5 0.5 00-5

Ao>5.

. . .

KNON KAEN CROSS-COUNTRY _MOBILITY ROUTES

wet Bseon Areal Terrain Typeu

Att

copsto._0

REMISS.1

Li

i.

3 114 .0 ~ ~ ~ ~~ >-0 ~Q
50~~~~~~~ >0

:3

31 >I.8 6 5.0

30 >o w1

:05

.5
05

ao1-3 >030>0-0 *1 >-o . $. - *1.1

0.
-

05
05

05

O-0>L7, 3 -0 >0 3
0_0
103

30 a)

0. 51 ~A 80~~~ 7 ~

50>0-8 2-6 20

-5

51

4 3'.D 3 Ao 03 -0>03 51 .-0 10.3 >3 >30 >3 3D10:0 C4 X1 >1-30)6010-0 eu 0.

.eo

.10

I 9a 6 19 7 20 17 ai

O A > >E0 260 AO 256 )60

. 10o3 >5-0 05 0-5 0-5 >-0 no

0.4 5 to 5 A10 <m A>10 .a>-8o 0. 50a >10-18 ,18 X018 o1.a. 50 F.5.7 I,.5 O00-C25>10.10 I1S4C1@ 0-ia j5C0 0.4 j5..-80>10-18 pma-Gc. >0-18 Ibo5 *1-1 jias-<5 >10-18 t)*.-430 >0-1 m.<18C0 >10-18 >10-18 0A.aa -1. 0-1. 'OD45 D1-14 z *"-450 0-1.3 WM-50 >10-18 11565>10.18 I641 5 o > 10 0.4 3.65-480 0-1.0 W6-080 1.65-480 -k 18 1.65.480 >13185-450 >18-0 F 55-COOD>18-18 165-~~a-I W-3S5-80 >1.-I> u"a-4A>410 165-480 A0 3*-aS50>1-30

>60
,0

>030o0 .m0t 0 >030 >1O-30 >10-30 >o 30 >10-30 >10-30 >O30 >10-V0 X0-10 >10N >103 >-0 >30 >3D N-5 0-5 0-5 0-5 >03 >10-)0 0-5 0-5 0.5 0-5 N1030 >1-30 0-5 0-5 0-.5 o-5 >5-N10- >10-30 >10-30 -10 >1030 >3-0 >10-X,30 >030 >10-30 030 >0030 >10-30 >0V X>30 0-5 o_5 0-5 -05 0 >0-3 0-5 0-5 0-5 0-5 05 >0

3 >30 >3 >3D

25-60 19 >60 1 A0 5 D>60 5 >60 2 >0 a 2560 28 2560 19 A6O 3 19-45-6AD >60 1 >0 5 >060 0 it1..<Le )60 5 25& 19 19 19 1. 10 16 11 I 19 i6. 3 19

31110

0. 0-30
0-5 0-5 0-5 0-5 >0-30 >0-30 >0-50 0-5 0-5 0-5 0-5 10-A >0-V 0-5 0-5 0-5 0-5 0-5 >10-30 0-5 >0r 0-5 0-5 0-5 0-5 0-5 >10-30

0-5 >5-_10 05-5 05 10 >30 >30 >0 0-5 0-5 05 05 5-0 >51 >5-10 51 0-5

A005 0-5 0-5 >10-30 0-5 >030 0-5 0-5 0-5 0-5 0-5 >10-30 0-5 0-5 0-5 >10-30 0-5 >030 0-5 0-5 0-5 0-5 0-5 >10-30

>3D >30 >30 >30

>30

w .30

'.30I
>30 >30

>0

0-5 0-5 0-5 0-5 03D 0-p 0-5 0-5 0-5 0-5 0-5 0-5 >030 0-5 0-5 0-5 0.5

>-30 W3 0-5 0-5 >03D >103 0-5 0-5 A10-30 >10-.30 0-.5 0.5 >030 >030 0-5 0.5 >30-30 >10-30 10-30 >0-0 W1>1-0 0-30 >0-30 >030 >10-30 10-30 >0-3 *4030 >030 045 0.5 >130 >030 0-5 0-5 >.30 >40 0-5 0-5 >10-30 >510 0-5 0-5 30 >10. >10-30 >0530>3 -0 05 >0-0 10-3D >10-30 >40-3 >303 >030 0-5 0-5 >130 >030 0-5 0-5

>30 >30
>3D >30 >30 '

19. 10

0-5 2560 0-5 540 >5-10 )>60 >.30 >60 0-5 236 >30 5>60 0-5 VA0 0-5 25-60 0-5 A0 05 560 .05 0 > >51 2: >030 l

>30
>030 >5-10 >10-30 >-0 >1030 go-s

>o30 >030
MO W3 >030 >.30 >.03 W3 >030

>30 >30 >30 >30 >.30 >0 >30 >30 >.30 >3D >304
>30 >30 >30

'

>30

>30. >30
)Q0

>30 >30

>30-) >30 >-30 >30P

>-1 >30 >-0 >10-30

0.5

0-5

0-5

0-5

>030

0-5.

>0 >30 >30 >30 >30

165.480

~ ~ ~

~-

~ -

- 0-. 13sSo

>0 plt >

LgGEND
,...d-FErATUiRES WiTH TEA DEPTH < 3 PT.

"-.--

FEATURES WITH WATER DEPTH

<3 PT.

UNIT 0984HATIONS POR STREAM SEGMENTS ARE BOWEDI BY TICK MARKS. NUMBER COMBINATION& IN NUMElRATOR
OF FRACTION NEVER TO

WYDF40OCMC

GEOMETRY UNITS A EARING IN EITHER TABLE OR 2. NUMIR& IN NOMINATOR RIFR TO SUSJ CE COMPOSITION-VEGETATION STRUCTURE FACTOR COMBINATIONS APPEARING IN TABLE 3.

it;

40r

Ap'o

46

'N
ROUTE 2

Hiydrologic 3'

TOM.1 I try Fatte Cminetton.

M9o t at~ of -0p t g.

.IO. It

at* Ih

Onit

SU~P, 01 15.14

St-P. 4,6

1.. .l3 -1-o

of Step. do&
Be

fop of Step,dog

In. 1.30 18-30 L

669 676 679 684

165..18c, 165.<180 16!.~i NO

l5olo 1"1

18o.<ooo I80 2,02

l80-KPOO

-,-w0pO-VIO

118-JO '10.48
130-18

1o-6 l5-I

165-19,J 165-10
123490

180(200 IAooCpoo
PIO P2o

8o20 80

'18."N 'Y"4.8
).48

h 6

836 86 846 867

6-5 125.<150 1205l153 125.015u 125* 1511

l

V5A13 O'0~ PIo~ 2105*20 P12OM 2101. M0

.0-48 13o.68 '30.48 '48-66 48.66

15-1., 124*13 IS I0l6 I1250 150 165

113-2O 220 210( FIVO 2 i10-20 .13.0 10

'.-8 ..30.48 ,30.0~

.68.66

zj

-48.66

It J

Hydrologicfomtuw s

<3 ft 0 ft douotibed using borfe goeqtry ,I.oai fie& ton.

NswH

KHON KAEN MOBILITI

Wet Season L

Kydro 1,~

GeOatry Water Depth >3 Feet

Table tort.e C ,OitIeevewvl

It.p.

.~

~~r Iep'.o
__

Angie. deg
Q141. 14L

,-i ht in.
.-

POmciOn Or step I.._

-

Angle
______

Heigh4t PomitoO
in._ ________ step__ Bas,_i,__<3ft__f

et

*or

P1St.ofD

14zIi

t 0-

3-4
14 5-642A-ae lvl).

A--:2
>4.5

5.

294 1

25-60 25-60

14
2 3 3A 414

)-5

0-5
>30

0.5

0-5 0-5 0-5

Q-

-a.

12 1~1 .

21 >65.180

12-214 1341 12-<24

1-12

-,1*

a165-18D

12-424

1-12

)60 25-60
)60 6005

05 0-5

>30
0 5

0-3

0-5 0-5
0 -

>30

255 1.~6
20 k,7

(11.5 4, i'14 1, 145-155 145-15',

21
11

103
1

4,.

36.48 >148
-. --

1-18 b.1

>1.8b.1
-

-648bwI

.45 10-6141 12.-14 >18-36 lo. (145 12-4 11b1 145-155 >48>-0 4 bl (115 >144b3 8M
145-155

>4.
3. >.5 A 5
3-4.

19

307
19 25,5

2'5

0 9 0>
6 )60

05 0
>51

005

58>0

05 00

15 -t ii 'l
153
Lit

0
>51>5

0:
51 >510.0 0-0 >10.30 1-0

145.155 145.155

-..

I,

1.0-414 >36-148 b4.1

12.44 24-<36 214-<16 24-36 36-142 ----

181. 1IN 251

2W7

15-5 145.155 145-155 145.155 145-155 155-165 155-165

1".165

>18- 36 >18-36 >-18- 6 >12-36 >18- 36 --

1.1
b4.1

bw1 14.1 14.1

12.-124 >36-48 b4.1 >45 3031 12-214 >18-3614-1 3-14.5 1, 24-(36 >18-36b1 214.515)0 155-165 -. >4.5 -3 165-180 214-,c36 >36-14814W1 >4.5 25
145-155 145.155 145-155 145-155 145-155 145-155 155-165 -5 155-165 145-15, 12-214
.-

13
15S

>18-36 14.1 ->10-361401

>4.5

1
2,117

>60
6
>60 )60

51 >10 >00 >030 3 >30 >30

>30

>30

>03

51 >103 1-0 >10-3D

).10-30

3-4.5

303 304 111

155.165

V39 383 1413

49 16-M 16-8 *3.121. .5 8o~;

155-161, <12 155-161,24-36 155.165 36-148

jU2 15W %2 1,-1516-~o At -t"( 1-1 1-12 -.. 1 >1-18 bwl

I-.

214-<36 214-<36
-3-4 <12

1-18 Owl1
*

3.14.5 3.14.3-1.5>4.5 >14.5 3.14.5 54.5 A1.5

13 9
8,12 12,5 11 9 11,27,31

18

19

>63

155-165 36-148

364 , At %caterle-~1 -1-18 14.1

8
26 2

>30 >30

>10-30 >30

Ab0~- mt

KHON KAEN CROSS-COUNTRY MOBILITY ROUTES

Wet Season Linear Terrain Types

SCALE

Table 3
Surface Cow osoVeatetlo Strwtwv

Factor Oain tions of Ste.. ft Stats of Dimmotr Sqal to or I=

.qw S onin

No_
1 1A 2

copoi So'
25.60

Steam of blaater lqmil to or

.. J501M

Sj.-!f

2fin&
0-5 0-5 3 0.5 0-5 >30 0-5 0-5

50a in.
0-5 0-5 >30 >30

nf. 1
0.5 0-5

a.1-

L.

>60
25-6o

>30 0.5 0-5 0-5 0-5 0-5 0-5 0-5 0.5 0-5 >5:10 >5-10 >5-10 >5-10 >10-30 >10-30 >10-30 >30 0-5 0-5 0-5 a-5 0-5 0-5 0-5 0-5 0-5 >5:10 >5-10 >5-10 >5-10 >10-30 >10-30 >10-30
>10-30 >10-30

3 3A I. 5 6 7 8 10 ,I l1A L2 13 16 15 16
17

*o 25-6o AG6 360 360o 360 >60 >60 'Go 'Go 25-60 'Go 'G0 '60 >60 'Go '60 'G0 'Go

0-3 0-5 0-5 0-5 50-5 >5-10 >5-10 >5-10 >5-10 >5-10 >5-10 >5-10 >0D >10-30 >030 >30

0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 >5-10 >5-10 >5-10 >5-10 >10-30 >10-30 >10-30
>10-30

02'5 0-*5 0-5 0-5 0-5 0-5 0-5 0-5 0-5 >5-10 >5-10 >5-10 >5-10 >10- 30 >10-30 >10-30
>10-30

>30 >30 >310 >30 30 >30 >5-10 >10-30 >5-10 >10-30 >1.10 W3 >-30 >10-30 >1030 >30 >30 >30 >10-30 >5-10 >5-10 >30 A10-3 '10-30 >5-10 >10-30 >5-1.0 >10-30 >10-30 >10- 30 >10-30 >10-30 >10-30 >10-30
>10-30

Than l >30 >)D >)D >30 >30 >30 >30 >3C >301 >2 >30 >30 >30 >30 >7'n >30
>30

j0it
4

>30 >C30 >030 >30

>10-30

>30 >30 >30

18
19

>)0
>30

>30
>30

>10-30 >30

>10-30 >30

>10-30 >30

>3D
>30

W3
>30

>30

Plate ~4

to

to
59 .. .......

is6

(3S

ROUTE'

I~

At.3~I

57

55 0

ROUTE

.2

'

9s~~~SAE

*p~7

AREAS:S.I SILSTENGHOEHAON7E1A SESNT 54 UN E

Son

Soil Strength Map (Denotes

RHON KAEN CROSI MOBILITY RO4

Route 1 in which Changes C0 Strength from Dry Season t

-NSCL

too

SR

41

0~~

10

jr~so

..

..

...

J~

AREAS DENOTE TERRAIN TYPES IN WHICH SHADED FN0 '40 OURING DRY SOIL STRENGTH CHASIGEO KEANN To 2540 DURING WETSEASON.

It'.

Wil

KHON KAEN CROSS-COUNTRY MOBILITY ROUTES

Soil Strength Map (Denotes Terrain Type along Route 1 in which Changes Occurred in Soil Strength from Dry Season to Wet Season
SCALE

WAS

t--

Plate

1 ie

10

3
7

r"I

ROUTE'2

If*

HCaHE1LS
1 60MI

ALrPNT

Ban Hi

------

RHON KAEN CROSSmi MOBILITY ROUI

Soil Strength Map (We*

10

AL DE 31TE T,4 IL

TIRPAI rYPL5, s 254 MCI

KHON KAEN CROSS-COUNTRY MOBILITY ROUTESJ

f
I,

Soil Strength Map (Wet Season)

.3cALE

4 fAIL 3

144

A 4

-,-I Mt

[I
I
3.

Pate 6

It
AsA

At

LAKU

*Its

Ma

L~~

Mi

so

at

AIA

IRS

so NW4

1 I

_----I

KHON KAEN CROSS-COUNTRY

MOBILITY ROUTES

aISL

ti

141

XA

let

"
F

11
It I

ILI its.

?5

,,

Is.'

".MUMA~ PAIN, SELECTED MITHIN THE POUNDARIKSOF ROUTE I 9ETWEEN SAN MENOAND BAN SANGKAEO. HUN~mEnINDICATES VEHICLE 1PEED IN MPH WITHIN EACH TERRAIN TYPE. LAKE 'S-

10

TE
01

fi
91

.1
14Il

120

It,

to$ @1 Ii
-Ilk

174.

ROUTE 20.

gas

03

Ba

Hi

KHON KAEN CROSS MOBILITY RO0 m4656 TRAVCR

WET SEASON SOILq 60 AND 40

18.1 4.2 13 7.t 1242 . 1 430 126 1A

ts

0-

411

KHON KAEN CROSS-COUNTRY MOBILITY ROUTES

M656 TRAVERSE WET SEASON SOIL STRENGTH S0 AND 40 RCI
* 0 I I

4UILES

3
1b2
8

4M"S

ZZ*=

---

it

ati .1

14 .1 4

0.

IL

I-

Plate 8

It
qIL, 0.1

til

0.

6.S.

to.

a.1

0.

Itt

LEGEND OTI&&A4 PATH SELECTED WITHIN THE BOUNDARIESOF ROUTE !BETWEEN SAN MENGAND BAN SANGKAEO.

8.0

NUMBERINDICATESVEHICLE SPEED IN MPH WITHIN EACH4 TERRAIN TYPE. LAPS

ii

iL~ I'0.9

ROUTE

ts.

0
th 13..1

ROUTE 2

13p

*~

at

-Le.

Ban Nng H

KHON KAEN CROSS-i MOBIL ITY ROLA

vmIIcLE m656 TPA WET SEASON SOIL 80 AND 35
0
fit

lit

..

&

-7.
IW

.TAU

M IA

-1; .

I4 ~ ....

)?

~t. t

14.1

160

to....

-..

HA...~.

..

KN ON KAEN CROSS-COUNTRY MOBILITY ROUTES

VM1ICLE 14656 TRAYJIRSE

WET SEASON SOIL STRENGTH 00 AND 35 RCI

___ ___ __

a3

4 MILES

It?

14A1

plt~te

.0

ROUT A OG I9.KE N IA AGK

NUMM

PNIATSV9EC

PEDTI WITHIN ON

ANIE

TKONINTYPE.

L-1

iit

ROUTE 2

C7*

am

N"

-N-

A
I
AV

RHON KAEN CROSS-CO MOBILITY ROUTES

M54A2
Dry season
1060

II

KHON KAEN CROSS-COUNTRY MOBILITY ROUTES M54A2

Dry Seuoll
I

I
I.

..

4M16

jl~&

lla

'II
io

_21.

I
tII

I
Plate I0

J.0 to

AM'

0.0,

11
f'1
Ii

OaTIAi ATH

LEGEND

OPTIMUM PATH SELECTED WITHIN THE BOUNDARIES OF ROIUJT I BETWEENBAN "END ANO BAN SANGKAKO.

HAER IN ICATES VEHICLE SPEED IN MPH WITHIN EACH LAKE

i-

.. i

to 1
,.---lo--. i .t

1.7

tt

ROUTE 2

-MO

B14111"

Hi

KHON

KAEN MOBILITY C'Rj

I434A2 TuA

WET SEASON SOI -N-

at

71714

KHON KAEN CROSS-COUNTRY MOBILITY ROUTES

WET

1411 uRAVIRSE SEASON SOIL STRENGTH 60 AND 40 RCI

3 4 MILAS

SI

0 0

I7.8

p1

at e

1-

II

log

u|

to

&t__ M_

LEGEND

OPTIIAAI PATH SE[LECTEDWITHIN THE OWJOAIE.' OF I OUTE I BETWEENWANWNO AND WANSANG KAEO. |0.0 NUMBERINDICATES VEHICL.ESPEED IN t4PH WITHIN E ACH TERRAINTYPE. LAKE

.i

I
ROUTE
10,11G i V

Ito

~~
4
0.

91

U.10.

80 8

6.2
All

Ito

u
10. 1

ai4.

tvii

ItI
a,2

RHON KAEN MOBILII

WET SEASON'

vMzcLZ

60.
66? 0.

0.

ui
-

fib

010 9.

6 .

00. a

KHON KAEN CROSS-COUNTRY MOBILITY ROUTES

vzHicLE 154A2 TRAvmBE WET SEASON SOIL STRENGTH S0 AND 35 RCI
SCALE
.1 4MILES

I0I
91 A

PLATE 12

'JA

797'

1*

Lam
LE.CTEDWITHIN THE PUNIJNIES OF OPNA PAIN RJTIE I 9ETWEN EM WHO AMDBAN SANGKAKO. Zt NIR INDICATESVEHICLE SPEEDIN W4 WTHIN EACH TEMANI TYPE. LAKE

Is-1.

A,4

atet

QII

KHON KAEN CROSS- Col MOBILITY ROUTE$W M 520

Dry Season__

Si ItsA

W.

to

TI

22

Xf

. HON KAEN CROSS-COUNTRY MOBILITY ROUTES M520

Dry Season
I

a
iI:

4 MLII

di

Isk

Plate 13

S.

6%

7.0 U

ii

i7| 7*
7.1

iiii

'

1.0 58 7.

A?

,7.8

~.0

S68

68

.3

77.

7..!
s. IS..6

It

ii
; , i

It
OPTIMUM PATH SIrLE TED WITHIN THE BOUNDARIES OF ROUTE I BETWEENBAN MEN 0 AND:BAN SANGKAEO. "712 NUt~Mr IND C:ATESVErHICLES EEO IN MPHWITHIN EACH TERRAIN TYPE. /

7 7.f
7.7 9.

ol

ae

is

~7..
5,74

ROUTE 2

lfotj'a

Ba0H

KNON KAEN] MOBIL,

X50 WET SEA 604

2::,

IlAt

119457.1*

: '

71f

7.7

KHON KAEN CROSS-COUNTRYj

WET SEASON SOIL STRENGTH 80 AND 40 RCI

SCALE
7L,, ,3a 4 MILuS

MOBILITY ROUTES M520 MMVESE

As

ts

AI

94

or

plate 1

10I
(in.1A A

ILA

S.11

ROUE IETWENLEGEND

SN

AD

OPIU AHSeLECT'ED WITHIN TME BOUNDARIES 0,1

RDT 8TENAN MENGAND B.N SN AO N UMBERINDICATES VEHICLE SPEED IN MPH WITHIN EACH TERRAIN TYPE. LANE

.5o

'r

1.

.1

.01

"

G .~a2

3 .6

4.511

77.4

ROUTE 2

14
_

WI H

KHON KAEN CROSS-, MOBILITY ROUT4

VEHICLE M520 TRAVU4
WE7

-N1.0

SEASON SOIL STI4 60 AND ,, 35 RCI

I 7A I-

1.o'A

,12

"".

--

"

.a

71

ci

ti

3.6

3.

4.0

75I

1.

r3

I..!

I!

'

ii

ii

I'

+.#W~u-~.

MOBILITY ROUTES
VEHICLE M520 TRAVERSE

WET SEASON SOIL STRENGTH 00 AND 35 RCI

SCALE

0i.

3t

17A

isi

tsV

MI

Plate 15

I
?SASAI TYPE.

ALAN

VmI

Its
8.4.

.1"

-J

C7

Sim 14

MOBILITY ROUTES

00

10.

8 of
9 *

3 )A
la
M/do

-.-

:.I1'~
/do 94
* ** *

HON
ld#g

AENCOSSNOUN

KHON KAEN CROSS-COUNTRY MOBILITY ROUTES

M 548
3CALE I I 0

DRY SEASON
4ULIS 4

/01

F_

iJAOVWA,4

'a|

LS

Plate

16

iI

'A

IL I, t

I
tJOS

,.~1

2~

6.4U

It

tol

I'
10.0

LEGEND

OPTIMUM PATH SELECTED WITHIN THE BOUNDARIES OF

WOUTEI BF1VEEN SAN MENG %NO MANSANGKAEO. NUMBER INDICATES VEHICLE SPEED IN MPH WITHIN EACH TYPE. TEPNAFAI

9.4
4 19 .00 0I 110 A 84

14
44

9.2

It

Ita
Ito2

ROUTE 2
10A4

Ban

RHON KAEN CROSS-COUNTRY MOBILITY ROUTES I

-N1(5148 TMlVRBSE WET SEASON SOIL STRENGTH 60 AND 40 RCI

II"

\bL

-9

Lag

9.4

*w

91
4 I.I

0
RE

0i

mdi

'4w

-4k

do.4

.4,

* SL e aaw T owo

.4

44

%i

LEGEND OPTIaM PATH SELECTED WITHIN THE BDARAIES OF ROUTE I BETWEEN CAM MEMOAND BAN SANGKAKO.

10.0

NUBE
LAKE

TERAIN

IK-ICATIES VEHICLE SPEED INMPHWITHIN EACH

Y.

*01

1~ 1 jigo

a.

to

its
AsA 30 o Aw o

NJ

ROUTE 2

Isi
0A

ROU Al

n"H

,k-

KHON KAEN CROSS-COUNTRY

MOBILITY ROUTES
N8 ThAVIn U54 WET SEASON SOIL STRENGTH SO AND 35 RCI

IN
U.~o

-- -- - - - - -

*-GI,

002
U.

~-

..-

PaulM

.4-

8711m

a.

4,d

87474*.*~ 5..

to

a wo
coo

to
A-

'1l

ROUTE
12. ., 0 274

1_.
4.1 a7s I s6 1., ., ISO , 24 4.

,,

4
* 014
I

*4
.0

4.1

..~

1. 6 i.1o
1.5

6.II.

ROUTE 2

PI
/I 0'
03

aa

11.0
) 41

-1
B

, ---.

- --

*~~~~~w

Y-

-----

-N-

I'
82.4

KHON KAEN CROSS-COUNTRY MOBILITY ROUTES

M1l3A]1 TRAVERSEj

DRY SEASON SOIL STRENGTH

60 AND 40 RCI
2SCALE
38
274 so4

3.4

AIILES M

74

84s

12a

274 47.4

2.2

274 V4 62.4

4.0 2

4 4.0

4.1

12

ILI

IA

Plate1

--------------------- ~

--

~........

APPENDIX A:

WES ANALYTICAL MODEL FOR PREDICTING

OFF-ROAD GROUND VEHICLE PERFOR!MLANCE 1. The WES analytical model for predicting cross-country performance

is described in detail in WES Technical Report No. 3-783,

"An Analytical

Model for Predicting Cross-Country Vehicle Performance," which is now in vehicle preparation. This model uses as input data terrain characteristics, relations

characteristics and performance, and terrain-vehicle performance

to predict performance.in terms of speed, fuel consumption, and delivery

rate.
2.

The portion of the WES analytical model that pertains to vehicle

performance predictions (speed and delivery rate) in areal terrain factor complexes composed of any combination of factors of surface composition, surface geometry, and vegetation was used in this study and is identified basic relations used and in fig.Al as program 1. Brief discussions of the the application of the WES model are presented in tables41 andA2, respectively.

II

pf

ijj

M.

K'INPUT

I DATA, VEHICIECHARACTERISTICS, TERRAIN RELATIONS PERFORMANCE AND TERRAIN-VEHICLE

___________LINEAR

FACTOR COMPLEXES TERRAIN

NATIONTOFNING OF ANY COMBINATION COMPRISED FACTORS OfOF SURFACE COMPOSITTON GEOMETRY, AND VEGETATION SURFACE

FEATURES MICROGEOMETRY LINEAR AS DISCRETE DESCRIBED OBSTACLES OF UNIFORM SIZE AND SPACINGCYCLC)SUCHA ICE FIELDS N ? IS WATERPRESENT

__PROGRAM

PITGRAM 2

3' PROGRAM I ROUTINE

pRo
R NO GO ARE OBSTACLE DEPTH,VELOCITY EXIT ANGLESAC SUB DETERMINE IS TRACTION SU,. IS T I DETERMINE ENT Rol NO DETEMINE TIME BY AMPHIBIOUS TIME DETERMINE BY NONAMPG TV IS SUBMERGED YES

PROPELLING AVAILABLE ESTABLISH RELATIONS - SPEED FORCE (PO 2 ROUTINE FORCES RESISTING DETERMINE (R Fs) IF NO OBSTACLES PREDICT SPEED PRESENT PRESENT PRESENT OBSTACLES

PROPELLING AVAILABLE ESTABLISH RELATIONS (PI) - SPEED FORCE ROUTINE2 FORCE RESISTING DETERMINE F PREDICT ZERO SPEED IF R IISGREATER THANREQUIRED IFEATURE

GEOMETRY IF OBSTACLE DETERMINE TO WILL ALLOWTHEVEHICLE NEGOTIATE LINEARFEATURE PROPELLING AVAILABLE ESTABLISH RELAIONS FOR SOILFORCE-SPEED ROUTINE 2 DETERMINE MAXIMUMFORCE TO NEGOTIATE LINEAR THE MAXIMUMSPEED DETERMINE FOR CROSSING THE LINEARFEATURE AS CONTROLLED BY FORCE T 3 ROUTINE FOR D' ;ERMINEMAXIMUMSPEED AS LINEARFEATURE CROSSING BY DYNAMICRESPONSE CONTROLLED TO CROSS TIME REQUIRED PREDICT LINEAR FEATURE

NO OBSTACLES PRESENT J

ROUTINE 3 CONSIDER TACLE-VEHICLE RELATIONS GEOMETRY IF VEHICLE ZERO SPEED PREDICT DUE OBSTACLE CANNOTNEGOT!ATE GEOMETRY TO OBSTACLE-VEHICLE FOR MAXIMUMSPEED DETERMINE CROSSING OBSTACLES AS CONTROLLED BY DYNAMICRESPONSE PREDICT ZERO SPEED IF DYNAMIC

ROUTINE S FORCE PROPELLING ESTABLISH RELATIONS Fom) SPEED (P THATCAN BE HEIGHT FOR OBSTACLE OVERRIDDEN ROUTINE 4 ESTABLISH RESISTING FORCE ( SB + FL I F) - STEM DIAMETER

(RLA I

RELATIONS

F. )

STMNIMEE
I

OBSTACLE RESPONSE FOR CROSSING

IS TOOLARGE
___________

FROUTINE

41B DETERMINE TOT CONSUMPTION

-4

S ROUTINE -IIROUTINE AEADEIE ESTBLSHPECET DENIEDPERCENT ESTABLISH STEMDIAMETER HE IGHT - AREA OBSTACLE RELATIONS

4_IETR

PREDICT AMOUNT OF FUEL LINEAR CONSUMED WHILECROSSING FEATURE J

IACCELERATION

I v

~~~~~TIME-DISTANCE
CONTACT APPARENT iDETERMINE FORCES SPEED BASED ON RESISTING AND DYNAMIC RESPONSE 5 REQUIRED TOTALFORCE DETERMINE TO CROSS OBSTACLES IF ZEROSPEED PREDICT AVAILABLE TRACTION INSUFFICIENT OBSTACLES FOR CROSSING SPEED FOR DEYERMIKtAVERAGE AN OBSTACLE CROSSING AN TIME FOR CROSSING DETERMINE OBSTACLE AT AVERAGE SPEED T_ ROUTINE6 MAXIMUM SPEED DETERMINE OBSTACLES BETWEEN FOR TIME AND DISTANCE DETERMINE FOR DECELERATING, ACCELERATING, BETWEEN AND AT MAXIMUMSPEED OBSTACLES FOR SPEED DETERMINE AVERAGE ACCELERATING AND DECELERATING OBSTACLES BETWEEN SPEED PREDICT T 7FUE ROUTINE DETERMINE AVERAGE FUEL CONSUMPTION RATE RATE DELIVERY 4ETERMINE

AND SPEED-DISTANCE ESTABLISH TIE ITACRLTONFRRUTE FOR RELATIONS AND DECELERATION

______________________

ROUTINE

ANDAMOUNT Of FUEL PREDICT TIME

CONSUMED

ROUTINE6 SPEED CONTROLLED BY ESTABLISH AREA DENIED(AVOIDING PERCENT HEIGHT-OUTINE - OBSTACLE OBSTACLES)

RELATIONS DIAMETER STEM

ESTABLISH SPEED CONTROLLED BY OBSTACLES) (OVERRIDING FORCE HEIGHT- STEM DIAMETER OBSTACLE RELATIONS 7 ROUTINE ON THE BASISOF SELECTED SPEED OVERRIDING BETWEEN TRADEOFF AND AVOIDING OBSTACLES MAXIMUMSTEM DETERMINE HEIGHT AND OBSTACLE DIAMETER TO BE OVERRIDDEN 8 ROUTINE DETERMINE AVERAGE SPEED CONTROLLED BY RECOGNITION DISTANCE ROUTINE 9 SPEED PREDICT ROUTRIE10 RATE E FUEL " CONSUMPTION PQEERI DIT ERMINE DELIVER

R = MOTIONRESISTANCE DUE TO SOIL DUE TO GRAVITY F, - FORCE a REQUIRED TO CROSS AVERAGE FORCE F 4 TO OVERRIDE REQUIRED FORCE F. - AVERAGE SD
*

OBSTACLE CONTROLLED ACROSS SPEED -

Fig.41.

WES analytical model for predicting vehicle p

'1

I CHARACTERISTICS, TA,VEHICLE
ICLEPERFORMANCERELATIONS

4 1
PROFILEPEFDC FICGROUND SPECI OPLEVEL OF A SLOPING, PROFILE ABRUPT CONTAINING SURFACE SIZE Of NONUNIFORM IRREGULARITIES ANDSPACING

COMPXE FACTOR TERRAIN LINEAR

? PRESENT IS WATER

YES

PROGRAM,
'= JROUTINE

'

Ii
]

E GT E AX

TAL CE I 2

OUTINE __ _

O.AM I

T__ ~

VARENO 60
-

? AND A-IDENTRY VELOCITY ACCEPTABLE DEPTH, WATERID GEOMETRY, OBSTACLE EXITANGLES

NO

IDETERMINE ._______ESTABLISH tIS

DISTANCE_]ROUTINE SUBMERGED OUIE2FORCE-SPEED

SEGMENTS DISCRETE 2 INTO PROFILE SPECIFIC PROPELLING AVAILABLE

RELATION E3 UTIN RO R +

T N SUFFICIEN CTIO TRA AND EXIT 7TME ENTRY DETERMINE

NO

RROUTINE

2E N
BEE NDETERMINE

ROUTIE 3

"r

FORCES R+ F ) RESISTING ( DETERMINE

OTN

WATER TIMETOCROSS VEHICLES R AMPHIBIOUS T 4 ROUTINE WATER TO CROSS TIME DETERMINE BYNONAMPHIIOUS VEHICLES ACCEPTABLE TIME IS SUBMERGED YES ROUTINE ANDFUEL TIME TOTAL DETERMINE CONSUMPTION

4 ROUTINE CAN IF VEHICLE DETERMINE DUE TO OBSTACLE NEGOTIATE GEOMETRY OBSTACLE-VEHICLE WhEN SPEED ZERO PREDICT 03STACLE-VEHICLE INTERFERENCE OCCURS FOR SPEED MAXIMUM UETERMINE AS CONTROLLED SEGMENT VERTICAL BY MAXIMUM SD ACCELERATION, 5 WHEN D 0 SPEED PREDICT F r5 ROUTINE

NO GO V____CROSSING '.NDrUEL TIMEPENAL-Y ESTABLISH TIME FORPENALTY CONSUMPTION

AR

FOR TIME-DISTANCE RELATIONS ANDDECELERATION ACCcLERATIOA FOR EXITSPEED APPROX DETERMINE SEGMENT
DI

ROUTINE 6 FORCE REQUIRED TOTAL DETERMINE TRACTION DETERMINE IFSUFFICIENT

IS AVAILABLE

FOR SPEED AVERAGE PREDICT ABRUPT CONTAINING SEGMENT IRREGULARITIES 7 ROUTINE FOR SPEED MAXIMUM DETERMINE SU9FACES SMOOTH TIMEFOR CROSSING DE RMINE SEGMENTFOR t SMOOTH SPEED FOR AVERAGE PREDICT SEGMENT SMOOTH N G DOR AL L SEGMENTS FOR ALL
T

FORCE PROPELLIN3 p = AVAIIABLE TO SOIL DUE RESISTANCE Rs = MOTION DUETOGRAVITY f, = FORCE F.. OBSTACLES MULTIPLE TO CROSS REQUIRED FORCE AVERAGE STEMS MULTIPLE TO OVERRIDE REQUIRED FORCE AfERAGE f. RESPONSE DYNAMIC BY CONTROLLED OBSTACLE ACROSS 4EED SO

CONUMPTION B FUEL ROUTINE DETERMINE

RATE

FOR SPEED AVERAGE DETERMINE PROFILE SPECIFIC FUEL AVERAGE DETERMINE FIC FOBSPECI RATE CONSUMPTION PROFILE FOR RATE DELIVERY DETERMINE PROFILE SPECIFIC

for predicting vehicle perfor axce

SURFACE GE014
SURFACE COMPOSITION Pavement-vehicle relations The WES analytical model for predicting cross-country performance of military vehicles begins with a basic relationship peculiar to each vehicle type, which expresses the maximum tractive force that can be developed at any speed on a firm, level surface. The relation for a particular vehicle may be obtained empirically by drawbar pull-speed and motion resistance-speed tests on a firm, level surface or may be computed from engine performance data taking into account propulsion system losses. An example of this relation is shown in the following sketch: The effect of macroslopes (slopes 1o1 on vehicle speed is take' into account in 4 to compute the forces due to gravity as .h. S A A

Large scale linear obstacles Speed, mph S ,and

Soil-vehicle relations

For such obstacles as ditches, dikes, vehicle-terrain model is constructed to de if not to determine the maximum vehicl:
the vehicle attempts to negotiate the obst following sketches.

For a given soil type and strength within a terrain complex, the maximum traction that the vehicle can develop, the motion resistance, and the tractive force-slip relations are used to adjust the relation shown in the above pa.'agraph for the effect of soil strength. This may be done empirically, by field tests, or may be computed by previously established relations1 , to 1 ield a curve showing the tractive force that the vehicle can develop at any speed on smooth, level soil of the given type and strength. An example is shown in the following sketch.

I
. .
Interference

e'". Tractive Force-Speed Relation Adjusted foi Soil Strength and Slip

The force required for the vehicle to negot angle is considered as the maximum force req Large scale nonlinear obstacles

--- k__o__-_______

Spee,

mph

Boulders, mounds, craters, and other. the vehicle may override (vertical obsta are evaluated in the same manner as the i_

Although vehicles rarely attain the maximum speed permitted by the surface they 3 WES are crossing, the above relation may be considered as the baseline of the

override is concerned. For those which determined by the area denied-speed relaii
re a d en ied is w ith in th e l im it s o f 10 p er i esta Opret hr sn fet
-

~~~the

m o df eo . c O et hxits ra t ri ev nt e ed t e o h er r es sti n f o e es o na speed axis are entered speed limits imposed by surface roughness, visibility

and the effects of water crossings (swimming, fording, and entrances and exits from streams).

than 6o percent, the area is impassable.e ora6 perecetd relato wih idicae.t shown in the sketch below.

Raised num rs refer to the List of References at the end of this paper.

Area Denied,

~,

TableAl
BASIC RETATIOllS USED IN THE WES MODEL

SURFACE GEOMETRY Small scale obstacles Smal scale obstacles (surface roughness) which cause vibration or vertical acceleration of the vehicle, may be linear or non-linear and may or say not be avoidable. For those which are unavoidable, the average force-speed-obstacle height relations are used to deoverride and the speed-obstacle termine the average force required for 5 height-vertical acceleration relation is used to limit the speed on the basis of driver tolerance to vertical acceleration. Examples of these relations are shown in the sketches below:

ken Into account in the model by use of classic formulas due to gravity as shown in the following sketch,

W cos e W
*,

H OainO s
a, 'a

2.5 g vertical acceleration in the drier's compartment 9-in. Obstacles

Q)~

tacles
a as ditches, dikes, etc.,

'
a two-dimensional geometric

gJle8 Speed, mph

is constructed to determine if interference will occur, e the maximum vehicle attitude angle that will occur as negotiate the obstacle. ,xamples are shown in the

Speed, mph

The effect on vehicle speed of small scale irregularities which are avoided is determined by the area denied-speed relations cited above.

."..~

SVEGETATION + Override considered by The effect of overriding vegetation on speed is the model in terms of force required to override multiple trees. Estab6 lished relations of stem diameter-spacing - work required to override and maximum bending stress for speeds of 0.1 to 17.0 mph at a range of pushbar heights are used to derive the relation of average force required to override multiple trees and stem diameters overridden. An example of the derived relation is shown below:

L-

--

.Maximum Attitude Angle, a

kr the vehicle to negotiate the maximum vehicle attitude h the maximum force required due to the abrupt irregularity, obstacles craters, and other. large-scale nonlinear obstacles which ide (vertical obstacles) o- may avoid (lateral. obstacles) same manner as the large-scale linear obstacles insofar as avoided, the effect on speed is For those which may bn 4 This is an empirically established denied-speed relation. which indicates the effect maneuvering has on speed when the the limits of 10 percent and 60 percent. When area denied tt, there is no effect on speed; when area denied is greater
area is impassable. The general form of the relation is

" a W 4 _ Q) o

a/
_

1evo. 0- Maximum speed of vehicle

Stem Diameter* The force required to fail a single tree of each size is compared to the force the leading edge of the vehicle can withstand to determine the maximum size tree that can be overridden and is also used to determine longitudinal acceleration of the vehicle in a further check that limits the size tree overridden to one that wil- not produce a Jongitudinal accelqration greater than the driver's tolerance (2.0 g).

Denied.. 17; Denied,

*Except when otherwise indicated, stem diameter refers to maximum size overridden, hence all smaller stems are overridden and all larger stems are avoided.

Maneuvering use vibration or non-linear unavoidable, Iused to dee peed-obstacle t the speed on Examples of The effect of maneuvering (avoiding trees) on vehicle speed is determined by the area denied - speed relations in a manner analogousi to that for non-linear obstacles. Visicility The constraint placed upon speed by visibility is considered to be a function of the distance at which a driver can recognize an obstacle he wishes to avoid. While the recognition distance-speed relation is not well-defined at the present time, some work has been done in this the floigsketch: general form of the relation has been established as inarea 7 , and in the dicate !

Iver'

kclacceleration

s compartment

:tties which are kons cited above.

iecognition Distance, ft.

>1
:

considered by Estab"ile trees. to override uired -mph at -a range of 6rerage force required

HYDROLOGIC GEOMRY as streeaw and Although vehicle performance in features a, channels is a part of the WES model, predictions for these features Consideration is given to whether or are generally made separately,

4den.

An example of

not the vehicle can negotiate the obstacle, and if so, the time required is determined, based on an arbitrary speed for entry and exit, The rated water speed is used to compute the time and for fording. The results of certain work to date involving required for swimmning. strean crossings in tropical s d temperate areas and the ydrologic now under feature - vehicle relations will be presented in a report From the knowledge gained in these studies, the preparation at WES. entry and exit speed and fording speed is considered to be 2.C mph.

j
.

FUEL CONSUMPTION Fuel consumption rate-speed relations for fuli-load and no-load conditions are used in the model to develop average fuel consumption rates for the vehicle when thie engine is producing max:imum power and

when the engine is idling. e is compared to the eto determine henmaik tohdtelimines the longtudinlits lehe

. ' .

When the speed is limited by traction the average rate for fullload condition (maximum power) is used.
exceeds When the vehicle is going down slope and the effect of gravity the resisting force, the average rate for no-load condition is

used.oi When the predicted speed is limited by factors o6her than traction rreeuired -eagat to maximum size -qrs all larger stemp
the ratio dynamic response, visibility, emaximum tractive force available thApeoce to e.g., propel vehicle the predicted speed is used to linearly interpolate between the average fuel consumption rates for no-load and fuli-load conditons. awand available, of the force

APPLCATI

ARF~AI, TNR}AIN UNITS

Step 4.

Using the relations ofZ

The method by which performonce is predicted for a specific ,roal terrain unit is outlined briefly in the following seven steps. Step 1. Determine the tractive force (Tf
-

to bc overridden, and vertical obst the relation of speed (as controlle4 obstacle height illustrated in the

speed re2ation consider-

ing the effects of coil strength, motion resistance, Rs, and resisting force due to g 'avity, Fs Step 2. Determine the avcrege force, F, required to override vertical

obstncles and subtract from tractive force available at all. speeds as indicated on the fol'.wing sketch.

Co'rected for the effects of soil strength, wheel

blip,

'6C

end slope (stop 1)4W 4)

orrected for the force required to override vertica

~/
0

.>.

orrected for the force iequired to override vertical obstacles < 9 in. high

"

U
Ste 5.

Stem Diameter

Using the relations do

lation of force, 0 Speed, mph

Fr, required to ac(M

cent ar.ea denied, determine (a) thel and Fr as a function of stem diametas a function of tote] resisting foi1 speed as a function of stem diamete procedure is shown in the following
i

The above relation is not computed for vertical obstacles determined to be impassable due to obstacle-vehicle geometry interference, insufficient traction or exceeding the driver toler:inc, to vert eeal aceeleration. Step 3. Detc.mine the average force. Fo, required to override multiple tree stems up to and including the maximum stem size a vehicle can override, and determine a speed based on the sLunmetion of the resisting forces Rs, F, and Fo 0 The procedure is illustrated grapl-ically belo.

9-in. Obstacles overridden

-in. Obs r

-Corrected for the effects of soil strength end slope \

.'

ov-in.dObstacles overriddn

..

. .

..-

..............-

f. ---....

Stem Diameter

',

6-

Stem Diameter

Speed, mph
V, +4-

6-*o

o0 0 The computations of F
0

and the corresponding speeds are terminated when the

+, 10u 1
,

maximum stem size a vehicle can override is determined as a result of consideration of traction available, vehicle damage, or driver tolerance to horizontal accelerat 4 on.

' MX Stem

)TablP2 APPLICATION OF THE WES MODEL t 6. Predict speed St on the basis of traie-off between overrii ing obstacles aa illustrtted in the following sketch. g the relations of percent area denied, stem diamneter and vertical obstacle height to be overridden, de~olop eed (as controlled by mianeuverinC) , stein (iame-.er, andIo ilustrated in the following sketch. Obstaclel

//

9-in, ov e s

\
Trade-off speed '--in.

Obstacles >9 in. avoided obstacles > 9 in. avoided Stem diameter

/
.!

Obstacles > 6 in. avoided

Step 7. Predict a speed, Sv, on the basis of the recognition digl maximum distance at which a driver can recognize an obstacle he must a the lower of St or Sv as the predicted speed for the terrain complex. speed, the fuel relation and the cargo capacity, determine ion rate and the consumption delivery rate.

Stem Diameter Oing the relations developed in previous steps, and the reisFr, required to accelerate during maneuvering versus pre0, determine (a) the average resisting force Rs, Fs, F, Ption of stem diEmeter Z stem diameter overridden, (b) speed i total r-sisting forces Rs, Fs, Fo, Fr, and Fem, and (c) ion of stem diameter Z stem diameter to be overridden. The pwn in the following sketches.

LINEAR TERRAIN UNITS Predictions of the time required to cross streams, rivers, etc. &I determining if the vehicle can cross the feature unassisted. Petermin4 follows: For al vehicles. Will bank configuration cause interferencel Are water entry and exit angles acceptable, Is sufficient traction available? Is stream velocity acceptable? Is fording depth exceeded? Is submersible time exceeded?

For fording vehicles. lbstacles den/ k /

k

Vor deep fording vehicles. 6-in. Obstacles overridden 1.-

If the vehicle can cross unassisted the time required is predict For fording vehicles. Entry and exit distance divided by ave and exit, plus fording distance divided by fording speed, plus time r fording kit, fodngkt

veride Obstacles -in.

bO

--

0Speed, mph

-in Obstacles overridden

For amphibious vehicles. Entry and exit distance divided by plus swimming distance divided by swimming speed. If the vehicle cannot cross unassisted the application of engine winching, towing, bridging, etc., is considered and a time penalty del sumption in hydrologic geometry features is predicted using the same to areal terrain units with the following special considerations: Entry and exit. Full-load fuel consumption rate is used for t no-load fuel consumption rate is used for one-half the time. Fording. Fuel consumption rate is interpolated by ratio of t4 to tractive force available at fording speed. Swimming. No-load fuel consumption rate is use2d.

-in. Obstacles overridden 9-in. Obstacles overridden

,Penalty

time. No-load fuel consumption rate is used for oneOi.ofuel is considereo used during the other half of penalty time. Delivery rate in hydrolog'. . ometry features is predicted by d tance across the feature by the otal time to arrive at an average So this speed by the cargo capacity of the vehicle.

Stem Diametor

sted

ed St on the basis of trate-off between overriding and avoidill thl rollowing sketch.

-~

~obstacles

> li in.

avoided

9-in.
Sobstacle;s overritden

N
-

/
n.

Trade-off Spet'(,

St

volided

6-in, obstacles overriddenI

Stem diameter S'speed, Sv, on the basis ot the recognition distance, i.e. the
z driver can recognie an obstacle he must avoid, and select ach s the predicted speed for the terrain complex. Using the selected

tion relation and the cargoi capacity, pry rate. rJNFAR TERRAIN UNITS

determine the fuel consumpt-

p time required to cross streams, rivers, etc. are made by first

Ricle can cross the feature unassisted. Determinations are made as

l-es,.

Will bank configuration cause interference?

'Are water entry and exit angles acceptable? Is sufficient traction available? Is stream velocity acceptable? +

rhicles.

Is fording depth exceeded? Is submersible timle exceeded? J

ding vehicles.

6n cross unassisted the time required is predicted as follows: thicles. Entry and oxic distance divided by average speed for entry

Vdistance divided by fording speed, plus time required to install

i vehicles. Entry and exit distance divided by entry and exit speed,

divided by swimming speed. annot cross unassisted the application of engineering e 'fort, such as
iging, etc., is considered and a time penalty determin .. in with the following special ccnsiderations: !. Full-load fuel consumption rate is used for one-half the time, -onrate is used for one-half the time. Fuel con-

e geometry features is predicted using the same techniques applicable

i consumption rate is interpolated by ratio of tractive force used Ilable at fording speed.
load fuel consumption rate is used. No-load fuel consumption rate is used for one-half the penalty time, used during the other half of penalty time. hydrologic geometry features is predicted by dividing the total disure by the total time to arrive at an average speed and multiplying go capacity of the vehicle.

Literature Cited
1. Rula, A. A., et al., "Evaluation of the Relative Off-Road Mobility of

the MBT-TO and M60 Tanks in Selected Terrains in West Germany (U)," (in preparation), U. S. Arn Engineer Waterways Experiment Station, CE, Vicksburg, Miss. CONFIDENTIAL. 2. Freitag, D. R., "A Dimensional Analysis of the Performance of Pneumatic Tires on Soft Soils," Technical Report No. 3-688, Aug 1965, U. S. Army Engineer Waterways Experiment Station, CE, Vicksburg, Miss. Shockley, W. G., "Bumps and Grinds: Studies in Body Motion," Miscellaneous Paper No. 4-893, May 1967, U. S. Army Engineer Waterways Experiment Station, CE, Vicksburg, Miss.

3.

4.

Blacamon, C. A. and Stoll., J. K., "An Analytical Model for Predicting Cross-Country Vehicle Performance; Appendix B: Vehicle Performance in Lateral and Longitudin,.l-Obstacles (Vegetation); Vol I: Lateral Ob-stacles," Technical Report No. 3-783, Dec 1968, U. S. Army Engineer Waterways Experiment Station, CE, Vicksburg, Miss. FMC Corporation, Ordnance Engineering Division, San Jose, Calif., "A Computer Analysis of Vehicle Dynamics While Traversing Hard Surface Terrain Profiles," Contract Report 3-155, Feb 1966, U. S. Army Engineer Waterways Experiment Station, CE, Vicksburg, Avjiss. Blackmon, C. A. and Randolph, D. D., "An Analytical Model for Predicting Cross-Country Vehicle Performance; Appendix B: Vehicle Performance in Lateral and Longitudinal Obstacles (Vegetation); Vol II: Longitudinal Obstacles," Technical Report No. 3-783, Jul 1968, U. S. Army Engineer Waterways Experiment St.tion, CE, Vicksburg, Miss. U. S,, Army Engineer Waterways Experiment Station, CE, "An Analytical Model for Predicting Cross-Country Vehicle Performance; Appendix E: Quantification of the Screening Effects of Vegetation on Driver's Vision and Vehicle Speed," Technical Report No. 3-783 (in preparation), Vicksburg, Miss.

5.

6.

7.

8.

._._._, "An Analytical Model for Predicting Cross-Country Vehicle

Performance; Appendix D:

Performance of Amphibious Vehicles in the

3-783,

Water-Land Interface (Hydrologic Geometry)," Technical Report No. (in preparation), Vicksburg, Miss.

A5
,JJ

APPENDIX B:
..........

EVALUATION OF DYNAMIC RESPONSE OF M706

Used_......_:_"--_Iut_'___Parameters

8nbol a z ,2
Number of axles

Description ---------------------

Value
2

Height of axle C.G. above ground at full load, in. Height of body C.G. above ground at full load, in.

22.60 41.87

V I
It2

Spring weight, lb-Axle to body C.G. distance, in

Axle to body C.G. distance, in
h

--.
.

11,962
5T.75
47.25

-----------

11,2,3,

Suspension to body C.G. distance, in.Suspension to axle C.G. distance, in.

16.83
16.83

L 1 ,2 ,3 , 4 LI, 2 , 3 ,
W 1
i2
h

Tire-to-axle C.G. distance, in.

--------------

36.5

Unsprung weight of axle, lb -2------------------2236

Unsprung weight of axle, lb 2052

2Springs
8314

suspensio

reference distance-11.69 17.69

Springs suspension reference distance

R, 9293,4

Tire reference distance (undeflected wheel radius ------------------

214.95

Body pitch inertia in.-lb/sec 2

2 Body roll inertia in.-lb/sc--

129,888

I2 1,2,z

2 Axle roll inertia in.-lb/sec2

.od....y .

.-

Lii

Symbol D

Description Driver's position to body C.O. (long. distance), in.---------------.....Driver's position to body C.G. (vert. distance), in. --------Driver's position to body C.G. (lat. distance), in.--Spring deflection versus suspension
spring force--------

Value

60.75
12.0

D2 D k.

---

12.0

Fig.A,:
A3

Suspension deflection velocity versus suspension forc-Fig. Tire spring rate of segmented wheel - 12 seg 1 , lb/in. l0 Tire damping rate lb-sec/in .......

KK

980 li/in.

cci

NOTE:

See fig. El for identification sketch.

Al

ii2
I;

FI
Wheel 1 Spring and Shock Absorber No. 1 *

LL

ji+Wheel 2 '--,--Spring and Shock No. 2 1 C. 0. (Front Axle)

VAbsorber
*Dl
-. -

~ver LcatonAxle
9~2,31

Body C. G.

Sprig Shckxle ad
Spig n-Sok

C. G. (Rear Axle)
_-Spring and Shock

Absorber No. 3

J
~ 'j3.-LL3

2
/

ii
*Absorber

No. 4

Wheel 3

-"-I" LL 4 A -

FU

UNWhe

LI

Body C.G

Axle C.G. 7
Al

Axle C.0.3

WheIIL
Ground Reference Axle and Body in Static Position

+L . -

"he
Ground Reference

Axle and Body at Position of No load

on Tires or Springs

Fig- Bi.

Schematic drawing of input data for the M706 dynamic response mathematical mode.

B3

.1
+10.0m0

+5.000

I +4
0 +2

Uie

hi

-.--.

5~~.000 VERTICAL DEFLECTION. IN.

I______

SPRINGS

IAND

2
OIL, U +15,000-

+10.000

+5.000

-- 4 ~-2~

+2

+4

46

IN. VRTICAL DEFLECTION.

SPRINGS 3 AND 4

Fig. B2.

Spring deflection versua suspension force

for the M706

l~-I"

qc

0..

0i
Ua

#A

0 I

04 0

oo

a,

Il
0

m
0

z
0 2 hi P

*-1

U20iO

NOisNacisfls

B5

APPENDIX C: 1.

EFFECT OF SOIL STLIENGTH ON VEHICLE PERFO4ANCE

At the conclusion of the wet-season analysis during the first phase

eral analyses were made of the effects of soil strength on vehicle performance, in an attempt to provide a more comprehensive treatment of this subject than was possible in the limited study. The performances of only four vehicles--

M656, M54A2, M520, and M548--were analyzed.

Speed, delivery rate, one-pass

vehi'-le cone index (VCII), and overall trafficability in the United States and Thailand were investigated and are discussed in the following paragraphs. Maximum speed performance
2. To give an indication of the relative effects of soil strength on speed performance of the four vehicles, maximum speeds were determined over a range of soil strengths from tht. minimum required to complete one pass a cone index of 300 for a clay of uniform strength and for a pavement. The

maximum speed values were determined according to procedures described in WES Technical Report No. 3-783, "An Analytical Model for Predicting CrossCountry Vehicle Performance," now in preparation. fig. Cl. These data are plotted in The value of the abscissa of each curve at Y = 0 in fig. Cl is the

minimum soil strength required to permit one very slow pass of the vehicle (firT . The Cnm-itb. VO'T irpi.es for the fovr vphinipq mro:

Vehicle m656 M54A2 M520

V1I
23 27

M548
3. index equation for tracked vehicles.* the 50-pass vehicle cone index (VCI table Cl. The VCI

30 25
Once the mobility index was computed, ) was determined from data shown in

The VCI 1 determination was made for the M548 by using the WES mobility

for the M548 is approximately 50 percent of the VCI0

*Knight, S. J., "Trafficability of Soils, A Summary of Trafficability Studies Through 1955," Technical Memorandum No. 3-240, 14th Supplement, Dec 1956,

iC1
U. Amy .

ngieerWaterways Experiment Station, CE, Vicksburg, Miss.

4-)~

Iil
0

141

rr

rr2-

4,

if

Delivery rate

4. A comparison of the performance of the four vehicles on the basis of

delivery rate in ton-miles/hr as a function of soil strength is illustrated in fig. C2. (Delivery rate was obtained by multiplying speed and cargo capacity.) The M520 performance is much closer to the performance of the other wheeled vehicles (M656 and M54A2) than to that of the M548, as opposed to the speed performance shown in fig. Cl, because the rate cargo capacity of the M520 is 8 tons, that ot the M548 is 6 tons, and those of the M656 and the M54A2 are 5 tons each. Note that the delivery rates shown in fig. C2 are considerably higher than those listed in paragraph 91 of the main text, which are delivery rates established by considering the combined effects of all terrain factors. For example, the average delivery rate for the M520 between 60 and 40 cone index determined from fig. C2 is 90 ton-miles/hr, compared to 38.4 listed in paragraph 91 for the wet-season soil strength combination of 60 or 40 RCI. Trafficabile areas in the United States and Thailand The performance data illustrated in figs. Cl and C2 shoilld be interpreted in terms of mission requirements or, in the absence of this type of information, knowledge of the frequency of occurrence of various soil strengths within the operational area of interest. The type of information of value in making basic decisions in all phases pertinent to ground vehicle mobility is shown in fig. C3*. When something is known about the frequency of occurrence and topographic position of soil strengths in an area, the importance of this factor can be evaluated in relation to others that are present; for example, in selecting vehicles to meet operational mission requirements. 6. Comparative data taken from fig. C3 and based on the individual VCI values are summarized below. Percentage of Areas Trafficable U. 8. _TailandWet High Wet High

5.

Vehicle M656 M54A2

Season Moisture 96.0 95.0 914.5 95.5 93.0 90.0 87.5 91.5

Season Moisture 99.0 98.7 92.0 87.5 814.8 89.7

M520

97.5
98.8

I-C3

M548

____

,.

Rpm,

-..--------.-

--

-4---v

j
___ ___W .1 . .

.4

.--.. .-.-.

. .~

4-) 0

CC

cu
___o

4-4

0a

.4

Kn

cu

mI

Cl

U. S.HIG*mIISTUR I I

IOTIN

II

\ \

HALAN IGH

.$OISTUA CONITIN.

3 SITES

ac

U. a. wc T.EA$OA CONDCTION, 767

NT.3

I-I
no 100 so so0 70 Go so 40 0 go to

STRIENGTH IN RATING CONS EX I/UFrC WITH CUMUL ATIVE FREQUErNCY IN PERCENT) t OR VEI/CL.E COMEI NDEX 1US40 WIlTH PERCErNT OP AREAS TmArrICANIIE

NOTE:

V.A-season cor-lItlon Is for highand low-topogral~hy areas; high-. moisture condition is for lowtcpography areas only.

:.Z

_ _
__
3

_ _
0-

Va

__
14.r.

Cum.ilt tive frequency of rating cone indexes

in United States and Thailand (Pine-grained soils, 6- to I2-in. layer)

c5

The wet-season category is based on high and low topographic positions, while the high-moisture category is only for low topographic positions. data in fig. C3 are biased toward wptter-than-average conditions, actual, i.e. on the conservative side. Beccause the estimates of

percentages of trafficable areas made from the curves will be smaller than Environmcnts having soil strengths are pr-ticularly troublesomu less than 25 RCI, such as marshes and swamps, to ground vehicles.

Consequently, special vehicle configurations, such as Such environments are beyond the operational

the marginal terrai:i vehicle, have been built to provide some degree of mobility in these environments.

context intended for conventional cargo vehicles.

IUr

Table Cl.

Z~3hI~ ~~CVS V~IXCLE CONE n= a: VCI ba VCI MZ VCI MXi: Vax H. VCI

0
0.25

3.0
5.5 7.0 8.3 9.0 10.8 12.5 13.8 15.1 17.5 19.7 21.5 23.0 24.2 25.3 26.4

31
32 33 34 35 36 37 38 39 4 41. 42 43 44 5 46

39.2
39.7 4o.1 4o.6 41.0 41.5 42.0 42.4 412.9 43 * 43.844.3 44.7 45.2 45.6 46.1

67
68 69 70 71 72 73 74

55.6
56.1 56.5 57.0 57.4 57.9 58.3 58.8 59.2 59.7 60.2 6o.6 61.1 61.5 62.0 62.4

103
io4
105 106

72.0
72.4
72.9

139
140
141

88.3
88.8
89.2

0.50 0.75
1.00 1.50 2.00 2.50 5

73.3

142

89.7
90.1 90.6 91.0 91.5 91:? 92 92.8 93.3 93.8 94.2 94-.7 951

75

6
7 8

i0
11
32 1 14 16 17 18 19 20 21

273

47

46:547.0 47.4 47.9 48.4 48.8 49.3 49.7 50.2 50.6 51.1

76 77 78 79 80 81 82

83

62.9

107 108 109 110 111 112 113 .14 115 116 117 118

73.8 74.2 74.7 75.1

143 144 145 146 147 148 19 150 151 152 153 154

119

75.6 76.0 76.5 77.0 77.4 77.9 78.3 78.8

79.2

155

95.6

22

48 28.1 49 28.9 50 29.6 5 3'.4 51 52 31.0 31.7 53 32.3 54 55 32.9 33.5 34.1 56 5;

346 352

58 59

24 25 26 27 28 29
30

35.8 363

36.8 37:3 37.8 38.3

38.7

61 62 63 64
65
66

515 52.0 52.4 52.9 53.3 53.8 54.2

54.7
55.2

94 95 96 97 98 99 100
101
102

84 85 86 87 88 89 90 91 92 93

63.3 63.8 64.2 64.7 65.2 65.6 66.1 66.5 67.0 67.4

120 121 122 123 124 125

126
127 128 229

67.9 68.3 68.8 69.2 69.7 70.1 70.6

71.1
71.5

130 131 132 133 134 135 136

138

84.2 84.7 85.1 85.6 86.0 86.5 86.9 137" 87.4

87.8

79.7 80.1 80.6 81.0 81.5 82.0 82.4 82.8 83.3 83.8

156 137 158 159 160 161 162 163 164 165

166 167 168 169 17o 171 172 173

174

96.0 96.5 96.9 97.4 97.8 98.3 98.7 99.2 99.6 100.1

lO0.6 101.0 101.5 101.9 1o2 .4 3i06.8 103.3 103.7

io4.2

IFor

M above approximatelyr0,VCI obtained from equation: 25.-2 + 0.454 x NI vC-

it

DOCUMENT CONTROL DATA. R &D

0"i~e lp e181111D1tlior, 61 filf., .1 bahotl and 4rndeang mwneMtinm of~ must be "to"IfA. me own "e"f 16 ...aDoteE 1. 61111411AIM4 ACTIVITY $Calp.ee"fht h a. sePO t C ELASSIPICATI011

U. S. Armyr lAgineer Waterways~ Experiment Station Vicksburg, 'Mississippi RELATIVE OFF-ROAD MOBILIM SELECTED TERRAIN
4.

UnlI&fe
RP

PERFORMANCE OF SIX WHEELED AND FOUR TRACKED 'VEHICLES IN

11. A01161 5WT

OescuIPyTytI Havs (TIP. Final Re?,ort

lo topffl .nd Inewie dsMe)

1 otM. name1411 4011411 mid0l Il Mi.C

Jac% K. Stoll Donald D. Randolph Adam A. Rula

REPORT SATE NO. W MVACIT90&J-4 AN Me0 h.PR*JECT fiO. 7*. TOTAL NO. OmPAES . o.r REaPS ONISIMAOPR*S REP*-%T NUMS2ERIS

15

OP~T~RN

15

Technicea. Report M-70-4

~~~~~The ryEgne aewy xeietSainaayia oe her vreiutne offroado rondmoitas0 o d o ev0lratin oe the)pefan eteo e cniindex) N15o0, of M5o1r the d aehcle four racke vehicle tieels (6hcle orM356 rating (M548, werea tested a nd M wtsaoodtosen6Thorla0drating oe eetdtaer conendeHowevroi eoetry Wet-seo eonitions(usuall rdceed vie erformeettnance noter asd stas oTher erranc faos ealcah vehicles wavlatdi erm the seeed o traverse bacud h soletrnte the use verahger thauelvil consmdoe h indeeo all ceterv-hicne; caro noieyra vehicles were "rbiiedbcu oe tetrls N Cveie unerdr-saone codtiobility0for 4raltheeri condiions we-easnconrdon tr429b2acns nor56 wheelse Ftrnether made wer prdcin) whraigcn th traers or aet-easd o coniteontslyive vel performance. h .lHdev hoighstreagew

~~ele

traverse n e-lie sedsoi ingth ryseonrandither t5had the vhice spned indthes wet.l The M54A had the owehie traere andmcntelie speaue in oth seos. Th e vecle ns ided ss fue obiit averrrein o lhe thcsaon ind encountaed on the ravrse prdictonswer verwhic mad. Frthe, nit (contlsnuor bracks)
apeae

taersea7d centerleY speed

cosstnl

REtoE

Pive bdtrprfrac.

iRM te JAN
ravese

seao.
an

h 13 aShehget.vrg andC Uncl5assfie hgetsed cn e hispeesinbth sasns

in th Z54A wet had The he lwest

AIPC41 PO :111A910
DD ..143

The oncheaveagein 71 onsmedles he ful ry easo, ad te M61 nd n 157 (cnine ak

AM14I

.646411inFORARMYUse Uncassfie

*...
'4.

Unclassified eacuuity CI.BS'Ineatle4LINK A

woO

401Ay

aINN W -

u owu -

Mobility

Otf-road vehicles Thailand

.....

.................... --..-

-.

-.-,

-....

.. "+

.......

..

13. Abstract (cont'd) conmmed the luast in thu wet. The M548 consumed the aost in the dry seasoiL and the 60 or 40 rating cone index wet seaac i;the M520 the most in the 60 or 3. rating cone index wet season. The M520 had tha oiighest delivery rate in both seasons and the M37B1 the lowest. A rectnmendation rwas made that the mission
env:Lroruent for any new vehicle be defined in quantitative terms before the new vehicle is developed. Appendix A describes the WES analytical model in an abbreviated form; Appendix B, the evaluAtion of the dynamic response of the M706; and Appendix C, same additional general nalyses of the effects of soil strength on vehicle perfurmance.

UiilIVlI

dli .e. f.ello