Sensitivity of Flexible Pavement Thickness to Traffic Factors in Mechanistic-Empirical Pavement Design

2014 ◽  
Vol 140 (2) ◽  
pp. 04013005 ◽  
Author(s):  
Derong Mai ◽  
Rod E. Turochy ◽  
David H. Timm
Keyword(s):  
Flexible Pavement ◽  
Pavement Design ◽  
Pavement Thickness

scholarly journals DESAIN TEBAL PERKERASAN TERHADAP VOLUME LALU LINTAS PADA KONDISI TANAH RAWA JALAN LABUHA–TOMORI BACAN KABUPATEN HALMAHERA SELATAN

2018 ◽  
Vol 1 (2) ◽  
Author(s):  
Chairul Anwar ◽  
M Taufik Yudha Saputra
Keyword(s):  
Flexible Pavement ◽  
Traffic Volume ◽  
Pavement Design ◽  
Distribution Factor ◽  
The Road ◽  
Road Pavement ◽  
Traffic Lane ◽  
Road Type ◽  
Median Width ◽  
Pavement Thickness

This research was carried out on Jalan Oesman Shah on Labuha-Tomori Road. In determiningflexible pavement thickness, based on the results of analysis and calculation of PavementThickness Design Against Traffic Volume on Swamp Conditions on the Labuha-Tomori RoadSection using the Road Pavement Design Manual Number 02 / M / BM / 2013. Based on theexisting plan, this Labuha-Tomori road section in South Halmahera Regency, North MalukuProvince is an arterial road with 2-lane 2-way road type using the median (2/2 UD), plan width of10 meters, width of existing traffic lane 4, 5 meters, median width of 1 meter, and plannedshoulder width 2.40 m. Based on the results of the analysis of growth rates obtained traffic growthrates of 33.066% over the life of the plan, determining the distribution factor of the lane and thecapacity of the lane of lane 1 and the vehicle in the design lane taken 100%. The equivalent loadfactor can be determined using the value of VDF (Vehicle Damage Factor) according to thesurvey results in the field. The traffic volume plan to determine the CESA4 value = 18,835,021.85= 18.84 million is used for the selection of pavement types while the CESA5 value =33,903,039.33 = 33.90 million is used to determine the type of flexible pavement based on thedesign chart provided in The Road Pavement Design Manual Number 02 / M / BM / 2013, ishighly emphasized in terms of the improvement of subgrade, by looking at the condition of theCBR of the subgrade and CESA5 which will be received by pavement. So if the pavement CBR is5.20% and CESA5 is 33.90 Million, the flexible pavement design is of 2 kinds in the design ofpavement thickness: AC - WC = 4 cm, AC - BC = 15.5 cm, CTB = 15 cm, LPA Class A = 15 cm,Choice of 10 cm and AC - WC = 4 cm, AC - BC = 6 cm, AC BASE = 18 cm, LPA = 30 cm, Choiceof Stock = 10 cm, and Subgrade = 5.20%

scholarly journals DESAIN ULANG DAN ANALISIS RESPONS STRUKTURAL PERKERASAN LENTUR PADA JALAN PANTURA RUAS CIKAMPEK-PAMANUKAN

2021 ◽  
Vol 4 (1) ◽  
pp. 33
Author(s):  
Reynold Andika ◽  
Anissa Noor Tajudin
Keyword(s):  
Fatigue Failure ◽  
Flexible Pavement ◽  
Design Guidelines ◽  
Pavement Design ◽  
Public Works ◽  
Primary Data ◽  
Road Pavement ◽  
Original Plan ◽  
Main Components ◽  
Pavement Thickness

This research is intended for redesign the flexible pavement on the Pantura Road for the Cikampek-Pamanukan section using three flexible pavement design guidelines that apply in Indonesia, namely Flexible Pavement Thickness Planning (2002), Road Pavement Design Manual (2013), and Road Pavement Design Manual (2017), as well as analyzing responses Structural that occurs in the form of horizontal and vertical strains, which are the main components in calculating the repetition value of permits to fatigue failure (Nf) and to rutting failure (Nd), are processed using the KENPAVE program. Primary data in the form of traffic volume is obtained from the Ministry of Public Works and Public Housing (PUPR) and LHR0 starting in 2020 with a plan age of 20 years. The results of this study indicate that the 2002 method produced the largest pavement thickness, followed by the 2013 method and finally the 2017 method which produced the smallest pavement thickness. However, the 2002 method produced the largest repetition of permits to fatigue failure (Nf) and to rutting failure (Nd). So it can be concluded that the 2017 method produces the most optimal design, because it is in accordance with the original plan design.ABSTRAKPenelitian ini ditujukan untuk mendesain ulang perkerasan lentur pada Jalan Pantura ruas Cikampek-Pamanukan menggunakan tiga pedoman desain perkerasan lentur yang berlaku di Indonesia yaitu Perencanaan Tebal Perkerasan Lentur (2002), Manual Desain Perkerasan Jalan (2013), dan Manual Desain Perkerasan Jalan (2017), serta menganalisis respons struktral yang terjadi berupa regangan horisontal dan vertikal, yang merupakan komponen utama dalam menghitung nilai repetisi izin terhadap kerusakan fatik (Nf) dan kerusakan retak alur (Nd), diolah menggunakan program KENPAVE. Data primer berupa volume lalu lintas didapat dari Kementerian Pekerjaan Umum dan Perumahan Rakyat (PUPR) dan LHR0 dimulai pada tahun 2020 dengan umur rencana 20 tahun. Hasil penelitian ini menunjukkan bahwa metode 2002 menghasilkan tebal perkerasan terbesar, kemudian dilanjutkan metode 2013, dan 2017 yang menghasilkan tebal perkerasan terkecil. Namun metode 2002 menghasilkan repetisi izin terhadap kerusakan fatik (Nf) dan kerusakan retak alur (Nd) terbesar. Sehingga dapat disimpulkan bahwa metode 2017 menghasilkan desain paling optimal, karena sesuai dengan desain rencana awal.

Perpetual flexible pavement design life

2017 ◽  
pp. 537-542
Author(s):  
G. Kollaros ◽  
A. Athanasopoulou ◽  
A. Kokkalis
Keyword(s):  
Flexible Pavement ◽  
Pavement Design ◽  
Design Life

scholarly journals STUDI PERBANDINGAN MENGENAI PERHITUNGAN BESARAN REGANGAN DI LAPISAN SUBGRADE AKIBAT BEBAN RODA KENDARAAN UNTUK JALAN RAYA KELAS I

2020 ◽  
Vol 3 (4) ◽  
pp. 1077
Author(s):  
Leonardo Lijuwardi ◽  
Gregorius Sandjaja Sentosa
Keyword(s):  
Flexible Pavement ◽  
Layer System ◽  
The Road ◽  
Strain Calculation ◽  
Road Pavement ◽  
Large Contact Area ◽  
Vehicle Loads ◽  
Pavement Layers ◽  
Road Data ◽  
Pavement Thickness

ABSTRACTMulti-layer systems theory is one of the concepts used in finding out the amount of strain and stress that occurs in the road pavement system due to vehicle loads. The purpose and goal of this study is to analyze the amount of strain that occurs on the pavement systems in Indonesia, especially in the subgrade position. The type of multi-layer system theory used to calculate the amount of strain includes the theory of one layer systems, two-layer systems and three-layer systems with data analyzed in the form of pavement thickness and type of pavement material.Based on this study, the value of strain obtained by the theory of one-layer system in some of the road data reviewed are 533.8658 microstrains, 361.3456 microstrains, 1577.987601 microstrains, 618,012 microstrains and 140.3075 microstrains. For research with two-layers systems, the results obtained are 1116.2920 microstrains, 544.322 microstrains, 1448.0839 microstrains, 734.1844 microstrains and 738.7226 microstrains. For research with three-layers system, results obtained are 72.20275278; 70.80346908; 192.9638366; 123.1150377dan 391.8845636 microstrains. The results with the calculation of one-layer system are very large because the modulus values of the subgrade layers are not reviewed and only pavement thickness is reviewed. As for calculations with the theory of two-layer systems, the results obtained are far greater than one-layer systems, due to the limitations of the graph to find the value of the ratio between thickness and large contact area. Calculation with the theory of three-layers system is a strain calculation which has a much smaller value compared to the theory of one-layer system and two- layer system. This is because this theory divides the calculated pavement layers into three layers, which is in accordance with the flexible pavement system which divides the pavement layers into three layers, so this calculation is the most ideal calculation because it approaches its original condition.ABSTRAKTeori sistem lapis banyak merupakan salah satu konsep yang digunakan dalam mencari tahu besaran regangan dan tegangan yang terjadi pada sistem perkerasan jalan raya akibat beban kendaraan. Maksud dan tujuan dari penelitian ini adalah untuk menganalisis mengenai besaran regangan yang terjadi pada jalan raya di Indonesia pada lapisan tanah dasar khususnya di posisi permukaan tanah dasar. Adapun jenis teori sistem lapis banyak yang digunakan untuk menghitung besaran regangan tersebut antara lain teori one-layer systems, two-layers systems dan three-layers systems dengan data yang dianalisis berupa tebal perkerasan dan jenis material perkerasan jalan.Berdasarkan penelitian ini, adapun nilai dari regangan yang diperoleh dengan teori one-layer system di beberapa data jalan yang ditinjau, antara lain 533.8658 mikrostrain, 361.3456 mikrostrain, 1577.987601 mikrostrain, 618.012 mikrostrain dan 140.3075 mikrostrain. Untuk penelitian dengan two-layers system diperoleh hasil yaitu 1116.2920 mikrostrain, 544.322 mikrostrain, 1448.0839 mikrostrain, 734.1844 mikrostrain dan 738.7226 mikrostrain. Untuk penelitian dengan three-layers system diperoleh hasil antara lain 72.20275278; 70.80346908; 192.9638366; 123.1150377 dan 391.8845636 mikrostrain. Hasil dengan perhitungan one-layer system sangat besar dikarenakan nilai modulus lapisan dari subgrade tidak ditinjau dan hanya meninjau tebal perkerasan. Adapun untuk perhitungan dengan teori two-layers system, hasil yang diperoleh jauh lebih besar daripada one-layer system, yang disebabkan keterbatasan dari grafik untuk mencari nilai perbandingan antara ketebalan dan luas kontak yang besar. Perhitungan dengan teori three-layers system merupakan perhitungan regangan yang memiliki nilai jauh lebih kecil dibandingkan dengan teori one-layer system dan two-layer systems. Hal ini dikarenakan teori ini membagi lapisan perkerasan yang dihitung menjadi tiga buah lapisan, yang sesuai dengan sistem perkerasan lentur yang membagi lapisan perkerasan menjadi tiga buah lapisan, sehingga perhitungan ini merupakan perhitungan yang paling ideal karena mendekati kondisi aslinya.

scholarly journals DESAIN ULANG DAN ANALISIS RESPONS STRUKTURAL PERKERASAN LENTUR PADA JALAN TOL JAKARTA-CIKAMPEK

2021 ◽  
Vol 4 (1) ◽  
pp. 109
Author(s):  
Verell Rengga Harsvardan ◽  
Anissa Noor Tajudin
Keyword(s):  
Fatigue Damage ◽  
Secondary Data ◽  
Flexible Pavement ◽  
Public Works ◽  
Primary Data ◽  
Toll Road ◽  
Calculation Results ◽  
Structural Responses ◽  
Main Components ◽  
Pavement Thickness

This research will redesign the flexible pavement on the Kalihurip-Cikampek toll road using three flexible pavement design methods, namely the 2002, 2013 and 2017 methods, and analyze the structural responses that occur in the form of horizontal and vertical strain, the main components. In calculating the value of repetition of permits against fatigue damage (Nf) and groove cracks (Nd), it is processed using the KENPAVE program. Furthermore, the calculation results of the flexible pavement thickness, the value of repetition of permits against fatigue damage (Nf) and groove crack damage (Nd) were compared from the three methods. The method used is mechanistic-empirical. Primary data is obtained from the Ministry of Public Works and Public Housing and LHR0 starting in 2020, taking into account traffic growth from 2020 to 2035, as well as secondary data assumptions by referring to previous regulations and research. The results of this study indicate that the 2002 method produced the largest pavement thickness, while the 2013 and 2017 methods produced relatively the same pavement thickness. However, the 2002 method produced the largest repetition of permits against fatigue damage (Nf) and groove cracks (Nd). So it can be concluded that the 2017 method produces a better design. ABSTRAKPenelitian ini akan mendesain ulang perkerasan lentur pada Jalan Tol Jakarta-Cikampek ruas Kalihurip-Cikampek menggunakan tiga metode desain perkerasan lentur yaitu metode 2002, 2013, dan 2017, serta menganalisis respons struktral yang terjadi berupa regangan horisontal dan vertikal, komponen utama dalam menghitung nilai repetisi izin terhadap kerusakan fatik (Nf) dan retak alur (Nd), diolah menggunakan program KENPAVE. Selanjutnya dibandingkan hasil perhitungan tebal perkerasan lentur, nilai repetisi izin terhadap kerusakan fatik (Nf) dan kerusakan retak alur (Nd) dari ketiga metode tersebut. Metode yang digunakan mekanistik-empiris. Data primer didapat dari Kementerian Pekerjaan Umum dan Perumahan Rakyat (PUPR) dan LHR0 dimulai pada tahun 2020, memperhitungkan pertumbuhan lalu lintas dari tahun 2020 sampai 2035, serta data sekunder asumsi dengan tetap mengacu pada peraturan dan penelitian sebelumnya. Hasil penelitian ini menunjukkan bahwa metode 2002 menghasilkan tebal perkerasan terbesar, sedangkan metode 2013 dan 2017 menghasilkan tebal perkerasan yang relatif sama. Namun metode 2002 menghasilkan repetisi izin terhadap kerusakan fatik (Nf) dan retak alur (Nd) terbesar. Sehingga disimpulkan metode 2017 menghasilkan desain lebih baik.

Development of Knowledge-Based Expert System for Flexible Pavement Design

2009 ◽  
Vol 9 (13) ◽  
pp. 2372-2380 ◽  
Author(s):  
Deprizon . ◽  
Amiruddin . ◽  
Riza Atiq
Keyword(s):  
Expert System ◽  
Flexible Pavement ◽  
Pavement Design ◽  
Knowledge Based
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