scholarly journals Evaluation and analysis of flexible pavement overlay thickness using asphalt modified SIR 20 on Dawuan – Cikampek Road using AASHTO 1993 method

2020 ◽  
Vol 732 ◽  
pp. 012016
Author(s):  
L F Ludhyrani ◽  
S Suherman ◽  
R Utami
Keyword(s):  
Flexible Pavement ◽  
Pavement Overlay ◽  
Aashto 1993

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,-

scholarly journals Evaluation of Structural Condition of Flexible Pavement Using The AASHTO 1993 and The MEPDG 2008 Method (Case Study: Cipatujah-Kalapagenep-Pangandaran National Road)

2021 ◽  
Vol 28 (3) ◽  
pp. 253-260
Author(s):  
Retna Ayu Kirana Djuhana ◽  
Bambang Sugeng Subagio ◽  
Aine Kusumawati
Keyword(s):  
Structural Damage ◽  
Flexible Pavement ◽  
Structural Condition ◽  
Stress And Strain ◽  
Local Calibration ◽  
Pavement Condition ◽  
Excessive Load ◽  
National Road ◽  
Aashto 1993

Abstract Flexible pavement on Cipatujah-Kalapagenep-Pangandaran National Road has a structural damage which marked by potholes and cracks on the pavement caused by excessive load trucks, so the pavement needs an overlay to improve the pavement condition. This analysis using AASHTO 1993 and MEPDG 2008 method. These methods used because the MEPDG 2008 was developed from AASHTO 1993 method, so the output will be more economic. But, the MEPDG 2008 has not applied yet in Indonesia, so the method will be studied to determine the method feasibility to be applied in Indonesia. This research was analyzed with two skenarios of CESAL, four trial thicknesses, and three CBR numbers. The overlay thickness value using the AASHTO 1993 was at 10 cm and 11 cm for scenario 1 and 2, while the overlay thickness using the MEPDG 2008 was at 10 cm for the two scenarios. The result from AASHTO 1993 was chosen because the MEPDG 2008 needs to studied further yet about suitable calibration factor for Indonesian pavement condition. The cause of difference result are structural damage assessment for AASHTO 1993 method based on deflection value from FWD while MEPDG 2008 method based on stresses and strains respond, material characteristics, and local calibration.   Keywords: AASHTO 1993, MEPDG 2008, stress and strain response, FWD deflection value, local calibration factors, overlay thickness. Abstrak Perkerasan lentur jalan Nasional Cipatujah-Kalapagenep-Pangandaran mengalami kerusakan struktural yang ditandai dengan lubang dan retak pada perkerasan badan jalan yang disebabkan oleh truk pengangkut pasir yang memiliki beban berlebih, sehingga diperlukan penambahan tebal lapis tambah pada perkerasan jalan eksisting untuk mengembalikan kondisi kemantapan jalan. Dalam penelitian ini dilakukan analisis terhadap kondisi struktural perkerasan jalan lentur eksisting menggunakan Metoda AASHTO 1993 dan Metoda MEPDG 2008 dengan pertimbangan bahwa MEPDG 2008 merupakan pengembangan dari AASHTO 1993. Namun, Metoda MEPDG 2008 belum diterapkan di Indonesia, maka perlu dilakukan kajian awal untuk mengetahui kelayakan metoda tersebut diterapkan di Indonesia. Analisis ini menggunakan dua skenario nilai CESAL, empat macam tebal dan tiga macam nilai CBR. Berdasarkan hasil analisis, diperoleh tebal overlay menggunakan metoda AASHTO 1993 sebesar 10 cm dan 11 cm untuk skenario 1 dan 2, sedangkan tebal overlay menggunakan metoda MEPDG 2008 diperoleh tebal overlay sebesar 10 cm untuk kedua skenario. Namun dalam penelitian ini dipilih hasil dari metoda AASHTO 1993 dikarenakan MEPDG 2008 masih memerlukan kajian lanjut terkait faktor kalibrasi berdasarkan kondisi perkerasan di Indonesia. Dari penelitian diketahui faktor yang menyebabkan perbedaan hasil adalah Metoda AASHTO 1993 berdasarkan nilai lendutan FWD, sedangkan MEPDG 2008 berdasarkan respon tegangan dan regangan, karakteristik material, dan kalibrasi lokal. Kata-kata kunci: AASHTO 1993, MEPDG 2008, respon tegangan dan regangan, nilai defleksi FWD, faktor kalibrasi lokal, ketebalan lapisan.  

Modeling flexible pavement overlay performance for use with quality-related specifications

2013 ◽  
Vol 48 ◽  
pp. 1072-1080 ◽  
Author(s):  
David J. Mensching ◽  
Leslie Myers McCarthy ◽  
Yusuf Mehta ◽  
Michael Byrne
Keyword(s):  
Flexible Pavement ◽  
Pavement Overlay

scholarly journals Sensitivity Analysis of Flexible Pavement Dimensioning Using AASHTO (1993) Method. Part II: Effect of Objective Variables

2020 ◽  
Vol 13 (5) ◽  
pp. 886
Author(s):  
Hugo Alexander Rondón-Quintana ◽  
Juan Gabriel Bastidas-Martínez ◽  
Saieth Baudilio Chaves-Pabón
Keyword(s):  
Sensitivity Analysis ◽  
Flexible Pavement ◽  
Aashto 1993

scholarly journals Flexible pavement overlay design of UFJF ring road based on the new Brazilian mechanistic-empirical pavement design method

2020 ◽  
Vol 73 (4) ◽  
pp. 445-452
Author(s):  
Thiago Fávero de Oliveira Machado ◽  
Geraldo Luciano de Oliveira Marques ◽  
Marcos Lamha Rocha
Keyword(s):  
Design Method ◽  
Flexible Pavement ◽  
Pavement Design ◽  
Ring Road ◽  
Overlay Design ◽  
Pavement Overlay

Investigation on Adjustment Factor of AASHTO Subgrade Resilient Modulus Prediction

2013 ◽  
Vol 723 ◽  
pp. 121-127
Author(s):  
Aloysius Tjan
Keyword(s):  
Resilient Modulus ◽  
Radial Distance ◽  
Flexible Pavement ◽  
Daily Routine ◽  
Adjustment Factor ◽  
Pavement Evaluation ◽  
Adjustment Factors ◽  
Surface Deflection ◽  
Pavement Structures ◽  
Aashto 1993

AASHTO (1993) predicts the backcalculated subgrade resilient modulus on an existing flexible pavement as a function of load applied, surface deflection at a ratio of radial distance to 0.7 of radius of stress bulb at the subgrade pavement interface least one. This paper reports the investigation on the accuracy of the predicted subgrade resilient modulus. From the investigation, the ratio of radial distance at least 1.5 is a better limit. The prediction is improved after an adjustment factor. For thick pavement structures, adjustment factors depends on the pavement structure, it is greater than 1.2. For other cases, with the ratio of radial distance greater than 4.0 the adjustment factor is more stable in a range of 1.06 to 1.10. For the ratio of radial distance in a range of 1.5 to 4 which is more practical for daily routine evaluation, the adjustment factor is in a range of 1.06 to 1.20, and the proposed adjustment factor to be used for pavement evaluation is 1.15.

scholarly journals Analisis Tebal Perkerasan Lentur Menggunakan Metode AASHTO 1993

2020 ◽  
Vol 4 (1) ◽  
pp. 30-44
Author(s):  
Muhammad Djaya Bakri
Keyword(s):  
Flexible Pavement ◽  
Trial And Error ◽  
Reliability Factor ◽  
Road Pavement ◽  
Traffic Loads ◽  
Base Course ◽  
Trial And Error Method ◽  
Pavement Construction ◽  
Aashto 1993 ◽  
Error Method

Every year there is an increase in the number of students at the Universitas Borneo Tarakan, which naturally requires the addition of campus buildings, including the construction of road infrastructure to support the development of the campus area. This study aims to analyze the needs of the thickness of the new flexible road pavement construction in the campus area by using the AASHTO 1993 method. This method requires a Structural Number (SN) value that can be calculated by nomogram method and trial and error method. The results of the nomogram method get the value of SN total = 2.09 inches, SN2 = 1.59 inches, and SN1 = 1.39 inches, and the trial and error method gets the value of SNTotal = 2.05 inches, SN2 = 1.56 inches, and SN1 = 1.36 inches. To avoid the risk factor of estimating the error of repetition of traffic loads during the life of the plan (W 18), in the calculation of the SN value, the trial and error method needs to include the value of FR (reliability factor) in the calculation of w18 , where the value obtained FR = 2.39 and W18 = 0, 11x10 6 ESAL. Analysis of the thickness of the flexible pavement construction layer using SN values calculated by the nomogram and trial and error method, resulting in a 39 cm thick flexible pavement, with a surface course = 9 cm, sub-base course = 15 cm, and a base course = 15 cm.

Laboratory and Case Study for Geogrid-Reinforced Flexible Pavement Overlay

1999 ◽  
Vol 1687 (1) ◽  
pp. 125-130 ◽  
Author(s):  
Dave Ta-Teh Chang ◽  
Nuan-Hsuan Ho ◽  
Horng-Yi Chang ◽  
Harn-Sheng Yeh
Keyword(s):  
Flexible Pavement ◽  
Pavement Overlay
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