EVALUATION AND ANALYSIS OF VEHICLE DAMAGE FACTOR OFOPERATIONAL VEHICLES ESPECIALLY FREIGHT VEHICLE OF GOODS IN

PATI-REMBANG, CENTRAL JAVA, INDONESIA

ByNasher Andi Ariastha, ST, M.Eng

NIM : L4A0909004

ABSTRACTThe national road along the Northern Corridor of Java (NC-Java) is a strategic road for

development of national economy. This Corridor is often have attention from national mediaelectronic related to road damage condition, which is seen to be the constraint for movement of goodsand services. This Thesis try to present the characteristics of the vehicle axle load in segment of NC-Java with take the sample at Pati-Rembang link road Km 90 - Km 91, Central Java, and analyze theinfluence of the service life and road pavement thickness.

VDF Study on freight vehicles include heavy vehicles, 2 axle truck (1-2H) class 6B, 3 axletruck (1-2.2) class 7A and single trailer (1.2-2.2; 1.2-2.2.2 and 1.2.2-2.2.2) class 7C (7C1, 7C2, 7C3)occupies a number of vehicles ± 10% of the total AADT operational vehicle but have very largedamaging factor that is 97% compared to total VDF other types of vehicles that only 3%.. Thisresearch also resulted in the increased vehicle load characteristics, the legal load of 10 tons to 15 tons,while for the front axis from 6 tons to 7 tons. This situation affects the road service life, if roads aredesigned with the load legal limit of 10 tons, the road was only able to serve for 2.5 years, 4 timesfaster than the design life of 10 years. However, when compared with the design of Bina Marga on the"as-built drawings" for the Pati-Rembang road link, road service life has been able to serve for 9.5years from the design life of 10 years.

This study only analyzes the damage to road based on freight vehicle of goods from thevehicle axle load survey results through the Weigh in Motion. Therefore, required the road historicaldata and the road pavement thickness to a more detailed research on the causes of damage to roads.Furthermore, these result are expected as an important input for planning especial for improvementand maintenance of roads.

Keyword : Characteristic of vehicle load, Vehicle Damage Factor (VDF), load legal limit, roadservice life, road pavement thickness.

INTRODUCTIONRoad damage is a complex problem and the loss that suffered was great, especially for road

users, such as the occurrence of a long travel time, congestion, traffic accidents and others. Some ofthe individual losses, if accumulated would be a global economic losses in the area. Damage of roadscan be grouped into two categories, namely Construction failure due to quality that is not standard.Second, damage due to utilization caused by non-compliance against policies or regulations (such asoverload) or deviations of climate / weather (Anas Aly, 2005). In this thesis will analyze the damageonly on the basis of vehicle axle load and set of recommendations the load legal limit that are suitablefor road pavement design with take a Pati - Rembang road in STA 90+000 - STA 91+000 as alocation of research. The purpose of this thesis is to perform analysis on the Vehicle Damage Factor(VDF) to types of operational vehicles in the field, load distribution on each axis for the purpose ofplanning the optimum pavement thickness design. While its objective is to get the amount of loaddistribution on each axis of the vehicle for various types of vehicles in the field which is thenevaluated based on output data WIM (Weight In Motion) survey that has done in 2007, 2009, and2010. Limitation of the study used in this study are as follows:

a) The road that became the object of research namely segment of Pati-Rembang Km 90+000 - Km91+000 from Semarang direction

b) Analyzing AADT based on secondary data of Bina Marga in year 2010, Jakarta. The Data oftraffic volume using automatic traffic counting Marksman 400 for 7 days of measurement in thefield.

c) Bina Marga Method Pt T-01-2002-B (adopted from AASHTO 1993) used as the basis foranalysis in determining the value of VDF.

d) Evaluating the VDF data output Weight In Motion (WIM) equipment from 2007, 2009, and2010, each of which is 7 days of measurement, which is a secondary data of Bina Marga, Jakarta.Vehicle axle load data in 2007, 2009, and 2010 is only used to determine the legal load limit thatappropriate with the real vehicle in the field. While for the comparative analysis of service lifeand road pavement thickness is only used data for 2010.

e) The type of pavement being simulated on the road is flexible pavement construction.f) Analysis of the estimated remaining road service life only based on Vehicle Damage Factor

(VDF) data.g) This study focused on determining the value of the Load Legal Limit and Vehicle Damage Factor

based on operational vehicles in the segment of Pati-Rembang Km Smg.90+000 - Km 91+000especially freight vehicle of goods (trucks and trailers).

h) Assumed the subgrade data on road pavement have typical CBR 5%i) The road design life is 10 yearsj) In the Pati-Rembang Km 90 +00 - Km 91 +000 will be conducted road widening program so that

the capacity of the road become 4 lane 2 way. It is assumed that the old road conditions will beconstructed road overlay, so have the force structure and the same elevation with a new road ofthe Road Widening Program.

LITERATURE REVIEWLoad Legal Limit

Use of roads as a transportation infrastructure that can passed the vehicles that transportpassengers and goods to move from origin to destination with a comfortable, safe, quick and efficient.This can be fulfilled if the vehicles that operate in the field in accordance with the planned roadinfrastructure so that travel with ideal speed without any interference or obstacles in the path of rightand left side of the road. Standardizing the use of roads arranged in accordance with the laws andregulations are summarized in Table 1 and Figure 1.

Table 1 Road classes based on function and usage(Regulation 22/2009 article 19 paragraph 1 until 4)

Due to variation of existing traffic,then its effects are also very diverse.Therefore we need a standard axleload as a benchmark against theinfluence of the damage factor ofeach axle load. It is necessary tofacilitate in consideration of trafficinfluence which will be supported bya pavement structure. All thedifferent axle load is transformedinto an equivalent number of axleload using the damage factorformula.

The total number of equivalent axle load or vehicle damage factor with the Load Legal Limit thatallowed to give a limited number of certain load that can be transported by vehicle.

Vehicle Damage Factor (VDF)It is a comparison between the destructive force of the axle load of a vehicle against the

destructive force of a standard axle load. This comparison is not linear, but exponential as follows:4

16,8)(,_

tonLoadAxlekEAxle

....................................................................................... (1)DF = DFFront Axle + DFCentral Axle + DFRear Axle

Factor equivalent to the standard axle load is distinguished several types, namely :ℎ = ( ), .................................................................. (2)ℎ = ( ), ................................................................... (3)ℎ = 0.086 × ( ), ...................................................... (4)ℎ = 0.053 × ( ). ....................................................... (5)= ∑ { } 365 ..................................... (6)GR = { (1 + g)n – 1} / gWhere : CESAL = Cumulative Equivalent Single Axle Load

AADT = the number of each type of traffic365 = number of days in a yearVDF = number of equivalent axle loadDD = directional distribution factor, 1 way 1; 2 ways

0,5

Lane Distribution Factor (DD)

DL = lane distribution factorGR = Annual growth rate (depending on the rate oftraffic growth, g)

Source : Ditjen Bina Marga, Ministry of Public Works.2007Figure 1 Configuration of Legal Limit

Traffic Volume for Road Pavement DesignAADT is defined as the amount of traffic for one year divided by the number of day within

one year are set out in the Passenger Car Unit (pcu), or vehicles / day. From the Transport ResearchLaboratory (Howe, 1989), suggests that the effective data for AADT is 7x24 hours with a record ofreducing time of data collection tend to cause deviation of AADT estimate is higher.

By considering the factor of days, months, seasons in which the calculation is done, it can beobtained AADT data are representative. Those factors shown in Table 2. Value of P and Cv are allfactors that present the seasonal variation, where :P = seasonal factors at the time of measurement of traffic during T DayCv = The coefficient of variation estimation, amount to be determined according to the survey of

traffic during T-day.

By using a table weekly factors, the AADT can be estimated from the ADT the days sampled.Technology Research and Development of Road Infrastructure (Puslitbang, 1999) formulate AADTestimated as follows := ........................................................................................................................ (7)

∗ ≤ ≤ ∗ ................................................................................................... (8)

ADTN = ADT obtained from the survey for T days, in this survey for 7 days (7x24 hours).α = coefficients which express the confidence level (α = 1.96 for a 95% confidence)

Table 2 Weekly factors, T = 7x24 hours

Estimation of AADT from ADT for 7x24 hours are assumed to have a linear portion between theportions in a week against the portion of the year.

Design SN and Road Service LifeFrom AASHTO 1993 design equation :

.... ........................................................................................................ (9)

Where : W18 : Estimation the number of ESAL 18-kips (CESAL)ZR : Normal standard deviationSO : Combination of standard error for traffic estimation and performance∆PSI : present serviceability indexMR : Modulus ResilientSN : Structural Number

Source : Puslitbang Teknologi Prasarana Transportasi, 1999

07.8log32.2

)1(109440.0

5.12.4log

20.0)1log(36.9)(log19.5

18

Ro M

SN

PSI

SNSZrW

Table 3 Recommendation of reliability level for various road classifications

Application of the concept of reliability should consider the following steps :1. Define the functional classification of roads and determine whether it is an urban road or

inter-urban road.2. Select the level of reliability from interval that given on Table 33. Standard Deviation (SO) should be chosen that represent local conditions. Interval range is

from 0.35 to 0.45.

Table 4 Standard Normal Deviation for certain reliability service

Pavement design life is the numberof years from when the road wasopened to vehicle traffic until weneed a structural improvement (upto required pavement overlay).During the design life, roadpavement maintenance still have tobe done. To maintain roadconditions to remain on the level ofservice in accordance with theplanned service life thenundertaken the road handling withroutine maintenance, periodicmaintenance, and improvement ofroads.

Work routine maintenance ie work performed continuously (whole year) to address road damage isminor and requires immediate treatment, like filling holes, closing the cracks, cleaning canals and soforth. Periodic maintenance works carried out every three years to overcome the damage to restore thelevel of service plan. Routine and regular maintenance will greatly affect the level of road service lifeassociated with design life of road, as can be seen in the Figure 2.

Reliability (%) Normal Deviate(Zr)

Reliability (%) Normal Deviate(Zr)

50 -0.000 90 -1.28260 -0.253 95 -1.64570 -0.524 98 -2.05475 -0.674 99 -2.32780 -0.841 99.9 -3.09085 -1.037 99.99 -3.750

Source : Saleh M. and Tamin O.Z., 2008Figure 2 Relationship between condition, life, and type of roadservices

METHODOLOGYThe data used are primary data and secondary data. Data axle load and traffic volume is a

secondary data from the Bina Marga. Axle load data obtained through surveys WIM (Weight InMotion) in the Pati-Rembang segment for 3 years that are 2007, 2009, and 2010 with the installationof a different location but still within the corridor of Pati-Rembang segment. Traffic volume dataobtained from automatic traffic counter survey using the Golden River Marksman 400 that has beencarried out by Bina Marga in 2010. For the primary data obtained through surveys road surfaceconditions visually by IRI (international roughness index) is used to determine the level of damage inthe existing road at Pati-Rembang road link.

The data obtained were analyzed to obtain the value of vehicle damage factor (VDF) ofeach type of vehicle, especially on freight vehicle of goods, where the value or magnitude of thedestruction of this road is determined based on the axle load and the type of axle configurations. VDFcalculation techniques are used based on the formula of the Bina Marga (Equation 1-6). Furthermore,the analysis is directed to establish the legal load limit that is suitable for road pavement design basedon vehicle load of WIM measurement results, and simulate the pavement thickness and remaining lifeof service due to operational vehicles.

ANALYSIS RESULTAnnual Average Daily Traffic (AADT)

Traffic volume data used are based on secondary data, which have been surveyed by theBina Marga on 27 June - 3 July 2010 during 7 days observation using automatic traffic counter-Golden River M-400 in Pati-Rembang Sta 90+000 - 91+000. Traffic survey results are expected togive an idea of the type of vehicle and the composition of a road vehicle as in Figure 5.After calculating the composition of the vehicle, then it can calculate AADTE as follows:= . = 19176191761 + 1.96 ∗ 7.66100 ≤ ≤ 191761 − 1.96 ∗ 7.66100

16673 ≤ AADT ≤ 22564 vehiclesFrom the range, it can be taken thatthe value of AADT = 20,000vehicles. By multiplying the AADTestimates by vehicle composition willbe obtained AADT value of eachtype of vehicle as in Table 5.

Figure 3 Installation WIM and ATC equipmentin survey 2010

Figure 4 Survey road condition of Pati RembangKm90 - Km91 in 2011

0%

5%

10%

15%

20%

25%

30%

Class2

Class3

Class4

Class5A

Class5B

Class6A

Class6B

Class7A

Class7B

Class7C1

Class7C2

Class7C3

28,20%26,68%

21,34%

5,25%

1,53%

6,96%4,77% 3,53%

0,33% 0,95% 0,12% 0,33%

Perc

ent

Bina Marga Classification

Figure 5 Percentage composition of vehicles inthe Pati-Rembang

Table 5 The result of AADT calculation for every single type of vehicle in Pati-Rembang

Vehicle Damage Factor (VDF) AnalysisVehicle axle load data collection was done automatically by Bina Marga using WIM-TRS

for 7 days measurement. Time data collection along with the survey volume of vehicles through theGolden River M400. In the segment of Pati-Rembang already done three times the axle load survey in2007, 2009, and 2010 (Table 6).

Table 6 Time of implementation WIM-TRS survey at Pati-Rembang road

The calculation of the amount ofVDF is divided based onconfiguration and composition ofthe vehicle wheel axle. Indetermining the average value ofVDF of a vehicle, not on the basisof the average total weight of thevehicle which then calculated thevalue of its VDF.

Average of VDF is obtained by calculating the VDF every vehicle passing in a single type or class ofvehicle, which then calculated the average. Results of analysis at the link of Pati-Rembang for thesurvey in 2007, 2009, and 2010 described by Table 7 until Table 9.

Table 7 Summary of axle load survey in 2007 in the Pati-Rembang Km 79 +000

Class 2 Class 3 Class 4 Class 5A Class 5B Class 6A Class 6B Class 7A Class 7B Class 7C1 Class 7C2 Class 7C3

ADT 6.474 6.124 4.899 1.205 351 1.598 1.095 811 75 218 28 75Composition 28,20% 26,68% 21,34% 5,25% 1,53% 6,96% 4,77% 3,53% 0,33% 0,95% 0,12% 0,33%Total ADTTotal AADTAADT 5641 5336 4269 1050 306 1392 954 706 65 190 25 65

Traffic volume by Bina Marga Class

22.95320.000

Analyzed byBina Marga

Raw data(analyzed byresearchers)

Axle Axle Axle

Front Mid/Rear Rear

2 Axle Truck 1.2H/Fuso (Class 6B)

3 Axle Truck1.2.2/Tronton (Class 7A)

4 Axle Trailer 1.2 - 2.2(Class 7C)

5 Axle Trailer 1.2 - 2.2.2(Class 7C)

6 Axle Trailer 1.2.2 - 2.2.2(Class 7C)

6676 22094 45151 6 56,819473921 2,5177 4,6221 49,6796

47,1428

7627 14672 51604 5 73904 4,2890 10,4531 84,7735 99,5156

64,5494

7791 17092 33078 4 57962 4,6697 19,2500 23,2231

60,3202 69,6260

8548 41545 3 50093 6,7664 57,7831

9257 22741 2 31998 9,3058

VDF

Total of AxleTotal of Axle

LoadVEHICLE TYPES

Total

Front AxleLoad

Mid/Rear AxleLoad

Rear AxleLoad

0

1.000

2.000

3.000

4.000

5.000

6.000

7.000

8.000

9.000

Class 6B Class 7A Class 7C1 Class 7C2 Class 7C3

2.022

4.019

183 395116

3.732

7.072

428 293151

4.649

8.309

431 416 204

The

num

ber

of a

xle

load

dat

a

Bina Marga Classification

Total sample of axle load data by WIM-TRS

Survey in 2007

Survey in 2009

Survey in 2010

Figure 6 The number of sample data that was obtained after 7 days measurement

Table 8 Summary of axle load survey in 2009 in the Pati-Rembang Km 90 +500

Table 9 Summary of axle load survey in 2010 in the Pati-Rembang Km 90 +500

Increases in value of VDF were very high against the VDF standards set by Bina Marga. Althoughtraffic volume is lower than the volume of passenger traffic and buses, but it has a destructive forceis much larger than other types of vehicles, such as the graph below.

Therefore, there needs to be set a new standard approach VDF value of vehicles operating in thefield. Increase in value of VDF impact on road thickness design. The greater the value of VDF, thethicker the road thickness design.

Determine The Legal Limits of Axle Load in Accordance With Operational Vehicles inThe FieldIn determining the value of particular axle load of freight vehicles that match with the operationalvehicles on the field, it will be used 3 types of analysis, namely :1. Based on the average of axle load for every single truck /trailer

Axle Axle Axle

Front Mid/Rear Rear

2 Axle Truck 1.2H/Fuso (Class 6B)

3 Axle Truck1.2.2/Tronton (Class 7A)

4 Axle Trailer 1.2 - 2.2(Class 7C)

5 Axle Trailer 1.2 - 2.2.2(Class 7C)

6 Axle Trailer 1.2.2 - 2.2.2(Class 7C)

VDF

Total of AxleTotal of Axle

LoadVEHICLE TYPES

Total

Front AxleLoad

Mid/Rear AxleLoad

Rear AxleLoad

6988 14101 2 21089 3,0229 8,9172 11,9401

6175 27004 3 33179 1,8426 10,3140 12,1566

10543 14408 32139 4 57090 15,6614 9,7185 20,6949 46,0748

6421 14033 47859 5 68313 2,1544 8,7462 62,7144 73,6150

6757 23908 42664 6 48,585173329 2,6413 6,3377 39,6061

Passengercar, bus, mini

truck (Type 2 -Type 6A)

3%

Truck andTrailer (Type 6B

- Type 7C3)97%

Comparison of damage factor between vehicles

Passanger car;76%

Bus and minitruck; 14%

Truck andTrailer; 10%

Comparison Traffic volume

2. Based on the average of Vehicle Damage Factor (VDF)3. Based on CESAL calculation, with assume that traffic growth equal 6% in Pati-Rembang road.Based on three parameters above, it will be determined an appropriate value of the axle load orapproach to the actual conditions. From the analysis, it was found that in determining the legal loadlimit based on the average of axle load and VDF is closer to the operational vehicle axle load valuerather than based on the calculation of CESAL (over design if applied on a pavement design).Research shows that there has been increase in value of vehicle axle load in Pati-Rembang link roadas in Figure 7.

Figure 7 The new standard axle load based on the average of axle load survey and VDF in Pati-Rembang segment

The Rest of Pavement Service Life Due To Vehicle Axle Load That Operating in theField

To analyze the remaining of service life in a simple way can be done by calculating theresult of comparison between the actual value based on the output CESAL WIM-Survey withstandard CESAL value of Bina Marga (Legal Limit of 10 tons) as in equation 2.6.CESAL from survey 2010 = 91.0499 x 106

Design life = 10 year = 21.253091.0499 × 10 = 2.33= 84.5491.0499 × 10 = 9.3The result shows that the design ofBina Marga in Pati-Rembang wasapproaching the value CESAL ofactual vehicle, so the road servicelife can maintain for 9.3 years insteady condition. Figure 8 showsthe graph of remaining life ofservice road.

Figure 8 The remaining of service life at Pati-Rembang link road

y = 0,005x3 + 0,184x2 + 6,740x - 0,025

0

20

40

60

80

100

120

0 1 2 3 4 5 6 7 8 9 10 11

CESA

L (x

106

)

Design life (Year)

CESAL Pati-Rembang

In Figure 9, shows that due to the actual load on the ground, the road has begun to experience damage(unstable condition) in third year. Pt value has reached 2.47 smaller than the steady condition is 2.5.

Then, if this conditioncontinues to occur without anyimprovement, in seventh year,the condition of the roadsurface reaches a criticalcondition, where the damage isvery significant.

Figure 9 Simulation conditions of the road damage caused by the actual vehicle

Under normal circumstances that should be the road to survive for 10 years, from Figure 9 showedthat the road can only survivefor 3 years. In third year, theroad already require a periodicmaintenance to recover theroad surface conditionsbecome steady (Pt> 2.5). Ifcarried out road maintenance,then the simulation becomesas shown by Figure 10.

Figure 10 Maintenance Program due to actual load by the survey dataof 2010

Due to loads that were not standard, it needs periodic maintenance 2 times. From the Figure 10showed that periodic maintenance can be performed on the fourth year, then performed again inseventh year. With 2 times the periodic maintenance, road conditions can reach the design life for 10

years. If Bina Marga set astandard road design such as inPati-Rembang road on 'as builtdrawing' Km 90+000 - Km91+000, then in 10 year designof road service life, it will onlydo the periodic maintenanceonce. The simulation isillustrated in Figure 11.

Figure 11 Maintenance Program due to actual load by the survey data of 2010 if using SN design ofBina Marga in Pati-Rembang road

CONCLUSIONSFrom the description that was submitted earlier, then a conclusion can be drawn as follows:1. AADT calculation was shows that the number of heavy vehicles (trucks and trailers) only

amounted to 10% of the total AADT. However, if evaluated the damage, heavy vehicles (trucksand trailers) type 6B - 7C3 has the destructive force of more than 90% when compared with thedamage factor of other vehicles. Therefore, the fifth of the freight vehicle of goods (truck/ trailerclass 6B - class 7C3) suitable for technical planning of road pavement.

2. Based on the calculation of the actual vehicle axle load, single axle load 7 tons for single wheeland single axle load 15 tons for a double wheel was the legal load limit that is suitable for road

0,000,501,001,502,002,503,003,504,004,505,00

0 1 2 3 4 5 6 7 8 9 10

TERM

I NA

L SE

RVIC

EABI

LITY

(Pt

)

DESIGN LIFE (YEAR)

The remaining of road service life in Pati-Rembang

0,000,501,001,502,002,503,003,504,004,505,00

0 1 2 3 4 5 6 7 8 9 10

TERM

INA

L SE

RVIC

EABI

LITY

(Pt

)

DESIGN LIFE (YEAR)

The remaining of road service life in Pati-Rembang

0,000,501,001,502,002,503,003,504,004,505,00

0 1 2 3 4 5 6 7 8 9 10

TERM

INA

L SE

RVIC

EABI

LITY

(Pt

)

DESIGN LIFE (YEAR)

The remaining of road service life in Pati-Rembang

thickness design. The new of load legal limit total showed that in Class 6B was reach 22 ton (VDF= 14), Class 7A was 37 ton (VDF = 18.7), and for single trailer class 7C was reach the average of67 ton (VDF = 60.5).

3. Remaining pavement service life due to the actual vehicle load :If using Bina Marga legal limit of 10 tons, so the remaining of road service life will be 2.2 yearsfrom the design life for 10 years. Requires 2 times periodic maintenance to achieve design life of10 years.If using Bina Marga Design in Pati-Rembang road, so the remaining of road service life will be 9.5years from the design life for 10 years and only once do the periodic maintenance that is in tenthyear, according to the design life of road.

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