The pavement structure strength index (PSSI) indicator in the Chinese standard and the structural number (SN) indicator proposed by AASHTO are widely used to evaluate the structural states of semi-rigid asphalt pavement. However, PSSI and SN indicators do not involve the intra- and interlayer interface structural state, and the indicators are disconnected from the pavement design indicators. In this study, the intralayer remaining life and structural attenuation state were considered comprehensively to propose the indicators of the surface/base/subgrade structural state index (SSSI/BSSI/GSSI). The interlayer interface structural state index (ISSI) was proposed based on the friction coefficient between the surface and base layers. The pavement structural state index (PaSSI) was proposed by assigning the weightings to SSSI, BSSI, GSSI, and ISSI indicators. Compared with the PSSI or SN indicators, the proposed indicators realize the intralayer–interlayer–overall structural evaluation of the pavement, and the indicators were based on the pavement design indicators.
{"title":"Network-level Evaluation Method of the Overall-Intralayer-Interlayer Interface Structural States of Semi-rigid Asphalt Pavement","authors":"Jianwei Fan, Tao Ma, Yajing Zhu, Yiming Zhang","doi":"10.1139/cjce-2023-0219","DOIUrl":"https://doi.org/10.1139/cjce-2023-0219","url":null,"abstract":"The pavement structure strength index (PSSI) indicator in the Chinese standard and the structural number (SN) indicator proposed by AASHTO are widely used to evaluate the structural states of semi-rigid asphalt pavement. However, PSSI and SN indicators do not involve the intra- and interlayer interface structural state, and the indicators are disconnected from the pavement design indicators. In this study, the intralayer remaining life and structural attenuation state were considered comprehensively to propose the indicators of the surface/base/subgrade structural state index (SSSI/BSSI/GSSI). The interlayer interface structural state index (ISSI) was proposed based on the friction coefficient between the surface and base layers. The pavement structural state index (PaSSI) was proposed by assigning the weightings to SSSI, BSSI, GSSI, and ISSI indicators. Compared with the PSSI or SN indicators, the proposed indicators realize the intralayer–interlayer–overall structural evaluation of the pavement, and the indicators were based on the pavement design indicators.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-16","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136078665","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-13DOI: 10.12962/j20861206.v38i2.18196
Tri Cahyo Utomo, Catur Arif Prastyanto
On national roads (arterial roads) whose LHR conditions should be the same or tend to be higher than provincial roads (collector roads) still often use slurry seals for handling to protect the asphalt layer from disintegration, cracking and reduced skid factor on the road. In fact, in its implementation on provincial roads, the lifespan of spot leveling works tends to have a much longer service life than slurry seals which tend to be damaged during the same fiscal year. This is certainly a contradictory conclusion between the two methods applied, namely on provincial roads with LHR tend to be lower than national roads using spot leveling treatment which has a longer lifespan, while on national roads it is the other way around. With the above problems, it is necessary to do further research on the factors that underlie the selection of the method, the service life of the results of the handling is compared to the construction costs incurred. The research method was carried out using LHR data to determine the condition of traffic loads on each segment of the segment, survey road conditions to determine the percentage of damage and the remaining service life of slurry seals and spot leveling, and compared with construction costs. The CESA value or traffic load characteristics affect the service life of the slurry seal, with a service life gap of 2.08 years and handling cost of Rp. 12,949.29 per square meter per year. Drainage conditions also influence the service life of the slurry seal, with a service life gap of 1.32 years and handling cost of Rp. 8,097 per square meter per year. Sidewalk conditions impact the service life of the slurry seal as well, with a service life gap of 0.52 years and handling cost of Rp. 4,688.39 per square meter per year. Based on the data on the service life gaps and handling costs, the most influential factor on the service life and duration of the slurry seal is the CESA condition on the road segment where the slurry seal is applied.
{"title":"SELECTION ANALYSIS OF ROAD MAINTENANCE METHODS BETWEEN THE USE OF SLURRY SEALS AND SPOT LEVELLING FROM SERVICE LIFE AND CONSTRUCTION COSTS ASPECTS","authors":"Tri Cahyo Utomo, Catur Arif Prastyanto","doi":"10.12962/j20861206.v38i2.18196","DOIUrl":"https://doi.org/10.12962/j20861206.v38i2.18196","url":null,"abstract":"On national roads (arterial roads) whose LHR conditions should be the same or tend to be higher than provincial roads (collector roads) still often use slurry seals for handling to protect the asphalt layer from disintegration, cracking and reduced skid factor on the road. In fact, in its implementation on provincial roads, the lifespan of spot leveling works tends to have a much longer service life than slurry seals which tend to be damaged during the same fiscal year. This is certainly a contradictory conclusion between the two methods applied, namely on provincial roads with LHR tend to be lower than national roads using spot leveling treatment which has a longer lifespan, while on national roads it is the other way around. With the above problems, it is necessary to do further research on the factors that underlie the selection of the method, the service life of the results of the handling is compared to the construction costs incurred. The research method was carried out using LHR data to determine the condition of traffic loads on each segment of the segment, survey road conditions to determine the percentage of damage and the remaining service life of slurry seals and spot leveling, and compared with construction costs. The CESA value or traffic load characteristics affect the service life of the slurry seal, with a service life gap of 2.08 years and handling cost of Rp. 12,949.29 per square meter per year. Drainage conditions also influence the service life of the slurry seal, with a service life gap of 1.32 years and handling cost of Rp. 8,097 per square meter per year. Sidewalk conditions impact the service life of the slurry seal as well, with a service life gap of 0.52 years and handling cost of Rp. 4,688.39 per square meter per year. Based on the data on the service life gaps and handling costs, the most influential factor on the service life and duration of the slurry seal is the CESA condition on the road segment where the slurry seal is applied.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":"118 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135853820","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-13DOI: 10.12962/j20861206.v38i2.17405
Muhammad Rifat Hidayat, Ahmad Basshofi Habieb, Wahyuniarih Sutrisno
Unreinforced Masonry (URM), Confined Masonry (CM), and non-engineered systems in residential buildings in rural and urban areas of Yogyakarta, West Java, and West Sumatra provinces yielded the following results: In rural areas:63% of the surveyed buildings adopted the URM system.8% of the surveyed buildings utilized the CM system.29% of the surveyed buildings were categorized as non-engineered structures.In urban areas: 16% of the surveyed buildings were constructed using the URM system. 66% of the surveyed buildings employed the CM system. 18% of the surveyed buildings were classified as non-engineered Abstract Indonesia was located in a seismically active region and was situated between three tectonic plates. The construction resilience that met the requirements was necessary in earthquake-prone areas. The purpose was to protect and reduce the risk of severe damage caused by significant seismic loads. However, more than 70% of buildings in developing countries like Indonesia utilized the Confined Masonry (CM) structural system. The implementation of CM systems in Indonesia often led to fatal damages during earthquakes. Due to the severity of these damages, the addition of reinforcement systems to CM became one of the options to address the shortcomings of the CM system. There were various types of materials that could be used as reinforcement, such as steel cages, polymers, polypropylene bands, bamboo meshes, and plastic materials. This study investigated the utilization of ferrocement layers as reinforcement material for CM structural system panels. The specimen panels used had a width of 2300 mm and a height of 1370 mm. The specimens in the research were numerically modeled using the ABAQUS/explicit program. The research variation focused on the influence of the wiremesh sheet orientation angle. The number of variations for the ferrocement layer was one layer with angle configurations of 0, 45, and 60 degrees. This reinforcement layer was applied to one side of the CM panel. As a comparison, results from the control specimen were included. The hysteresis curve, energy dissipation, stiffness degradation, and damage patterns were evaluated in this research.
{"title":"NUMERICAL STUDY OF USING MULTI-DIRECTION ANGLE WIRE MESH AS A CONFINEMENT SYSTEM FOR CONFINED MASONRY UNDER HORIZONTAL CYCLIC LOADS","authors":"Muhammad Rifat Hidayat, Ahmad Basshofi Habieb, Wahyuniarih Sutrisno","doi":"10.12962/j20861206.v38i2.17405","DOIUrl":"https://doi.org/10.12962/j20861206.v38i2.17405","url":null,"abstract":"Unreinforced Masonry (URM), Confined Masonry (CM), and non-engineered systems in residential buildings in rural and urban areas of Yogyakarta, West Java, and West Sumatra provinces yielded the following results: In rural areas:63% of the surveyed buildings adopted the URM system.8% of the surveyed buildings utilized the CM system.29% of the surveyed buildings were categorized as non-engineered structures.In urban areas: 16% of the surveyed buildings were constructed using the URM system. 66% of the surveyed buildings employed the CM system. 18% of the surveyed buildings were classified as non-engineered Abstract Indonesia was located in a seismically active region and was situated between three tectonic plates. The construction resilience that met the requirements was necessary in earthquake-prone areas. The purpose was to protect and reduce the risk of severe damage caused by significant seismic loads. However, more than 70% of buildings in developing countries like Indonesia utilized the Confined Masonry (CM) structural system. The implementation of CM systems in Indonesia often led to fatal damages during earthquakes. Due to the severity of these damages, the addition of reinforcement systems to CM became one of the options to address the shortcomings of the CM system. There were various types of materials that could be used as reinforcement, such as steel cages, polymers, polypropylene bands, bamboo meshes, and plastic materials. This study investigated the utilization of ferrocement layers as reinforcement material for CM structural system panels. The specimen panels used had a width of 2300 mm and a height of 1370 mm. The specimens in the research were numerically modeled using the ABAQUS/explicit program. The research variation focused on the influence of the wiremesh sheet orientation angle. The number of variations for the ferrocement layer was one layer with angle configurations of 0, 45, and 60 degrees. This reinforcement layer was applied to one side of the CM panel. As a comparison, results from the control specimen were included. The hysteresis curve, energy dissipation, stiffness degradation, and damage patterns were evaluated in this research.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":"67 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135918574","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-13DOI: 10.12962/j20861206.v38i2.17403
William Aldrian Imanuel Mawikere, Wahju Herijanto
The express liner program also known in Indonesia as "Tol Laut", initiated in 2015, aimed to reduce price disparities between Java and eastern Indonesian regions by providing regular and sustainable shipping services to remote areas. However, after seven years, the program has not significantly affected price disparities in eastern Indonesia. To evaluate the program's effectiveness, this study examined port performance and economic changes resulting from Sea Toll. The study identified areas of improvement for Larantuka, Lewoleba, and Kalabahi ports, such as docks, terminals, access roads, and storage facilities. Port performance evaluation revealed that Larantuka Port had subpar utilization of docks and stacking fields, while Lewoleba Port exhibited poor dock usage. Kalabahi Port, on the other hand, demonstrated good performance in dock utilization and stacking field usage. Regarding ship services, Larantuka Port showed good waiting time performance but poor loading and unloading productivity and ship effectiveness. Lewoleba Port had unfavorable waiting time in 2021 but improved in 2022, while its loading and unloading productivity and effectiveness were poor in both years. Kalabahi Port demonstrated good waiting time and effectiveness, but its loading and unloading productivity fell short of the standard. Evaluating the economic impact, the Sea Toll program did not significantly reduce the prices of necessities. Certain commodities experienced price increases influenced by regional distances and price fluctuations in Surabaya. However, medium rice prices decreased significantly in Larantuka and Kalabahi, indicating a positive impact of the Sea Toll program in those areas.
{"title":"ANALYSIS OF THE PERFORMANCE EVALUATION OF THE LOGISTICS EXPRESS LINER PORT ON THE T-14 TANJUNG PERAK – LARANTUKA – LEWOLEBA – KALABAHI ROUTE IN REDUCING PRICE DISPARITY","authors":"William Aldrian Imanuel Mawikere, Wahju Herijanto","doi":"10.12962/j20861206.v38i2.17403","DOIUrl":"https://doi.org/10.12962/j20861206.v38i2.17403","url":null,"abstract":"The express liner program also known in Indonesia as \"Tol Laut\", initiated in 2015, aimed to reduce price disparities between Java and eastern Indonesian regions by providing regular and sustainable shipping services to remote areas. However, after seven years, the program has not significantly affected price disparities in eastern Indonesia. To evaluate the program's effectiveness, this study examined port performance and economic changes resulting from Sea Toll. The study identified areas of improvement for Larantuka, Lewoleba, and Kalabahi ports, such as docks, terminals, access roads, and storage facilities. Port performance evaluation revealed that Larantuka Port had subpar utilization of docks and stacking fields, while Lewoleba Port exhibited poor dock usage. Kalabahi Port, on the other hand, demonstrated good performance in dock utilization and stacking field usage. Regarding ship services, Larantuka Port showed good waiting time performance but poor loading and unloading productivity and ship effectiveness. Lewoleba Port had unfavorable waiting time in 2021 but improved in 2022, while its loading and unloading productivity and effectiveness were poor in both years. Kalabahi Port demonstrated good waiting time and effectiveness, but its loading and unloading productivity fell short of the standard. Evaluating the economic impact, the Sea Toll program did not significantly reduce the prices of necessities. Certain commodities experienced price increases influenced by regional distances and price fluctuations in Surabaya. However, medium rice prices decreased significantly in Larantuka and Kalabahi, indicating a positive impact of the Sea Toll program in those areas.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":"130 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135853825","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-13DOI: 10.12962/j20861206.v38i2.17451
Roro Prasti Hapsari, Hidajat Sugihardjo, Ahmad Basshofi Habieb
Indonesian houses are characterized as non-engineered and vernacular, constructed using local material, techniques, and architectural style. As a results these houses are typically built without the involvement of experts. In Indonesia, most lower class houses are unreinforced masonry (URM), masonry without structural elements. The absence of structural elements makes URM highly vulnerable to earthquakes and makes the masonry walls the main load bearers. This study analyses the performance of corner joint masonry wall with perforated plate to enhance the integrity between the perpendicular walls. This research was carried out experimentally. The results indicate that URM joint corner walls without perforated plates has the highest load capacity and ductility. Perforated plates in layers of masonry walls can decrease the lateral load capacity by 55%. The failure pattern occurred are slip failure, with cracks appearing at mortar-brick joint and mortar-perforated plate interfaces. From the test that have been carried out, it was found that perforated plate could reduce the cohesiveness of the walls rather than enhance the integrity of the perpendicular walls.
{"title":"PERFORMANCE OF MASONRY WALL JOINT CORNER WITH PERFORATED PLATE IN NON-ENGINEERING BUILDING","authors":"Roro Prasti Hapsari, Hidajat Sugihardjo, Ahmad Basshofi Habieb","doi":"10.12962/j20861206.v38i2.17451","DOIUrl":"https://doi.org/10.12962/j20861206.v38i2.17451","url":null,"abstract":"Indonesian houses are characterized as non-engineered and vernacular, constructed using local material, techniques, and architectural style. As a results these houses are typically built without the involvement of experts. In Indonesia, most lower class houses are unreinforced masonry (URM), masonry without structural elements. The absence of structural elements makes URM highly vulnerable to earthquakes and makes the masonry walls the main load bearers. This study analyses the performance of corner joint masonry wall with perforated plate to enhance the integrity between the perpendicular walls. This research was carried out experimentally. The results indicate that URM joint corner walls without perforated plates has the highest load capacity and ductility. Perforated plates in layers of masonry walls can decrease the lateral load capacity by 55%. The failure pattern occurred are slip failure, with cracks appearing at mortar-brick joint and mortar-perforated plate interfaces. From the test that have been carried out, it was found that perforated plate could reduce the cohesiveness of the walls rather than enhance the integrity of the perpendicular walls.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":"54 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135853823","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2023-10-13DOI: 10.12962/j20861206.v38i2.17125
Muhammad Zainal Abidin, Wahyuniarsih Sutrisno, Rahmat Dwi Sutrisno
This study presents the effect of nano-silica (NS) from sandblasting waste as an additive on the mechanical properties of concrete mortar. The nano-silica was produced by using the sol-gel and mechanical grinding methods. In this research, nano silica material was added as an additive with a percentage varying from 0% to 5%. The results show that producing nano silica from sandblasting waste with a combination of sol-gel and mechanical grinding methods can produce an average size of 148.9 nm with 96.90% purities silica (SiO 2 ). The compressive strength test also shows that adding NS can increase the compressive strength of the concrete. The highest compressive strength obtained from this research was. 29.76 MPa with the addition of 1% of nano-silica. This compressive strength is 37.5% higher than the control mixture.
{"title":"INVESTIGATION OF THE EFFECT OF SANDBLASTING WASTE TREATMENT METHOD AS NANO-SILICA ON THE COMPRESSIVE STRENGTH OF CONCRETE MORTAR","authors":"Muhammad Zainal Abidin, Wahyuniarsih Sutrisno, Rahmat Dwi Sutrisno","doi":"10.12962/j20861206.v38i2.17125","DOIUrl":"https://doi.org/10.12962/j20861206.v38i2.17125","url":null,"abstract":"This study presents the effect of nano-silica (NS) from sandblasting waste as an additive on the mechanical properties of concrete mortar. The nano-silica was produced by using the sol-gel and mechanical grinding methods. In this research, nano silica material was added as an additive with a percentage varying from 0% to 5%. The results show that producing nano silica from sandblasting waste with a combination of sol-gel and mechanical grinding methods can produce an average size of 148.9 nm with 96.90% purities silica (SiO 2 ). The compressive strength test also shows that adding NS can increase the compressive strength of the concrete. The highest compressive strength obtained from this research was. 29.76 MPa with the addition of 1% of nano-silica. This compressive strength is 37.5% higher than the control mixture.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135853545","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Simpang BPKP Banda Aceh is one of the signalized intersection with four approaches. so there are 16 crossing, 8 diverging, and 8 merging, between vehicles such as delay and congestion . This research aims to analysis the intersection in existing condition and redesign condition by using SIDRA Intersection 8.0 as a software. Software SIDRA Intersection 8.0 (analytical model) is a fixed minimum capacity for each minor movement is set by the user. The data was collected from institute from a video by using cctv at research area. The data from a video was include volume of vehicle, distances (upstrem, downstream, and negotiation) and travel time. In existing condition. Total demand flow is 1060 pcu/h. Approach delay 96,8 sec and level of service is F. The geometry for redesign condition is designing roundabout at that intersection. This assumption is made in the condition an unsignalized intersection. Total demand flow in redesign condition at Simpang BPKP Banda Aceh is 1060 pcu/h. Approach delay 3,8 sec and level of service is A.
{"title":"OPTIMIZATION OF DELAY AT INTERSECTION IN ANTICIPATE STUCK ON THE TRAFFIC BY USING SOFTWARE SIDRA INTERSECTION 8.0 (CASE STUDY : SIMPANG BPKP BANDA ACEH)","authors":"Rezqi Malia, Raina Parmitalia Dinda, Alvisyahri Alvisyahri, Chaira Chaira","doi":"10.12962/j20861206.v38i2.16860","DOIUrl":"https://doi.org/10.12962/j20861206.v38i2.16860","url":null,"abstract":"Simpang BPKP Banda Aceh is one of the signalized intersection with four approaches. so there are 16 crossing, 8 diverging, and 8 merging, between vehicles such as delay and congestion . This research aims to analysis the intersection in existing condition and redesign condition by using SIDRA Intersection 8.0 as a software. Software SIDRA Intersection 8.0 (analytical model) is a fixed minimum capacity for each minor movement is set by the user. The data was collected from institute from a video by using cctv at research area. The data from a video was include volume of vehicle, distances (upstrem, downstream, and negotiation) and travel time. In existing condition. Total demand flow is 1060 pcu/h. Approach delay 96,8 sec and level of service is F. The geometry for redesign condition is designing roundabout at that intersection. This assumption is made in the condition an unsignalized intersection. Total demand flow in redesign condition at Simpang BPKP Banda Aceh is 1060 pcu/h. Approach delay 3,8 sec and level of service is A.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":"3 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-13","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135853818","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Xiaoqiang Hu, Cheng Peng, Jieyi Bao, Yi Jiang, Shuo Li
This paper presents an effort to address urgent issues associated with semitruck platooning. The weigh-in-motion data was first examined to determine the characteristics of naturally formed semitruck platoons. A safety-based two-vehicle platoon model was then utilized to determine the critical headways for assessing the safety of semitruck platooning in various driving scenarios. The possibilities for passenger vehicles to cut into semitruck platoons were assessed using actual vehicle headway data. Finally, the potential impacts of semitruck platooning on typical interstate highway pavements were assessed using finite element analysis. Most semitruck platoons consist of 2 to 3 vehicles. An optimal platoon gap of 0.94 s was identified for connected and automated semitruck platooning. The potential impacts of truck platooning on concrete pavement were negligible for a platoon gap greater than 0.2 s. The maximum possible impact was less than 4% in terms of the service life reduction for interstate asphalt pavement.
{"title":"Characteristics of Naturally Formed Semitruck Platoons on Interstate Highways and Their Implications for Truck Platooning Field Deployment","authors":"Xiaoqiang Hu, Cheng Peng, Jieyi Bao, Yi Jiang, Shuo Li","doi":"10.1139/cjce-2023-0019","DOIUrl":"https://doi.org/10.1139/cjce-2023-0019","url":null,"abstract":"This paper presents an effort to address urgent issues associated with semitruck platooning. The weigh-in-motion data was first examined to determine the characteristics of naturally formed semitruck platoons. A safety-based two-vehicle platoon model was then utilized to determine the critical headways for assessing the safety of semitruck platooning in various driving scenarios. The possibilities for passenger vehicles to cut into semitruck platoons were assessed using actual vehicle headway data. Finally, the potential impacts of semitruck platooning on typical interstate highway pavements were assessed using finite element analysis. Most semitruck platoons consist of 2 to 3 vehicles. An optimal platoon gap of 0.94 s was identified for connected and automated semitruck platooning. The potential impacts of truck platooning on concrete pavement were negligible for a platoon gap greater than 0.2 s. The maximum possible impact was less than 4% in terms of the service life reduction for interstate asphalt pavement.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":"33 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136062892","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Muhammad Munum Masud, Syed Waqar Haider, Olga Selezneva, Dean J. Wolf
The test truck data collected immediately before and after calibration are used to assess the WIM measurement errors. An alternative approach is needed to characterize temporal variations in WIM data consistency. Therefore, it is crucial to evaluate the relative consistency in WIM loading over time for different sensor types and quantify the relative accuracy of axle loads based on axle load spectra data for various sensors. Analysis of ALS data over time shows that for single ALS, there is a significant difference in peak loads between the bending plate and quartz piezo sensor measurements. The results show that calibration frequencies longer than one year may be acceptable for the bending plate sensors; however, at least one year for quartz piezo, and less than a year for piezo cable sensors, are recommended.
{"title":"Evaluation of WIM Data Consistency based on Temporal Axle Load Spectra","authors":"Muhammad Munum Masud, Syed Waqar Haider, Olga Selezneva, Dean J. Wolf","doi":"10.1139/cjce-2020-0181","DOIUrl":"https://doi.org/10.1139/cjce-2020-0181","url":null,"abstract":"The test truck data collected immediately before and after calibration are used to assess the WIM measurement errors. An alternative approach is needed to characterize temporal variations in WIM data consistency. Therefore, it is crucial to evaluate the relative consistency in WIM loading over time for different sensor types and quantify the relative accuracy of axle loads based on axle load spectra data for various sensors. Analysis of ALS data over time shows that for single ALS, there is a significant difference in peak loads between the bending plate and quartz piezo sensor measurements. The results show that calibration frequencies longer than one year may be acceptable for the bending plate sensors; however, at least one year for quartz piezo, and less than a year for piezo cable sensors, are recommended.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-10-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134947824","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":4,"RegionCategory":"工程技术","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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