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 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 Alternatif Perencanaan Perkerasan Jalan Ruas Maros – Ujung Lamuru dengan Metode Bina Marga 2013

2021 ◽  
Vol 3 (2) ◽  
pp. 260-266
Author(s):  
Monalisa Bumbungan
Keyword(s):  
Flexible Pavement ◽  
Component Analysis ◽  
Public Works ◽  
Analysis Method ◽  
The Road ◽  
Road Pavement ◽  
Road Section ◽  
Directorate General ◽  
Pavement Thickness

This study aims to obtain the thickness of the flexible pavement (Flexible Pavement) from the Bina Marga 2013 method. The Bina Marga 2013 method is a method designed by the Directorate General of Highways, Ministry of Public Works. The change in the Bina Marga method to the Bina Marga 2013 method is intended to make the road pavement plan last longer. The Maros-Ujung Lamuru road section previously had a pavement layer where the old planning used the Component Analysis method and the author planned using the 2013 Bina Marga method.From the results of calculating the pavement thickness planning for the Maros - Ujung Lamuru section, segment 9 needs an increase in LPB 150 mm or 15 cm thick because the CBR value of the ground is low. Pavement thickness using the Bina Marga 2013 method is more economical and has a longer plan life than the Component Analysis method.

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.

scholarly journals STUDI PERENCANAAN TEBAL PERKERASAN KONSTRUKSI JALAN RAYA (MENGGUNAKAN METODE BINA MARGA) PADA RUAS JALAN UMASUKAER DI KABUPATEN MALAKA

2019 ◽  
Vol 2 (1) ◽  
pp. 75
Author(s):  
Philipus Resato Nahak ◽  
Yosef Cahyo ◽  
Sigit Winarto
Keyword(s):  
Road Construction ◽  
Traffic Volume ◽  
Traffic Density ◽  
The Road ◽  
Technical Requirements ◽  
Road Section ◽  
Road Capacity ◽  
Data Survey ◽  
Pavement Thickness

The increase in traffic volume will cause a decrease in service due to decreased road capacity due to an increase in side constraints and due to the increase in traffic volume itself, which will ultimately cause the level of road saturation to increase. The situation occurred in the Umasukaer road section of the Malacca Regency. Therefore it is necessary to address improvements in the quality of the road in order to meet the feasibility of transportation facilities by taking into account the existing technical requirements. The results of planning found that through the 2015 LHR survey data with a prediction of an increase in traffic density of 6% per year, the LHR was obtained with a planned age of 7 years = 2540.7 vehicles/day/department and a 20-year plan life LHR = 5419.1 ked/day / major. The results of a gradual construction planning pavement study can be concluded that the planning model that has been designed is effective in strengthening road construction in accordance with existing technical requirements and efficient in terms of financing. The final results of gradual construction pavement thickness results are: Ashburton thickness (MS 744) = 8 cm, Ashburton (MS 744) = 13 cm, broken stone (CBR 100) = 20 cm, Sirtu (CBR 50) = 10 cm and CBR subgrade 5%. Pertambahan volume lalu lintas akan menyebabkan penurunan layanan diakibatkan menurunnya kapasitas jalan karena adanya peningkatan hambatan samping maupun karena beratambahnya volume lalu lintas itu sendiri yang pada akhirnya akan meyebabkan tingkat kejenuhan jalan meningkat. Keadaan tersebut terjadi ruas jalan Umasukaer Kabupaten Malaka, oleh karena itu perlu adanya penanganan perbaikan kualitas jalan agar memenuhi segi kelayakan sarana transportasi dengan memperhatikan syarat-syarat teknik yang ada. Hasil perencanaan didapatkan bahwa melalui data survey LHR tahun 2015 dengan prediksi peningkatan kepadatan lalu lintas sebesar 6% pertahun maka didapatkan LHR dengan umur rencana 7 tahun = 2540,7 kend/hr/jurusan dan LHR umur rencana 20 tahun = 5419,1 ked/hr/jurusan. Hasil studi perencanaan perkerasan konstruksi bertahap dapat diambil kesimpulan bahwa model perencaaan yang telah dirancang efektif dalam memperkerasa konstruksi jalan sesuai dengan syarat teknis yang ada serta efisien dalam hal pembiayaan. Hasil akhir tebal perkerasan konstruksi bertahap diperoleh hasil: Ketebalan Asbuton (MS 744) = 8 cm, Asbuton (MS 744) = 13 cm, batu pecah (CBR 100) = 20 cm, Sirtu (CBR 50) = 10 cm dan CBR tanah dasar 5%.

scholarly journals Road Pavement Design in One of Oversea Sewage Treatment Plant

2020 ◽  
Vol 2 (1) ◽  
pp. 1
Author(s):  
Chengbo Zhang ◽  
Cheng Hu ◽  
Qiaolin Liu ◽  
Zheng Wu
Keyword(s):  
Asphalt Concrete ◽  
Sewage Treatment ◽  
Sewage Treatment Plant ◽  
Treatment Plant ◽  
Pavement Design ◽  
Design Standard ◽  
The Road ◽  
Road Pavement ◽  
Access Road ◽  
Increase Rate

Three methods are used for Road Pavement Design for access road and internal roads to Dasherkandi Sewage Treatment Plant in Bangladesh, the method, standards and ESA for design of the road are introduced, the issues of design standard for Sewage Treatment Plant, traffic increase rate and seal coat for asphalt concrete of the road are discussed, some of the propose is made to minimize different understanding in execution of the contract, it provides necessary references for similar oversea project in similar country.

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 Tingkat Pelayanan Jalan Dan Evaluasi Struktur Perkerasan Jalan Pada Jalan Semeru, Jalan Pancasila Dan Jalan Kolonel Sudiarto

2021 ◽  
Vol 8 (2) ◽  
pp. 156-165
Author(s):  
Isradias Mirajhusnita ◽  
Ros Ayu Nisya’ul Fitri ◽  
Muhammad Yusuf ◽  
Muhamad Yunus
Keyword(s):  
Research Method ◽  
Field Measurements ◽  
Service Level ◽  
Traffic Sign ◽  
The Road ◽  
Road Pavement ◽  
Road Users ◽  
Road Capacity ◽  
Pavement Thickness ◽  
Stable Current

Tegal city station which is in the center of Tegal city. Activities in and out of station visitors lead to a density of road capacity. As well as the smoothness of traffic also depends on the condition of the road pavement. This study aims to determine the level of road service and evaluation of road pavement thickness as well as to provide alternative ways of handling road problems on Jalan Semeru, Jalan Pancasila and Jalan Kolonel Sudiarto which are influenced by road users around the Kota Tegal station. The benefits of the research provide material for consideration of regional structuring policies and input data on road improvement planning for related agencies. The research method is qualitative, namely analyzing the level of road service with LOS calculations according to the 1997 Indonesian Road Capacity Manual and evaluating pavement thickness with CESA calculations according to the 2013 Road Pavement Design Manual. Data analysis was obtained from field measurements and traffic volume calculations. The results of the calculation of the analysis of the level of road service on Jalan Semeru, Jalan Pancasila and Jalan Kolonel Sudiarto are at service level C, namely stable current conditions with an average speed of 30 km / h due to side obstacles so that the driver has limitations in choosing speed, it is recommended to add and traffic sign confirmation. Evaluation of the structure of the pavement layer on Jalan Pancasila is adequate for the next 20 years of planning life. Meanwhile, Jalan Semeru with a length of 610 meters and a width of 550 meters as well as Jalan Kolonel Sudiarto with a length of 845 meters and a width of 700 meters need to be thickened with a layer of wear layer (AC-WC) with a thickness of 4 cm at a cost of Rp. 1,256,137,000.

Toward Using Tire-Road Contact Stresses in Pavement Design and Analysis

2012 ◽  
Vol 40 (4) ◽  
pp. 246-271 ◽  
Author(s):  
Morris De Beer ◽  
James W. Maina ◽  
Yvette van Rensburg ◽  
Jan M. Greben
Keyword(s):  
Contact Stress ◽  
Contact Stresses ◽  
Road Surface ◽  
Pavement Design ◽  
Tire Model ◽  
Contact Patch ◽  
Circular Shape ◽  
The Road ◽  
Road Pavement ◽  
Vertical Contact

ABSTRACT: Optimization of road pavement design, especially close to the surface of the pavement, requires a more rational approach, which will inevitably include modeling of truck tire-road contact stresses. Various road-surfacing failures have been recorded as evidence that the traditional road pavement engineering tire model idealized by a single uniformly distributed vertical contact stress of circular shape may be inadequate to properly explain and assist in the design against road surface failures. This article therefore discusses the direct measurement of three-dimensional (3D) tire pavement contact stresses using a flatbed sensor system referred to as the “Stress-In-Motion” (SIM) system. The SIM system (or device) consists of multiple conically shaped steel pins, as well as an array of instrumented sensors based on strain gauge technology. The test surface is textured with skid resistance approaching that of a dry asphalt layer. Full-scale truck tires have been tested since the mid-1990s, and results show that 3D tire contact stresses are nonuniform and that the footprint is often not of circular shape. It was found that especially the vertical shape of contact stress distribution changes, mainly as a function of tire loading and associated tire inflation pressures. In overloaded/underinflated cases, vertical contact stresses are the highest toward the edges of the tire contact patch. Higher inflation pressures at lower loads, on the other hand, result in maximum vertical stresses toward the center portion of the tire contact patch. These differences in shape and magnitude need to be incorporated into modern mechanistic-empirical road pavement design tools. Four different idealized tire models were used to represent a single tire type to demonstrate effects of tire modeling on the road pavement response of a typical South African pavement structure incorporating a relatively thin asphalt surfacing. Only applied vertical stress was used for the analyses. It was found that the fatigue life of the road surface layer can be reduced by as much as 94% and strain energy of distortion be increased by a factor of 2.8, depending on the characteristics of the tire model input selected for road pavement design and analysis.

scholarly journals Perencanaan Tebal Perkerasan Jalan Sergang – Jembatan Jengkong (No. 243) KM 8 Batu Putih Kabupaten Sumenep

2019 ◽  
Vol 2 (2) ◽  
pp. 89
Author(s):  
Muhammad Baitur Rakhman ◽  
Ahmad Suwandi
Keyword(s):  
Quantitative Research ◽  
Secondary Data ◽  
Flexible Pavement ◽  
Primary Data ◽  
The Road ◽  
Access Road ◽  
Distribution Process ◽  
Pavement Construction ◽  
Microsoft Office ◽  
Pavement Thickness

The white stone mine in Batu Putih Village is one of the natural resources located in Sumenep Regency, precisely on Sergang Street - Jengkong Bridge No. 243 Km 8. This road is the only access road to the white stone mining. The current condition of the road is damaged and interferes with the distribution process of white stones, so good thick pavement planning is needed. Planning of flexible pavement thickness and the cost of flexible pavement construction on Sergang - Jengkong Bridge No. 243 Km 8 Batu Putih, Sumenep Regency uses quantitative research. The data collection process uses two types of data, the first is primary data which includes LHR data and the second is secondary data which includes literature and literature studies. In this research the data analysis technique uses Microsoft Office Excel which is to calculate the budget plan and Autocad for drawing. For calculation procedures adjusted to SNI -1732-1989. The results of the Average Daily Traffic Survey (LHR) obtained the total number of vehicles passing through by 21164 smp. The road to be planned is 3 Km long and 4 m wide. Calculation of pavement thickness using the laston AC-WC is 2.50 cm thick and will be planned to be 4 cm thick. The planned budget (RAB) for the road planning is Rp. 2,613,171,000.00 (two billion six hundred thirteen million one hundred seventy-one thousand rupiah).

scholarly journals STUDI ANALISA PERENCANAAN PERKERASAN LENTUR DAN RENCANA ANGGARAN BIAYA (PADA PROYEK JALAN RUAS JALAN TEMBELENGAN–DURJAN KABUPATEN SAMPANG)

2019 ◽  
Vol 2 (2) ◽  
pp. 235
Author(s):  
Mishbahul Aziz ◽  
Sigit Winarto ◽  
Yosef Cahyo Setianto Poernomo ◽  
Agata Iwan Candra
Keyword(s):  
Traffic Flow ◽  
Government Regulation ◽  
Flexible Pavement ◽  
The Road ◽  
Technical Requirements ◽  
Road Section ◽  
On The Road ◽  
Pavement Construction ◽  
The Cost ◽  
Pavement Thickness

There was a build-up of lumps of sand on the road, precisely Tambelang-Durjan. This build-up of sand chunks occurs because many of the piled sand hauling trucks that pass on the road is obstructed because the road section has been damaged (potholes) and is unfit for passage, resulting in obstruction of traffic flow. In addition, the width of the section is not in accordance with the technical requirements of the 2011 Government Regulation. Therefore, it requires a flexible pavement re-planning and a Cost Budget Plan for land transportation lines, so that motorist access is comfortable. Planning flexible pavement using Laston with a planning age of 10 years obtained flexible pavement thickness, namely 4 cm thick AC-WC, 6 cm thick AC-BC, and 40 cm of Upper Foundation Layers (LPA) with the estimated size of the Budget Plan The cost of the flexible pavement construction of Tambelang- Durjan of Sampang Regency with a length of 1,145 km in the amount of Rp 5,744,585,463.00Terjadi penumbukan bongkahan pasir urug tepatnya di ruas jalan Tambelangan-Durjan. Penumpukan bongkahan pasir ini terjadi karena banyak truk pengangkut bongkahan pasir urug tersebut yang melintas pada jalan itu terhambat karena ruas jalan mengalami kerusakan (berlubang) dan tidak layak dilalui, sehingga  yang mengakibatkan terhambatnya arus lalu lintas. Selain itu lebar ruas tidak sesuai dengan persyaratan teknis Peraturan Pemerintah tahun 2011. Oleh karena itu, memerlukan perencanaan ulang perkerasan lentur dan Rencana Anggaran Biaya untuk jalur transportasi darat supaya akses pengendara nyaman. Perencanaan perkerasan lentur menggunakan Laston dengan umur rencana 10 tahun didapatkan tebal perkerasan lentur yaitu AC-WC setebal 4 cm, AC-BC setebal 6 cm dan Lapis Pondasi Atas (LPA) setebal 40 cm dengan besar perkiraan Rencana Anggaran Biaya pembangunan perkerasan lentur ruas Tambelangan-Durjan Kabupaten Sampang sepanjang 1,145 km sebesar Rp 5.744.585.463,00.

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