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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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":null,"pages":null},"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}
This paper investigates the possibilities and challenges of using mass timber as a sustainable alternative for retrofitting existing buildings in Canada. To create the knowledge foundation on which to devise a holistic framework tailored to the specific characteristics of Canada's built environment, a detailed analysis of the types, geographical distribution, structural, and energy features of the local building stock is first presented. Then, previous strategies for enhancing and upgrading existing buildings with engineered timber are reviewed, classified, and evaluated. Finally, to explore economic and environmental implications, a detailed assessment of available life-cycle cost–benefit analysis approaches is conducted alongside their adaptation to Canada's building context. The findings of this paper can inform policymakers, builders, and designers in developing more sustainable building retrofit practices, design, and regulations, in line with Canada's efforts toward net zero emissions.
{"title":"Unified life-cycle cost–benefit analysis framework and critical review for sustainable retrofit of Canada's existing buildings using mass timber","authors":"D. Malomo, Y. Xie, G. Doudak","doi":"10.1139/cjce-2023-0222","DOIUrl":"https://doi.org/10.1139/cjce-2023-0222","url":null,"abstract":"This paper investigates the possibilities and challenges of using mass timber as a sustainable alternative for retrofitting existing buildings in Canada. To create the knowledge foundation on which to devise a holistic framework tailored to the specific characteristics of Canada's built environment, a detailed analysis of the types, geographical distribution, structural, and energy features of the local building stock is first presented. Then, previous strategies for enhancing and upgrading existing buildings with engineered timber are reviewed, classified, and evaluated. Finally, to explore economic and environmental implications, a detailed assessment of available life-cycle cost–benefit analysis approaches is conducted alongside their adaptation to Canada's building context. The findings of this paper can inform policymakers, builders, and designers in developing more sustainable building retrofit practices, design, and regulations, in line with Canada's efforts toward net zero emissions.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135480878","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 road agencies collect and submit weigh-in-motion (WIM) data to the Federal Highway Administration as part of their traffic monitoring program. Therefore, the WIM data should be precise and accurate. One way to evaluate WIM measurement errors is by using the test truck data collected immediately before and after equipment calibration. The limitation of this approach is that the data represent a snapshot in time and may not represent a long-term WIM site performance. This paper presents an approach for estimating WIM system accuracy based on axle load spectra attributes (normalized axle load spectra (NALS) shape factors). This alternative approach allows for characterizing temporal changes in WIM data consistency. The WIM error data collected before and after calibration were related to Class 9 NALS shape factors in the proposed methodology. This paper aims to determine WIM system errors based on axle loading without physically performing WIM equipment performance validation using test trucks. The presented methodology can be used to estimate systematic errors (drift) in the WIM system at any point in time after the equipment calibration. This approach can help highway agencies select optimum timings for routine maintenance and calibration of WIM equipment without compromising its accuracy. The results show that the WIM accuracy for the single axle (SA) and tandem axle (TA) can be estimated with SA and TA NALS shape factors with an acceptable degree of error for bending plate to quartz piezo sensors. Examples are included to demonstrate the application and significance of the developed models.
{"title":"Use of Axle Load Spectra (ALS) for Estimating Calibration Drift in Weigh-In-Motion (WIM) Systems","authors":"Muhammad Munum Masud, Syed Waqar Haider, Olga Selezneva, Dean J. Wolf","doi":"10.1139/cjce-2022-0107","DOIUrl":"https://doi.org/10.1139/cjce-2022-0107","url":null,"abstract":"The road agencies collect and submit weigh-in-motion (WIM) data to the Federal Highway Administration as part of their traffic monitoring program. Therefore, the WIM data should be precise and accurate. One way to evaluate WIM measurement errors is by using the test truck data collected immediately before and after equipment calibration. The limitation of this approach is that the data represent a snapshot in time and may not represent a long-term WIM site performance. This paper presents an approach for estimating WIM system accuracy based on axle load spectra attributes (normalized axle load spectra (NALS) shape factors). This alternative approach allows for characterizing temporal changes in WIM data consistency. The WIM error data collected before and after calibration were related to Class 9 NALS shape factors in the proposed methodology. This paper aims to determine WIM system errors based on axle loading without physically performing WIM equipment performance validation using test trucks. The presented methodology can be used to estimate systematic errors (drift) in the WIM system at any point in time after the equipment calibration. This approach can help highway agencies select optimum timings for routine maintenance and calibration of WIM equipment without compromising its accuracy. The results show that the WIM accuracy for the single axle (SA) and tandem axle (TA) can be estimated with SA and TA NALS shape factors with an acceptable degree of error for bending plate to quartz piezo sensors. Examples are included to demonstrate the application and significance of the developed models.","PeriodicalId":9414,"journal":{"name":"Canadian Journal of Civil Engineering","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-10-05","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135482163","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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