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Thickness Pavement Design Based on Heavy Vehicle Loads

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DOI: 10.1007/978-981-16-7949-0_34

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Thickness Pavement Design Based
on Heavy Vehicle Loads

Anita Rahmawati, Emil Adly, and Wahyu Widodo

Abstract Some roads in central Bengkulu often experiences pavement deteriora-

tion caused by the high number of heavy vehicles carrying load containing natural
products. One of the roads being reviewed is Karang Tinggi Penanding road with
quite severe damage. This study aimed at knowing if the current pavement thick-
ness could accommodate loads of vehicles passing through the road or it needed to
redesign the pavement thickness to accommodate the current traffic. The method
used for determining the pavement thickness was the Manual Design 2017 from
Bina Marga while knowing a load of heavy vehicles passing through the road was
done by using a 2-pad portable weighbridge. The analysis of pavement layer
thickness due to the standard load and overloading by using the method of
Binamarga 2017, it can be obtained the pavement layer thickness with a standard
and overload for surface layer are 30 mm for Hot Rolled Sheet Wearing Course
(HRS WC) and 35 mm for Hot Rolled Sheet Base Course (HRS BC), the base
course layer is 250 mm and the subbase course layer is 125 mm. The thickness of
the pavement obtained is the same because the Cumulative Equivalent Single Axle
(CESA) 5 burden obtained is still relatively low.

Keywords Manual design 2017
Overloading
Pavement thickness

1 Introduction

The high intensity of road traffic overloading the required standard leads to quick
road pavement deterioration and a reduction in service design life. Flexible pave-
ment has viscoelastic property, whereby when it carries overloading, the pavement
will lose its material stiffness. Let alone, if road maintenance is not performed, the
road will have a declining service life. In general, the factors causing declining

A. Rahmawati (&)
E. Adly
W. Widodo

Department of Civil Engineering, Faculty of Engineering, Universitas Muhammadiyah
Yogyakarta, Jl. Brawijaya, Bantul, Daerah Istimewa Yogyakarta 55183, Indonesia
e-mail: [email protected]

© The Author(s), under exclusive license to Springer Nature Singapore Pte Ltd. 2022 385
H. A. Lie et al. (eds.), Proceedings of the Second International Conference
of Construction, Infrastructure, and Materials, Lecture Notes in Civil Engineering 216,
https://doi.org/10.1007/978-981-16-7949-0_34
386 A. Rahmawati et al.

service life or road deterioration are the traffic design life exceeding the initial
planning, puddles on the road surface caused by poor drainage sanitation, the error
in road planning and construction, poor pavement quality, overloaded vehicles
(overloading) that will make the road service life shorter than the design life that has
been established during the planning. The causes of overloaded vehicles (over-
loading) strongly result in declining road service. The Karang Tinggi–Penanding
road in central Bengkulu often experiences road pavement damage caused by many
vehicles carrying natural products, such as oil palm, wood and coal, overloading the
required standard load. Therefore, this study aimed at knowing the pavement
thickness that could accommodate the load of heavy vehicles passing through The
Karang Tinggi–Penanding road in Central Bengkulu Tengah according to the
design life. This study used the Manual Design 2017 by Bina Marga for identifying
the required pavement thickness based on the standardized maximum load and the
data of weighbridge testing in the field.
Vehicles passing on roads, which bring load exceed the maximum specified
load, cause excessive loading on the pavement and affect the design life on the road
[1]. Based on some previous studies, it can be concluded that overloading can
decrease the design life. The study which using AASHTO 1993 and the calculation
of cumulative ESAL (Equivalent Standard Axle Load) values, then the remaining
pavement life was obtained. This section contains the research background, pur-
pose, contribution (the research benefit from theoretical and practical), research
result and implication (Practical advice based on research result). The research
result and implication in the introduction section are only suggestions (not
mandatory) [2]. Based on the design life of the 20-year plan, the cumulative ESAL
value is 64,533,642 SAL, so there is a decrease in the service life of eight years.
The remaining life of the pavement plan is only 54.75% and a pavement service life
is reduced by 25.94%. Similar research on the effect of overloading was also not
much different from previous research [3, 4].
The research regarding the effect of overloading with slightly different methods
showed that there was a reduction in service life from the design life and caused
various road damage problems [5–14]. This study discussed the effect of over-
loading on design life and pavement thickness. Furthermore, this study used the
method of Binamarga 2017 to analyze the effect of overloading on pavement
thickness [15].

2 Literature Review

Rahmawati et al. [16] conducted a study on Solo–Yogyakarta highway KM 9–15;

this study found that several vehicles violated the use of maximum load causing
road deterioration and declining road service life than it should be. One of the road
deteriorations due to the high number of vehicles violating the maximum load is
overloading. Based on the previous study, there was a reduction in the road service
life of 8 years from the total service life of 20 years. The solution conducted in the
Thickness Pavement Design Based on Heavy Vehicle Loads 387

previous study for the overloading problem was redesigning the pavement thickness
to accommodate the overloading condition. Meanwhile, the study conducted in this
paper used an application known as Circly 6.0 for analyzing the deflection that
occurred on Solo–Yogyakarta Highway KM 9–15 to examine the flexible pavement
that had been constructed in the previous study. Re-designing was calculated using
the Bina Marga method in 2002 and then, the collected pavement thickness would
be analyzed using the Circly 6.0 program for analyzing the deflection and the force
that occurred on the pavement of Solo–Yogyakarta Highway KM 9–15. Hence, it
can be identified if the pavement that had been designed was eligible or not to be
used.
A study on overloading was conducted on Lago–Sorek road KM 77–78 for rigid
pavement. The method used for analyzing the pavement structure was AASHTO
1993. After observing, it was found that there was an overloading of 17.98%. The
result obtained in the study was the declining service life due to overloading of
25.94% [2]. Sari [1] was conducted on the provincial border of Jambi–Peninggalan
on overloading. Many vehicles violated the standard load by overloading on the
road even though Integrated Checkpoints (PPT) existed for weighing the vehicle
load. After analyzing using the ESAL with a design life of 10 years, it was found
that normal load for vehicles had a remaining road service life of 99.955%, while
the remaining road service life with overloading conditions was 48.393%.
A study by Wandi et al. [10] was conducted on the national road of Banda
Aceh–Meulaboh. This study aimed at knowing the vehicle damage factor caused by
overloading. From the data, it collected an average of 45.57% for the vehicles that
violated out of the total truck passing through the road. The result based on the
CESA analysis showed that there was a decline in the road service life of 9 years,
while, according to the effective formula, the road service life declined by
10.77 years from the design life of 20 years. Suriyatno et al. [4] was an analysis of
flexible pavement thickness and the design life caused by overloaded vehicles. The
case study was conducted on four different roads, namely, Tanah Badantung–
Kiliran Jao road, Border of Padang–Painan cities, provincial border of Riau–
Payakumbuh and Sicincin–Lubuk Alung road. The result showed that the actual
traffic load was higher than the standard load resulting in a higher overlay than it
should be. The big difference of load was on Tanah Badantung–Kiliran Joa,
whereby the overlay thickness for the actual traffic load was higher, or around
56.4%, than the standard load. The overload traffic load led to a declining road
service life by 56.8% from the five years of road service life or equal to two years
and ten months.
Atiya [7] conducted a study on an analysis of weighbridge performance against
the pavement performance and the design life on Jembatan Timbang Salam,
Magelang. The background of the study was the high number of heavy vehicles
passing through Keprekan road–the border of Yogyakarta that is sometimes over-
loading. On the road, there was Jembatan Timbang Salam. The method used for
calculating the CESA recapitulation on the remaining design life was by dividing it
into several conditions. First, condition A (the actual condition where the over-
loaded vehicles are only fined or receive a traffic ticket and they were allowed to
388 A. Rahmawati et al.

continue their travel. Condition B is where the maximum overload tolerance is

125% from weight allowed). Condition C is that the maximum overload tolerance is
115% and condition D is that the maximum overload tolerance is 105%). The
conclusion that can be drawn is as follows: for Condition A. In the actual condition,
the road pavement design life is declining from 10 years to 9.48 years in the first
analysis and the design life for Condition A in the second analysis is 9.53 years.
Syafriana et al. [8] was evaluating the road service life by calculating the over-
loading condition on the East Cross Road of Aceh Province, Bireuen road, the
border of Lhokseumawe city. The method used in this study was the guideline
planning of overlay thickness of flexible pavement using the deflection method.
Based on the analysis that had been conducted, the result showed that the Vehicle
Damage Factor (VDF) value for the overloading condition was 696%, higher than
the VDF value in a normal load condition. Meanwhile, the result of the Cumulative
Equivalent Standard Axle (CESA) analysis showed that there was a declining road
service life on that road to 4.3 years from the design life of 10 years.

3 Research Method

3.1 The Step of Research

In this step, the arrangement of planning and observing on the preliminary stage
will be carried out in order to obtain a general description of the problems in the
field. The preparation stage carried out in this study is shown in Fig. 1.

3.2 Research Location

This research was conducted on The Karang Tinggi–Penanding roads, Bengkulu

Tengah district (Fig. 2).

3.3 Data Collection Technique

The primary data came from the field observation and the secondary data was
obtained from related agencies. The technique of data collection in this study was
by finding the primary and secondary information that will be used as data pro-
cessing material. The primary data were obtained directly in the research location
both through observation or survey. The observation and survey were done through
taking pictures of heavy vehicles and conducting a survey on road surface condi-
tions on Pasar The Karang Tinggi–Penanding road, average daily traffic (ADT), the
Thickness Pavement Design Based on Heavy Vehicle Loads 389

Fig. 1 Chart of research flow

results of weighing heavy vehicles. The data were obtained from indirect research at
related agencies such as the National Road Planning and Supervision Service of the
Special Province of Bengkulu. The secondary data were CBR data and the per-
centage growth of traffic per year on The Karang Tinggi–Penanding Road.

4 Result and Discussion

4.1 Traffic Counting Data

Traffic Counting is the traffic volume calculation that is based on the vehicle types
and the period. Traffic counting that was conducted aimed to know the vehicle
movement and the road capacity on the road. The data collection for the traffic
volume was done using a manual method or a direct calculation in the field with an
interval of one hour and the survey was conducted for 16 h from 07:00 to 23:00.
The recording was classified based on time, location and movement direction. The
result of the ADT can be seen in Table 1.
390 A. Rahmawati et al.

Fig. 2 Research location

Table 1 ADT of The Karang Tinggi–Penanding road

Class of vehicle Types ADT
1 Motorcycle, Scooter, and three-wheeled vehicles 4224
2 Sedans, Jeeps, and station wagons 144
4 Pick Up, Micro truck, and delivery cars 96
6 Truck 2 Axle 240

4.2 Data for Heavy Vehicles

The data for heavy vehicles were collected from the testing using the 2-pad portable
weighbridge conducted on Karang Tinggi–Penanding road. The following is the
result of a heavy vehicle survey on two roads being reviewed. It consists of the
method and instruments for a 2-pad survey for identifying the heavy vehicle load on
the two roads. The total of overloaded vehicles on the roads being reviewed can be
seen in Table 1 and Fig. 3.
Thickness Pavement Design Based on Heavy Vehicle Loads 391

Fig. 3 Documentation of collecting heavy vehicle load data on The Karang Tinggi–Penanding
road

Table 2 Axis load testing on The Karang Tinggi–Penanding road

No. Police Type of Number of Load Load (kg) Total load Notes
load axis (kg) (kg)
Front Rear Standard Front Rear
BD 8329 CK Sand truck 1 1 8200 1600 5320 6920 OK
BD 8028 AS Sand truck 1 1 8200 3535 5200 8735 Overload
BD 8162 G Sand truck 1 1 8200 2620 3620 6240 OK
BD 8159 AH Sand truck 1 1 8200 3410 3270 6680 OK
BD 8920 AG Sand truck 1 1 8250 5090 5010 10,100 Overload
BD 8097 Y Sand truck 1 1 8250 5320 5150 10,470 Overload
BD 8105 AD Sand truck 1 1 8250 2970 3390 6360 OK
BD 8096 Y Sand truck 1 1 8250 5745 5485 11,230 Overload
BD 8101 AI Sand truck 1 1 8250 6155 5825 11,980 Overload
BD 8170 YL Sand truck 1 1 8250 4015 3920 7935 OK
BD 8275 IU Sand truck 1 1 8250 4895 4350 9245 Overload
BD 8227 Y Sand truck 1 1 8250 3655 3725 7380 OK
BD 8202 Y Sand truck 1 1 8250 4815 5680 10,495 Overload
BD 8057 Y Sand truck 1 1 8250 3485 5075 8560 Overload

The number of vehicles that are overloaded on the roads under review can be
seen in Table 2.
Based on Table 2, the number of overloading violations of the Karang Tinggi–
Penanding section can be seen that trucks that violate the permissible load (over-
load) are higher than trucks that do not violate. The total number of trucks that
violated the weighbridge was eight vehicles. Percentage of violations that occurred
57.2%.
392 A. Rahmawati et al.

4.3 Pavement Thickness Analysis

From the daily traffic load on those roads, the VDF value and the traffic load that
can be accommodated by the existing road pavement would be calculated.
Vehicle Damage Factor (VDF). VDF is a number expressing the comparison
between the distress severities against the road pavement due to the single axle load
vehicles by the standard axle load for a single axle of 8.16 tons by the Ministry of
Public Works (2002). The data from the field obtained the condition of pavement
structure for The Karang Tinggi–Penanding road with 1.72 km length with damage
road condition around the 0.52 km. By the 2-lane and 2-way road, the vehicle
distribution was 0.5 if it was in a standard load condition with the current average
traffic load and the growth rate was 10% (the secondary data from the IRMS
technical planning of Central Bengkulu District). An equivalent number can be
calculated using Eq. 1.
 
the load of each axle 4
VDF4 ¼ ð1Þ
8; 160

• Class of Vehicle 2 (Sedans, Jeeps and Station Wagons)

Total load = 2000 kg, load distribution (50% front and 50% rear)

   
50%  2000 4 50%  2000 4
VDF4 ¼ þ
8160 8160
¼ 0:0023 þ 0:0023 ¼ 0:00046

• Class of Vehicle 4 (Pick Up, Micro Truck and Delivery Cars)

Total load = 5000 kg, load distribution (50% front and 50% rear)

   
50%  5000 4 50%  5000 4
VDF4 ¼ þ
8160 8160
¼ 0:0088 þ 0:0088 ¼ 0:0176

• Class of Vehicle 6 (Truck 2 Axle) (Standard Load)

Total load = 8250 kg, load ditribution (50% front and 50% rear)
Thickness Pavement Design Based on Heavy Vehicle Loads 393

   
50%  8250 4 50%  8250 4
VDF4 ¼ þ
8160 8160
¼ 0:065305 þ 0:065305 ¼ 0:13061

• Class of Vehicle 6 (Truck 2 Axle) (Overload)

Total average overload = 10,102 kg, load ditribution (50% front and 50% rear)

   
50%  10; 102 4 50%  10; 102 4
VDF4 ¼ þ
8160 8160
¼ 0:146808 þ 0:146808 ¼ 0:293616

Correlation Factor Between Traffic Growth and Design Life (R). Based on
secondary data from the IRMS technical planning of Central Bengkulu District,
traffic growth was obtained by 10%. In planning, the design life of 20 years is used
so that the R value can be seen in Eq. 2.

ð1 þ 0:01iÞUR 1
R¼ ð2Þ
0:01i

ð1 þ 0:01iÞUR 1 ð1 þ ð0:01  0:1ÞÞ20 1

R¼ ¼ ¼ 57:275
0:01i 0:01  0:1

Commutative Equivalent Single Axle (CESA). The load caused by traffic can be
calculated based on the equivalent method toward a load of standard axle and
overloading. To determine the accumulation of traffic axle load during the design
life, the CESA4 (Cumulative Equivalent Standard Axle) formula can be used in
Eq. 3. The result of the calculation of CESA4 for the standard load can be seen in
Table 3.

CESA4 ¼ ADT  DD  DL  R  VDF4  365 ð3Þ

From Table 3, it can be seen that the CESA4 was obtained for a standard load of
345,899. The TM value used to calculate CESA5 is 2, so the CESA5 value is
691,798. The result of the calculation of CESA4 for overload can be seen in
Table 4.
From Table 4, it can be seen that the CESA4 was obtained for an overload of
579,253. The TM value used to calculate CESA5 is 2, so the CESA5 value is
1,158,506.
Pavement Layer Thickness for Standard Load and Overload. The analysis of
the effect of the load against pavement thickness performance aims to know the
394 A. Rahmawati et al.

Table 3 CESA4 value of Karang Tinggi–Penanding road for standard load

Class Types ADT DD DL R VDF4 365 CESA4
of
vehicle
1 Motorcycle, 4224 0.5 1 57.257 0 365 0
Scooter, and
three-wheeled
vehicles
2 Sedans, Jeeps, 144 0.5 1 57.257 0.00046 365 692
and station
wagons
4 Pick Up, 96 0.5 1 57.257 0.01760 365 17,655
Micro truck,
and delivery
cars
6 Truck 2 axle 240 0.5 1 57.257 0.13061 365 327,551
CESA4 Total 345,899

Table 4 CESA4 Value of Karang Tinggi–Penanding road for overload

Class Types ADT DD DL R VDF4 365 CESA4
of
vehicle
1 Motorcycle, Scooter, and 4224 0.5 1 57.257 0 365 0
three-wheeled vehicles
2 Sedans, Jeeps, and station 144 0.5 1 57.257 0.00046 365 692
wagons
4 Pick Up, Micro truck, and 96 0.5 1 57.257 0.01760 365 17,655
delivery cars
6 Truck 2 axle 103 0.5 1 57.257 0.130610 365 140,574
137 0.29362 420,331
CESA4 Total 579,253

pavement thickness performance that was caused by the standard load and over-
load. Table 5 is used to determine which number of pavement designs are
appropriate.
Table 5 is used to determine which number of pavement designs are appropriate.
The type of pavement design is 3A because the value of total CESA5 on standard
and overload ranges between 0.1–4 millions. Pavement thickness is determined by
plotting the CESA5 value in Table 6 for standard load and overloading.
The analysis of pavement layer thickness due to the standard load and over-
loading by using the method of Binamarga 2017, it can be obtained the pavement
layer thickness with a standard and overload for the surface layer are 30 mm for
Thickness Pavement Design Based on Heavy Vehicle Loads 395

Table 5 Type of pavement structure [15]

Pavement structures Design ESA4 (million) within 20 years
chart 0– 0.1– >4– >10– >30–
0.5 4 10 30 200
Rigid pavement with heavy traffic 4 – – 2 2 2
(CBR  2.5%)
Rigid pavement with low traffic 4A – 1.2 – – –
(CBR  2.5%)
Modified AC-WC and modified SMA 3 – – – 2 2
with CTB (ESA5)
AC with CTB (ESA5) 3 – – – 2 2
AC  100 mm thick with a grained 3B – – 1.2 2 2
foundation layer (ESA5)
AC or thin HRS on a grained 3A – 1.2 – – –
foundation layer
Chip Seal or Double Chip Seal Class A 5 3 3 – – –
Subbase
Soil cement foundation layer 6 1 1 – – –
Unpaved layer 7 1 – – – –

Table 6 Design chart 3A

CESA5 for 20 year on the design lane (106) FF1 FF2
CESA5 < 0.5 0.5  CESA5  4
Surface types HRS or HRS
Macadam
HRS WC 50 30
HRS Base – 35
Class A Subbase 150 250
Class A Subbase/Class B Subbase/Stabilization with 150 125
CBR > 10%
Flexible pavement design with HRS [15]

HRS WC and 35 mm for HRS Base, the class A subbase course layer is 250 mm
and the class B subbase course layer is 125 mm. From chart 3A, it can be seen that
with a standard load of 691,798 and an overload of 1,158,506, the thickness of the
pavement obtained is the same. This is because the CESA5 burden obtained is still
relatively low, less than 4 million. The composition of pavement thickness can be
seen in Fig. 4.
396 A. Rahmawati et al.

Fig. 4 Pavement thickness

based on the standard load
HRS-WC 30 mm
and overloading condition on
The Karang Tinggi–
Penanding road
HRS-Base 35 mm

Subbase Class A 250 mm

Subbase Class B 125 mm

5 Conclusion

Based on the analysis of the survey on The Karang Tinggi–Penanding road, it can
conclude that the road condition experiences moderate damage due to overloaded
vehicles because the result from the survey shows that the number of vehicles
overloading the standard axle is less. Consequently, the following conclusions can
be drawn:
1. The damage that occurred was caused by an excess load of heavy vehicle that
passed through the road by approximately 57.2%.
2. The analysis of pavement layer thickness due to the standard load and over-
loading by using the method of Binamarga 2017, it can be obtained the pave-
ment layer thickness with a standard and overload for the surface layer are
30 mm for HRS WC and 35 mm for HRS Base, the class A subbase course
layer is 250 mm and the class B subbase course layer is 125 mm. From chart
3A, it can be seen that with a standard load of 691,798 and an overload of
1,158,506, the thickness of the pavement obtained is the same. This is because
the CESA 5 burden obtained is still relatively low.
 Thickness Pavement Design Based on Heavy Vehicle Loads 397

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