DISTRIBUTION OF HIGHWAY AXLE LOADS IN WEST JAVA AND METHODS OF MEASURING VEHICLE LOADING

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1 DISTRIBUTION OF HIGHWAY AXLE LOADS IN WEST JAVA AND METHODS OF MEASURING VEHICLE LOADING

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4 SUMMARY DISTRIBUTION OF HIGHWAY AXLE LOADS IN WEST JAVA AND METHODS OF MEASURING VEHICLE LOADING, Zulfikri, 1990, Program Sistem dan Teknik Jalan Raya, Fakultas Pasca Sarjana, Institut Teknologi Bandung. The characteristics of axle loading, i.e. distribution of - axle loads, mean axle load value, damage factors and cumulative ESA ' s can be obtained by conducting axle load 'surveys and traffic counting. Such surveys have been carried out at 3 locations in West Java using DLLAJR station weighbridges. One of the analysis indicated that traffic counting information for axle load surveys is improved by - using a classification of vehicle based on the number of axles. The commercial vehicle population in West Java is dominated by two-axle and four-axle trucks. The distribution of axle load for these trucks is similar over all locations, and this was also observed in terms of the commodities carried where a specific distribution of axle loads was noted. The damage factors for most heavy vehicles are lower than suggested by Bina Marga Central Design Office ( 1988)* and were found to have an average damage factor of The results of calculations of cumulative ESA's per day indicated that all the locations examined carry a similar number i.e. about 3,000 standard axles. However, special attention should be paid to roads that support construction projects, wherein the cumulative ESA's per day can be greatly increased over the construction periods. The measurements of dynamic axle load were found to be influenced by several factors such as the speed of vehicle and the roughness of the road surface. To find the effect of these factors, the measurements of dynamic load using Golden River equipment were conducted for 3 types of test truck at 3 variations of roughness with 5 speed intervals. The results indicated that the effect of speed is significant at speeds in the range km/h, where an error in measurement of about 16 percent was found. Furthermore, the effect of roughness is evident, wherein the higher the roughness the greater the error that occurs, up to about 15 percent for high roughness values. "Correlation between static and dynamic axle load measurements can be reviewed in terms of individual loading and spectrum loading. In order to obtain this correlation, the individual measurements were conducted for the 3 types of test truck, and spectrum measurements were related to one traffic load spectra. On a spectrum loading basis it is difficult to draw a conclusion, but there is a trend that the dynamic measurement will always indicate a greater result than the static. On an individual axle load measurement basis, it was indicated that the actual ESA using dynamic system is overestimated by about 25 X.

5 RINGKASAN DISTRIBUTION OF HIGHWAY AXLE LOADS IN WEST JAVA AND METHODS OF MEASURING VEHICLE LOADING, Zulfikri, 1990, Program Sistem dan Teknik Jalan Raya, Fakultas Pasca Sarjana, Institut Teknologi Bandung. Karakteristik pembebanan gandar yaitu distribusi beban gandar, beban gandar rata-rata, faktor kerusakan dan kumulatif ekivalensi gandar standar didapat dengan melakukan survay beban gandar dan perhitungan lalu lintas. Survai-survai tersebut telah dilakukan pada tiga lokasi di Jawa Barat dengan menggunakan jembatan timbang DLLAJR. Salah satu analisa menunjukkan bahwa informasi dari perhitungan lalu lintas untuk survai beban gandar dapat diperbaiki dengan menggunakan klasifikasi kendaraan yang berdasarkan pada jumlah gandar kendaraan. Populasi kendaraan niaga di Jawa Barat didominasi oleh truk bergandar 2 dan truk bergandar 4. Distribusi beban gandar truk-truk ini sama pada semua lokasi dan begitu pula terhadap jenis beban yang dibawa memperlihatkan distribusi yang tertentu. Faktor kerusakan untuk sebagian besar kendaraan berat lebih rendah dari pang disarankan oleh Central Design Office (1988), dari perhitungan didapatkan faktor kerusakan rata-rata sebesar 1,700. Hasil perhitungan kumulatif ESA per hari menunjukkan bahwa seluruh lokasi mempunyai nilai yang sama yaitu kira-kira Bandar standar. Tetapi terhadap jalan yang mendukung pelaksanaan pembangunan proyek sebaiknya diberikan perhatian khusus karena kumulatif ESA per hari akan meningkat tinggi selama perioda pembangunan. Pengukuran beban gandar dinamis dipengaruhi oleh beberapa faktor seperti kecepatan kendaraan dan kekasaran permukaan jalan. Untuk menemukan pengaruh faktor-faktor ini, dilakukan pengukuran beban dinamis dengan alat Golden River terhadap 3 jenis truk pada 3 macam kekasaran jalan dengan 5 selang kecepatan. Hasil pengukuran menunjukkan bahwa pengaruh yang cukup berarti terjadi pada selang kecepatan km/h, dimana ditemukan kesalahan pengukuran kira-kira sebesar 16 persen. Selanjutnya, pengaruh dari kekasaran jalan adalah jelas, semakin tinggi kekasaran akan terjadi kesalahan yang lebih besar, kira-kira sebesar 15 persen untuk nilai kekasaran yang tinggi. Korelasi antara pengukuran beban gandar statis dan dinamis dapat ditinjau dalam hal pembebanan individu dan pembebanan spektrum. Untuk mendapatkan korelasi ini, pengukuran individu - dilakukan terhadap 3 truk dan pengukuran spektrum dilakukan terhadap satu spektrum lalu lintas. Berdasarkan hasil pengukuran pembebanan spektrum cukup sukar untuk menarik kesimpulan akan tetapi ada kecenderungan bahwa pengukuran dinamis memberikan hasil pang lebih tinggi dibandingkan statis. P4da pengukuran individu ditunjukkan bahwa perhitungan ESA berdasarkan pengukuran dinamis memberikan hasil perkiraan lebih besar 25 persen dibandingkan dengan pengukuran statis.

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