scholarly journals Experimental Investigation on Design of Thickness for Flexible Pavement Subgrade Soils using CBR Approach

2020 ◽  
Vol 184 ◽  
pp. 01087
Author(s):  
Y. Kamala Raju ◽  
C. Vivek Kumar
Keyword(s):  
Experimental Investigation ◽  
Bearing Capacity ◽  
Flexible Pavements ◽  
Flexible Pavement ◽  
California Bearing Ratio ◽  
Cement Concrete ◽  
Wheel Load ◽  
Subgrade Soils ◽  
Pavement Thickness

This paper aim’s to ensure that the transmitted stresses due to wheel load are adequately reduced, so that they will not exceed bearing capacity of the sub- grade. This present study deals with the design thickness of flexible pavements, where majority of the Indian roads are flexible pavements having bituminous layer. Earlier, due to the scarcity of cement and India went for flexible pavements with bituminous toppings. This flexible pavement is preferred over cement concrete roads as they have a great advantage that these can be strengthened and improved in stages with the growth of traffic. With a major advantage of this roads and their surfaces milled and recycled for rehabilitation. The flexible pavements are less expensive also about initial investment and maintenance. In this present study, the flexible pavement thickness is designed for both sub grade soils as per IRC:37-2001 code and its pavement thickness is calculated by California Bearing Ratio (CBR)method.

scholarly journals Perbandingan Tebal Perkerasan Menggunakan Nilai CBR Laboratorium dan CBR Lapangan (DCP) (JLS Jarit-Puger)

2022 ◽  
Vol 10 (1) ◽  
pp. 11-28
Author(s):  
Alvina Praha Laili ◽  
Akhmad Hasanuddin ◽  
Luthfi Amri Wicaksono
Keyword(s):  
Surface Layer ◽  
Service Providers ◽  
Flexible Pavements ◽  
Secondary Data ◽  
California Bearing Ratio ◽  
High Effect ◽  
Ratio Data ◽  
Road Project ◽  
Pavement Thickness

CBR (California Bearing Ratio) data is used to find out the level of subgrade density, so that a safe pavement thickness can be planned. The calculation of the CBR (California Bearing Ratio) can be done by testing CBR laboratory and DCP. CBR results have a high effect on the surface layer, so that the layer becomes thinner. This condition, if converted to the working price, will be more affordable and efficient. Therefore, this study aims to compare the results of laboratory CBR and Field Cbr (Dcp) to the thickness of flexible pavements in the Development of Trans South-South Java Road Project (TRSS) Lot 8 Jarit - Puger. The method used is Bina Marga Pd T-01-2002-B. Secondary data obtained by weigh bridges and service providers, namely PT. Brantas Abipraya (Persero). Field CBR value using DCP tool is 25.19% while Laboratory CBR value is 21.616%. The results of pavement thickness using Field CBR values ​​for UR 10 years are D1 7.5 cm, D2 10cm, for UR 20 years D1 10 cm, D2 11 cm, for UR 30 years D1 11 cm, D2 12 cm, and for UR 40 years obtained D1 13 cm, D2 14 cm. The greater the CBR value, the thinner the pavement thickness.

scholarly journals ANALISA TEBAL PERKERASAN LENTUR PADA RENCANA PENINGKATAN JALAN RUAS LEGUNDI – PERTIGAAN BUNDER

2019 ◽  
Vol 2 (2) ◽  
pp. 322
Author(s):  
Fandra Andriansyah P ◽  
Sigit Winarto ◽  
Yosef Cahyo Setianto Poernomo ◽  
Agata Iwan Candra
Keyword(s):  
Flexible Pavement ◽  
California Bearing Ratio ◽  
Topographic Map ◽  
The Road ◽  
Final Project ◽  
Class A ◽  
Road Section ◽  
Full Circle ◽  
Pavement Thickness ◽  
General Work

The final project is Analysis of Flexible Pavement Thickness in the Plan for Improvement of Legundi Road Section - Bunder KM.5 + 700 to 13 + 700 STA. 0 + 000 to 4 + 000which comprised the road geometrics, flexible pavement depth completed with the budgeting. A topographic map was employed to make a geometric design. Traffic data of 2018, rainfall data of 2018, and California Bearing Ratio (CBR) data were needed to design the flexible pavement depth. The basic itemized cost of wages, materials, tools, and work itemized cost from General Work BinaMarga of East Java Province Division IV (Surabaya, Gresik, Sidoarjo, Mojokerto, Jombang) were needed to find out the budget. Chosen alternative flexible pavement depth of 10 cm asphalt-concrete MS 744 surface, 20 cm Cement Tread Base (CTB) base, and 50 cm sand-aggregate class A (CBR 70) sub-base.The calculations result in PI 01 Full-Circle bend and PI 02 Full-Circle; at IDR 14.745.341.000.Laporan Akhir ini adalah Analisa Tebal Perkerasan Lentur Pada Rencana Peningkatan Jalan Ruas Legundi – Pertigaan Bunder KM.5+700 s/d 13+700 STA. 0+000 s/d 4+000 yang bertujuan untuk menghitung tebal perkerasan lentur jalan, menghitung geometric jalan dan rencana anggaran biaya proyek. Peta topografi sebagai dasar untuk merencanakan geometric jalan. Data lalu lintas tahun 2018, data curah hujan tahun 2018, data California Bearing Ratio (CBR) untuk merencanakan tebal perkerasan lenturjalan. Data Harga Satuan Dasar upah, bahan, dan alat serta Harga Satuan Pekerjaan dari Departemen Pekerjaan Umum Bina Marga Jatim kelompok IV (Surabaya, Gresik, Sidoarjo, Mojokerto, Jombang) digunakan untuk perhitungan Rencana Anggaran Biaya. Berdasarkan perhitungan didapatkan tebal perkerasan lentur alternative terpilih untuk surface 10cm laston MS 744, base 20 cm Cement Tread Base (CTB) ,serta sub base 50 cm Sirtukelas A (CBR 70). Bentuktikungan PI 01 Full-Circle, dan PI 02 Full-Circle. Biaya yang diperlukanadalahsebesarRp 14.745.341.000,-.

scholarly journals ANALISIS PERPANJANGAN RUNWAY BANDAR UDARA INTERNASIONAL ADI SOEMARMO SOLO JAWA TENGAH

EXTRAPOLASI ◽  
2021 ◽  
Vol 18 (1) ◽  
pp. 10-24
Author(s):  
Hudhiyantoro Hudhiyantoro ◽  
Hary Moetriono ◽  
Any Suryani
Keyword(s):  
Flexible Pavement ◽  
Civil Aviation ◽  
International Civil Aviation Organization ◽  
Closed Channel ◽  
Wheel Load ◽  
International Airport ◽  
Central Java ◽  
Base Course ◽  
Pavement Thickness ◽  
The City

AbstractSolo City is one of the cities that has the largest airport in Central Java, namely Adi Soemarmo International Airport. Adi Soemarmo Airport has a runway length of 2600 m x 45 m. To make the city of Solo a hub in Java, where major cities outside Java, especially East and West Indonesia can land directly in Solo, Adi Soemarmo Airport requires development. Adi Soemarmo Solo Airport development is planned to add flight routes and international passengers (Source: http://www.dephub.go.id).Based on the results of calculations that refer to the International Civil Aviation Organization (ICAO) standard with Boeing 777-300ER and 747-100 planes, a runway length of 3,700 m is needed. For runway capacity, the annual demand of 31,676 operations per year is smaller than the annual service volume of 210,000 operations per year so that the runway capacity has not been exceeded.To determine runway pavement thickness using planes with the largest single wheel load, namely B747-100 so that B-777-300ER is not used. For pavement thickness using Equivalent Aircraft Method from FAA with CBR Method Flexible Pavement B-747-100 graph calculation. Results:The total pavement thickness is 31 in ? 89 cm, Surface thickness (P-403 HMA) of 5 in ? 13 cm, Base course thickness (P-304 Cement Treat Base) is 6 in ? 15 cm, The thickness of the subbase course (P-154 sub-course) is 24 in ? 61 cm. For the calculation of drainage, the result is a closed channel (pipe) with an inlet dimension of 0.25 m x 0.25 m with a distance between 50 m inlet. AbstrakKota Solo merupakan salah satu kota yang memiliki bandara terbesar di Jawa Tengah yaitu Bandara Internasional Adi Soemarmo. Bandara Adi Soemarmo memiliki panjang landasan pacu 2600 m x 45 m. Untuk menjadikan Kota Solo sebagai hub di Jawa yang kota-kota besar di luar Jawa khususnya Indonesia Timur dan Barat dapat mendarat langsung di Solo, Bandara Adi Soemarmo membutuhkan pembangunan. Pembangunan Bandara Adi Soemarmo Solo direncanakan untuk menambah rute penerbangan dan penumpang internasional (Sumber: http://www.dephub.go.id).Berdasarkan hasil perhitungan yang mengacu pada standar International Civil Aviation Organization (ICAO) dengan pesawat Boeing 777-300ER dan 747-100, dibutuhkan panjang landasan sepanjang 3.700 m. Untuk kapasitas runway, kebutuhan tahunan sebesar 31.676 operasi per tahun lebih kecil dari volume layanan tahunan sebesar 210.000 operasi per tahun sehingga kapasitas runway belum terlampaui.Untuk menentukan ketebalan perkerasan runway menggunakan pesawat dengan beban roda tunggal terbesar yaitu B747 -100 sehingga B-777-300ER tidak digunakan. Untuk ketebalan perkerasan menggunakan Metode Pesawat Udara Ekuivalen dari FAA dengan metode CBR Metode Perkerasan Fleksibel B-747-100 perhitungan grafik. Hasil:Ketebalan total perkerasan jalan adalah 31 inci ? 89 cm, Ketebalan permukaan (P-403 HMA) 5 in ? 13 cm,Ketebalan lapisan dasar (P-304 Cement Treat Base) adalah 6 inci ? 15 cm, Ketebalan dari subbase course (P-154 sub-course) adalah 24 inci ? 61 cm. Untuk perhitungan drainase didapatkan saluran tertutup (pipa) dengan dimensi inlet 0,25 m x 0,25 m dengan jarak inlet antara 50 m.

scholarly journals Numerical Method of Flexible Pavement considering Moisture and Stress Sensitivity of Subgrade Soils

2019 ◽  
Vol 2019 ◽  
pp. 1-10 ◽  
Author(s):  
Jue Li ◽  
Jianlong Zheng ◽  
Yongsheng Yao ◽  
Junhui Zhang ◽  
Junhui Peng
Keyword(s):  
Tensile Stress ◽  
Compressive Strain ◽  
Flexible Pavements ◽  
Fatigue Cracking ◽  
Flexible Pavement ◽  
Stress Sensitivity ◽  
Fem Model ◽  
Moisture Condition ◽  
Subgrade Soils ◽  
Moisture Variation

Weaknesses of the subgrade structure induce the asphalt surface diseases and shorten the service life of flexible pavement. However, the resilient modulus (Mr) of subgrade soils is difficult to be evaluated directly since the subgrade is hidden and covered by the granular or asphalt layer. This study aimed to establish a numerical approach to predict the dynamic behavior of flexible pavements considering the stress sensitivity and moisture variation of subgrade soils. Firstly, 2D FEM simulations of flexible pavements were performed with half-sine loadings. A constitutive model of subgrade soils was proposed to incorporate soil suction and octahedral shear stress. It was validated using the laboratory triaxial test data of 3 selected soils. Then, the developed model was programmed by the user-defined material subroutine (UMAT) in the software ABAQUS. Subsequently, the validity of FEM model was verified by the laboratory tank model. Finally, the effect of moisture contents on the dynamic response of pavement structures was studied by tensile stress and vertical compressive strain. Results show that the surface deflection of the FEM model is similar to that of the actual pavement structure with the R2 of 98.44%. The developed UMAT program is reliable since the distribution of Mr in the FEM model is influenced by the stress and moisture condition of subgrade soils. When the moisture content is increased by 63%, the average Mr of subgrade soils is decreased by 18.7%. Meanwhile, the stiffness softening of subgrade soils increases vertical compressive strain at the top of the subgrade and the tensile stress at the bottom of the surface layer. It is interesting that the developed model can be applied to analyze the fatigue cracking of both subgrade and surface layers in the future.

Penentuan Tebal Perkerasan Lentur Berdasarkan Nilai CBR (California Bearing Ratio) dan ESWL (Equivalent Single Wheel Load) Pesawat Rencana Pada Perencanaan Pembangunan Bandar Udara Baru di Karawang

WARTA ARDHIA ◽  
2013 ◽  
Vol 39 (3) ◽  
pp. 181-191
Author(s):  
Ataline Muliasari ◽  
Lukiana Lukiana
Keyword(s):  
Coastal Area ◽  
Agricultural Land ◽  
California Bearing Ratio ◽  
Land Acquisition ◽  
Minimum Thickness ◽  
Wheel Load ◽  
Pavement Layers ◽  
Planning Development ◽  
Pavement Thickness

Construction of a new airport in Karawang until now has not been located. However, to simplify the process of land acquisition, the airport might be located in the coastal area so it does not interfere agricultural land and forestry. This study intends to support the construction of a new airport in Karawang which aims at adjusting procedure of California Bearing Ratio (CBR) in the cilamaya area to pavement thickness on the airport planning development. The study concluded that the minimum thickness of pavement layers in Karawang new airport is 118 cm. The construction carried out in accordance with the value of CBR in the cilamaya area and consider the value of ESWL (Equivalent Single Wheel Load) Boeing 737-900 ER. Rencana pembangunan bandar udara baru Karawang yang banyak mendapatkan dukungan pengguna jasa penerbangan, hingga saat ini belum ditentukan lokasinya. Tetapi, untuk mempermudah proses pembebasan lahan, dimungkinkan pembangunan bandar udara ini akan dilaksanakan di area pantai agar tidak mengganggu lahan pertanian dan Perhutani. Penelitian ini bermaksud untuk mendukung pembangunan bandar udara baru di Karawang, yang bertujuan menyesuaikan prosedur CBR (California Bearing Ratio) di area Cilamaya terhadap perkerasan pada perencanaan pembangunan bandar udara baru di Karawang. Hasil penelitian menyimpulkan bahwa tebal lapisan perkerasan minimum bandar udara baru di Karawang adalah 118 cm, pembangunan dilaksanakan di area Cilamaya sesuai dengan nilai CBR (California Bearing Ratio), dan memperhatikan nilai ESWL (Equivalent Single Wheel Load) pesawat Boeing 737-900 ER adalah 118 cm.

scholarly journals STUDI PERENCANAAN PENINGKATAN JALAN PADA RUAS JALAN JALUR LINTAS SELATAN GIRIWOYO – DUWET STA. 10+000 – STA. 15+000

2019 ◽  
Vol 2 (1) ◽  
pp. 39
Author(s):  
Agung Kurniawan ◽  
Sigit Winarto ◽  
Yosef Cahyo
Keyword(s):  
Cost Estimation ◽  
Flexible Pavement ◽  
California Bearing Ratio ◽  
Rigid Pavement ◽  
The Road ◽  
Road Project ◽  
Pavement Overlay ◽  
The Cost ◽  
Aashto 1993 ◽  
Pavement Thickness

The design improvement of the road, and cost estimate of the south path project, segment Giriwoyo-Duwet Sta.10+000 – Sta.15+00 aims to calculate the geometric, widening, thickness of the rigid pavement, thickness of the flexible pavement overlay, and cost estimates of the improvement road project. 2017 Traffic data and California Bearing Ratio data to calculate the thickness of the rigid pavement. The method used to design the geometric is “Tata Cara Perencanaan Geometrik Jalan Antar Kota Bina Marga 1997”. The thickness of the rigid paving is calculated by means of a 20-year design plan; life uses “AASHTO 1993”. The thickness of flexible pavement overlay with 20 years design life uses “Perencanaan Tebal Perkerasan Lentur Jalan Raya Dengan Metode Analisa Komponen Bina Marga 1987” and “Panduan Analisa Harga Satuan Bina Marga 1995” to calculate the cost estimation. From the calculation of the road known that thickness of rigid pavement for improvement is 15 cm with 10 cm lean mix concrete for subbase, and 5 cm with 2 meters roadside, flexible pavement for the surface. And the calculation of the flexible pavement overlay results is 6 cm. From the calculation, the cost estimation of the improvement road is IDR. 5,015,899,000Perencanaan Peningkatan Jalan Serta Rencana Anggaran Biaya Proyek Jalan Jalur Lintas Selatan Pada Ruas Giriwoyo – Duwet STA. 10+000 – STA. 15+00 bertujuan untuk menghitung pelebaran jalan, tebal perkerasan kaku jalan, tebal lapis tambahan (overlay) perkerasan lentur dan rencana anggaran biaya (RAB) proyek. Data lalu lintas tahun 2017 dan data California Bearing Ratio (CBR) untuk merencanakan tebal perkerasan kaku jalan. Metode yang digunakan untuk perhitungan tebal perkerasan kaku dengan umur rencana 20 tahun menggunakan panduan “AASHTO 1993”. Untuk perhitungan lapis tambahan perkerasan lentur dengan umur rencana 20 tahun menggunakan panduan “Perencanaan Tebal Perkerasan Lentur Jalan Raya Dengan Metode Analisa Komponen Bina Marga 1987” dan untuk rencana anggaran biaya menggunakan “Panduan Analisa Harga Satuan Bina Marga 1995”. Dari analisa perhitungan tebal perkerasan komposit untuk pelebaran jalan didapatkan  tebal pelat beton 15 cm, lapis pondasi bawah dengan campuran beton kurus (lean mix-concrete) setebal 10 cm dan lapis permukaan dari perkerasan lentur 5 cm dengan bahu jalan sepanjang 2 meter pada setiap sisi jalan. Untuk lapis tambahan (overlay) perkerasan lentur didapatkan penambahan setebal 6 cm. Untuk perencanaan peningkatan jalan seperti terdapat pada uraian diperlukan biaya sebesar Rp 5.015.899.000,-

Experimental Study on Sand and Cement Replacement by Termite Mound Soil

2019 ◽  
pp. 279-287
Author(s):  
Harish R ◽  
Ramesh S ◽  
Tharani A ◽  
Mageshkumar P
Keyword(s):  
Experimental Study ◽  
Experimental Investigation ◽  
Compressive Strength ◽  
Natural Environment ◽  
Fine Aggregate ◽  
Test Results ◽  
Termite Mound ◽  
Cement Concrete ◽  
Cement Ratio ◽  
Compressive Strength Of Concrete

This paper presents the results of an experimental investigation of the compressive strength of concrete cubes containing termite mound soil. The specimens were cast using M20 grade of concrete. Two mix ratios for replacement of sand and cement are of 1:1.7:2.7 and 1:1.5:2.5 (cement: sand: aggregate) with water- cement ratio of 0.45 and varying combination of termite mound soil in equal amount ranging from 30% and 40% replacing fine aggregate (sand) and cement from 10%,15%,20% were used. A total of 27 cubes, 18 cylinders and 6 beams were cast by replacing fine aggregate, specimens were cured in water for 7,14 and 28 days. The test results showed that the compressive strength of the concrete cubes increases with age and decreases with increasing percentage replacement of cement and increases with increasing the replacement of sand with termite mound soil cured in water. The study concluded that termite mound cement concrete is adequate to use for construction purposes in natural environment.

Enhanced Portland Cement Concrete Fatigue Model for StreetPave

2005 ◽  
Vol 1919 (1) ◽  
pp. 29-37 ◽  
Author(s):  
Leslie Titus-Glover ◽  
Jagannath Mallela ◽  
Michael I. Darter ◽  
Gerald Voigt ◽  
Steve Waalkes
Keyword(s):  
Portland Cement ◽  
Stress Ratio ◽  
Design Method ◽  
High Volume ◽  
Fatigue Tests ◽  
Slab Thickness ◽  
Portland Cement Concrete ◽  
Cement Concrete ◽  
Fatigue Model ◽  
Pavement Thickness

The Portland Cement Association (PCA) pavement thickness design method for jointed concrete pavements is mechanistically based and consists of both fatigue and erosion analyses. It determines the minimum slab thickness required for a given set of site and design conditions on the basis of both fatigue and erosion criteria. At the heart of the fatigue analysis is the fatigue model, which establishes the number of allowable load repetitions for a given stress ratio [ratio of flexural edge stress caused by the application of wheel loads to the portland cement concrete (PCC) slab flexural strength]. The PCA fatigue model is based on data derived from beam fatigue tests conducted in the early 1950s and 1960s. The model estimates the conservative lower-bound estimate of the allowable number of load applications at a given stress ratio (i.e., it incorporates a high degree of reliability–-approximately 90% or higher). Although this may be desirable for high-volume, high-traffic pavements, it is too conservative for low-volume roads or street pavements. The PCA pavement thickness design method currently is being used in the American Concrete Pavement Association (ACPA) pavement design software, StreetPave. StreetPave incorporates the PCA's pavement thickness design methodology in a Windows-based user platform. ACPA commissioned a study to expand, improve, and broaden the current PCA fatigue model by including reliability as a parameter for predicting PCC fatigue damage and by calibrating the enhanced model with additional fatigue data from recently completed studies. An enhanced fatigue model was then developed.

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