scholarly journals PERBANDINGAN ANTARA PENGGUNAAN KAPUR DAN ABU SEKAM PADI UNTUK STABILISASI TANAH DASAR

2019 ◽  
Vol 12 (1) ◽  
pp. 50
Author(s):  
Dwi Nuryasin ◽  
Gerard Aponno ◽  
Moch Sholeh
Keyword(s):  
Bearing Capacity ◽  
Rice Husk ◽  
Rice Husk Ash ◽  
Road Construction ◽  
Liquid Limit ◽  
Soil Medium ◽  
The Road ◽  
Static And Dynamic Loads ◽  
On The Road ◽  
Dry Matter Weight

The subgrade used for road construction should have a good bearing capacity, because the loads applied on the road construction are static and dynamic loads. If the CBR (California Bearing Ratio) value low so the subgrade of bearing capacity is not good. The purpose is to get the results of physical of the original soil, get the value of CBR laboratory of the original soil, get the CBR laboratory that has been stabilized using lime and rice husk ash, find out the optimum needs of lime and rice husk ash.Four original soil samples each of lime and rice husk had to go through an experiment by using 5%, 8%, 10% and 12% of lime and rice husk ash.  The experiment results in water content w = 58.12%, weight of the soil γt= 1.44 grm/cm3, specific gravity Gs=2.11, Liquid Limit LL = 67.28%, Plastic Limit PL=54.06%, Plasticity Index =13.21%, maximum dry matter weight = 1.342 gr/m3 CBR= 5.13% physical properties of original soil; medium plasticity properties; 10% maximum CBR value at 69.046% lime; 10% maximum CBR value at 8.476% rice husk ash. Keywords: lime, rice husk ash, stabilization, CBR

scholarly journals Peningkatan Nilai CBR Tanah Dasar (Sub Grade) dengan Penambahan Kapur dan Abu Sekam Padi

2019 ◽  
Vol 14 (2) ◽  
pp. 24
Author(s):  
Liliwarti -
Keyword(s):  
Bearing Capacity ◽  
Rice Husk ◽  
Soil Stabilization ◽  
Rice Husk Ash ◽  
Road Construction ◽  
Traffic Load ◽  
Rigid Pavement ◽  
The Road ◽  
Road Pavement ◽  
On The Road

The subgrade is very important on road construction, because its functions for support the traffic loads. The subgrade is not able to bearing capacity the traffic load , can cause damage such as cracks, settlement,and deformation on the flexible pavement or rigid pavement. to solve in this problems, it is necessary to improve the mechanical properties of subgrade for increasing soil bearing capacity and reducing the swelling potential. The Sicincin ring road - Lubuk Alung, Padang Pariaman district which has deformed, settlement and cracks on the road pavement, caused by poor bearing capacity of the subgrade. To solve these problems, it is necessary to have the soil improvements (stabilization) for subgrade In this paper soil stabilization is done by mixing soil with lime and rice husk ash (variations in lime content of 5%, 8%, 11%, 14% and 17%) and rice husk ash (constant 2.5%) .The compaction test and CBR test is carried for each variation. The results in this study obtained the most optimal percentage of lime + rice husk ash is 11%, CBR design is 25%, and swelling value of 0.13%. CBR value of subgrade without lime and rice husk ash obtained CBR = 2.3%. So that there is a significantly increase in CBR value if using lime and rice husk ash as stabilization material for subgrade. These results can be used by experts to choose effective stabilization methods.

scholarly journals An investigation into the cause of road failure along Sagamu-Papalanto highway southwestern Nigeria

2021 ◽  
Vol 8 (1) ◽  
Author(s):  
Ubido Oyem Emmanuel ◽  
Igwe Ogbonnaya ◽  
Ukah Bernadette Uche
Keyword(s):  
Construction Materials ◽  
Road Construction ◽  
Linear Shrinkage ◽  
Liquid Limit ◽  
Dry Density ◽  
Maximum Dry Density ◽  
Southwestern Nigeria ◽  
Low Resistivity ◽  
The Road ◽  
Cause Of Failure

AbstractInvestigation into the cause of road failure has been carried out along a 60 km long Sagamu –Papalanto highway southwestern Nigeria. Geochemical, mineralogical, geotechnical and geophysical analyses were conducted to evaluate the cause of failure along the study area. The results of the laboratory tests showed that the percentage amount of fines ranges from 12 to 61.3%, natural moisture content from 6.8 to 19.7%, liquid limit in the range of 25.1–52.2%, linear shrinkage between 3.96 to 12.71%, plastic limit ranges from 18.2–35%, plasticity index ranges from 5.2 to 24.6%, free swell in the range from 5.17–43.9%, maximum dry density ranges from 1.51–1.74 g /cm3, specific gravity ranges from 2.52–2.64 and CBR between 3 and 12%. The Cone Penetrometer Test (CPT) shows a resistance value of 20–138 kgf/cm2. The major clay mineral that is predominant in the studied soil is kaolinite. The major oxides present are SiO2, Al2O3, Fe2O3, K2O, Na2O, MgO and CaO. The result of the 2D Electrical Resistivity Imaging revealed a low resistivity values for profile 2 and 3 ranging from 100 Ωm – 300 Ωm, between a distance of 20 m – 240 m along the profile to a depth of 7.60 m and a low resistivity value ranging from 50 Ωm – 111Ωm, between a distance of 80 m − 120 m along the profile to a depth of 15 m. It was concluded that the low CBR, low MDD and the class of subsoils namely A-26, A-7, A-2-7 (clayey soils) which were identified are responsible for the cause of failure experienced in the study area. These makes the soils unsuitable as road construction materials and hence, there is need for stabilization during the reconstruction and rehabilitation of the road.

scholarly journals THE PENETRATION OF ENGINEERING BY ECONOMICS: McFADDEN AND THE TRANSFORMATION OF ROAD DEMAND ESTIMATION

2021 ◽  
Vol 43 (2) ◽  
pp. 262-278
Author(s):  
Ariane Dupont-Kieffer ◽  
Sylvie Rivot ◽  
Jean-Loup Madre
Keyword(s):  
Road Network ◽  
Road Construction ◽  
Demand Estimation ◽  
Demand Modeling ◽  
The Road ◽  
Collective Decisions ◽  
The Face ◽  
Decision Making Processes ◽  
On The Road ◽  
The 1960S

The golden age of road demand modeling began in the 1950s and flourished in the 1960s in the face of major road construction needs. These macro models, as well as the econometrics and the data to be processed, were provided mainly by engineers. A division of tasks can be observed between the engineers in charge of estimating the flows within the network and the transport economists in charge of managing these flows once they are on the road network. Yet the inability to explain their decision-making processes and individual drives gave some room to economists to introduce economic analysis, so as to better understand individual or collective decisions between transport alternatives. Economists, in particular Daniel McFadden, began to offer methods to improve the measure of utility linked to transport and to inform the engineering approach. This paper explores the challenges to the boundaries between economics and engineering in road demand analysis.

Strategies for Promoting the Use of Concrete Pavements in Tanzania: Technical and Institutional Considerations

2008 ◽  
Vol 31 (1) ◽  
pp. 53-62
Author(s):  
D.A. Mfinanga ◽  
H. Bwire
Keyword(s):  
Road Construction ◽  
Cost Effective ◽  
Petroleum Products ◽  
Concrete Pavements ◽  
Construction Technology ◽  
The Road ◽  
Competing Demands ◽  
Resource Requirements ◽  
On The Road ◽  
Economic Developments

High-type roads in Tanzania have been predominantly of asphaltic concrete construction. This ever enlarging and ageing asphaltic road network represents increasing resource requirements on the road agency in the form of maintenance. Limited resources coupled with the ever sky-rocketing costs of petroleum products and the competing demands of social economic developments, presupposes the need to look for alternative road construction technology that is more cost-effective and resource optimising. Experience gained from developed and some developing countries where concrete pavements have been widely used suggests the potential of this type of pavement in many developingcountries. This paper discusses the technical aspects of design and construction- and maintenance-related aspects of concrete pavements. The discussion extends further to highlight issues pertaining to the performance of concrete pavements and strategies for promoting the use of concrete pavements in Tanzania. Conclusions and recommendationsare made with suggestions on how to start implementing the proposed strategies.

scholarly journals An Investigation into the Cause of Road Failure Along Sagamu-Papalanto Highway Southwestern Nigeria

2021 ◽  
Author(s):  
OYEM EMMANUEL UBIDO ◽  
Igwe Ogbonnaya ◽  
Bernadette Uche Ukah
Keyword(s):  
Construction Materials ◽  
Road Construction ◽  
Linear Shrinkage ◽  
Liquid Limit ◽  
Dry Density ◽  
Maximum Dry Density ◽  
Southwestern Nigeria ◽  
Low Resistivity ◽  
The Road ◽  
Cause Of Failure

Abstract Investigation into the cause of road failure has been carried out along a 60km long Sagamu –Papalanto highway southwestern Nigeria. Geochemical, mineralogical, geotechnical and geophysical analyses were conducted to evaluate the cause of failure along the study area. The results of the laboratory tests showed that the percentage amount of fines ranges from 12-61.3%, natural moisture content from 6.8 to 19.7%, liquid limit in the range of 25.1-52.2%, linear shrinkage between 3.96 to 12.71%, plastic limit ranges from 18.2-35%, plasticity index ranges from 5.2 to 24.6%, free swell in the range from 5.17 – 43.9%, maximum dry density ranges from 1.51 -1.74g /cm3, specific gravity ranges from 2.52-2.64 and CBR between 3-12%. The Cone Penetrometer Test (CPT) shows a resistance value of 20-138 kgf/cm2. The major clay mineral that is predominant in the studied soil is kaolinite. The major oxides present are SiO2, Al2O3, Fe2O3, K2O, Na2O, MgO and CaO. The result of the 2D Electrical Resistivity Imaging revealed a low resistivity values for profile 2 and 3 ranging from 100 Ωm – 300 Ωm, between a distance of 20m – 240 m along the profile to a depth of 7.60m and a low resistivity value ranging from 50 Ωm – 111Ωm, between a distance of 80 m –120 m along the profile to a depth of 15m. It was concluded that the low CBR, low MDD and the class of subsoils namely A-26, A-7, A-2-7 (clayey soils) which were identified are responsible for the cause of failure experienced in the study area. These makes the soils unsuitable as road construction materials and hence, there is need for stabilization during the reconstruction and rehabilitation of the road.

scholarly journals SERAT ECENG GONDOK SEBAGAI BAHAN ALTERNATIF ADMIXTURE PADA LASTON TIPE XI SNI 03-1737-1989 DITINJAU TERHADAP NILAI-NILAI UJI MARSHALL

Jurnal CIVILA ◽  
2018 ◽  
Vol 3 (2) ◽  
pp. 154
Author(s):  
Errine Yulia Rizqi Intanti ◽  
Zulkifli Lubis
Keyword(s):  
Water Hyacinth ◽  
Asphalt Mixture ◽  
Road Construction ◽  
Flexible Pavement ◽  
The Road ◽  
Concrete Layer ◽  
Wide Range ◽  
On The Road ◽  
Marshall Stability

In Indonesia, the road construction has experienced a fairly good development. From a wide range of road constructions, flexible pavement is the most chosen one because its characteristics: easy, fast, and efficient. However, flexible pavement has many weaknesses, for example the premature damage on the road surface after some time passed by the traffic so that the road cannot reach the planned age. For that, it is done a research to add a hot asphalt mixture material that aims to improve the quality of the mixture results. The selected ingredient is natural water hyacinth. The method used is trial and error with reference of SNI 03-1737-1989. Variations used are 2%, 4%, 6%, 8% and 10% of the asphalt weight, asphalt level used is 5.72 %. Of the 5 variations of mixture used on Type XI Asphalt Concrete Layer, it is obtained the result that the water hyacinth fiber level which has the best score and meet the specifications of SNI 03-1737-1989 is on the percentage of 6% which obtained from calculation data using graphs and regression model where Marshall Stability is equal to 644,46 Kg, flow 3,39 mm, VMA (voids in the mineral aggregate) is equal to 13,83 %, VFWA (voids filled with asphalt) is equal to 65,35%, VIM (voids in the mix) is equal to 2,52 %, density of 2.31 gr/cc, and Marshall Quotient of 164.03 Kg / mm.

scholarly journals Study of Improving Soil Using Permit, Corn Ash and Sodium Silicate

2021 ◽  
Vol 921 (1) ◽  
pp. 012042
Author(s):  
W Erwanto ◽  
R. R Parea. ◽  
A Ermitha.
Keyword(s):  
Bearing Capacity ◽  
Sodium Silicate ◽  
Soil Samples ◽  
Laboratory Methods ◽  
Palm Fiber ◽  
The Road ◽  
Soil Physical Characteristics ◽  
Stabilized Soil ◽  
Experimental Laboratory ◽  
On The Road

Abstract Soil that has low bearing capacity has a bad impact on the construction that is built on it as a result of which the building is easily damaged such as lifting the foundation on the building and causing cracks and shifting on the road. This research uses experimental laboratory methods. Soil samples used were taken from Lembang Tondon Siba’ta, Tondon District. Corn cobs were taken from Sa’dan Marante, Sodium silicate is obtained from chemical figures and palm fiber taken from Buntu Tagari and then tested for soil physical characteristics and soil bearing capacity in soil samples with a mixture of sodium silicate, corncob ash, palm fiber and soil without mixture. know the bearing capacity of the soil. The results of the research on stabilized soil by adding 0.2% palm fiber, 2% corncob ash and 3% sodium silicate obtained an increase in soil bearing capacity of 9.73% from the original soil and the addition of 0.2% palm fiber, 4% corncob ash and 3% sodium silicate.

scholarly journals ROADWAY ROUGHNESS RESEARCH AND CAUSES DETERIORATION ANALYSIS

2017 ◽  
Vol 1 (48) ◽  
pp. 251-257
Author(s):  
D. O. Pavlyuk ◽  
V. P. Tereshchuk ◽  
V. S. Chapovskyi
Keyword(s):  
Detailed Analysis ◽  
Transverse Crack ◽  
Road Construction ◽  
Transverse Cracks ◽  
Research Results ◽  
The Road ◽  
Road Profile ◽  
On The Road ◽  
The City

The article deals with modern directions of domestic and foreign smoothness research coverage on the roads.  The problem of causes changes establishing in smoothness coverage related to the irregularities in the procedure of road construction layers is highlighted. The research results of the trafficway smoothness and its causes deterioration analysis, performed by operation of roads and airfields laboratory at National Transport University on research road area H-18 around the city Buchach is shown.  By the research results the road profile is drawn and the detailed analysis of road topping smoothness changes during road operation is done. Samples at the specific points on the road topping is taken: in one place it is a transverse crack, in another – without noticeable defects. It is established that road profile hollows and transverse cracks caused by black layers uneven thickness along the road.

scholarly journals Analysis of Settlement of the Road with Full Scale Geotextile Reinforcement on the Very Soft Soil (Case Study in Tapin Regency, South Kalimantan)

2019 ◽  
Vol 280 ◽  
pp. 03012
Author(s):  
Muhammad Arsyad ◽  
Indrasurya B. Mochtar ◽  
Noor Endah Mochtar
Keyword(s):  
Soft Soil ◽  
Road Construction ◽  
Full Scale ◽  
Construction Site ◽  
The Road ◽  
Local Material ◽  
Long Time ◽  
Soil Settlement ◽  
On The Road ◽  
Additive Materials

Abstract, in case of the construction of road in soft soil, it is necessary toconsider the use of materials around the road construction site, and not touse selected material which is imported from outside the road constructionsite. Thus, aim to overcome the difficulties of using selected materials, namely the difficulty to obtain the materials, the price of expensivematerials , the freight of material that could takes a long time period, highcost, and the use of materials that tend to be environmentally unfriendly. Itis very necessary to learn about the use of nonstandard additive materials, taken to the road construction site, but with the use of geotextilereinforcement. The research method used is a full scale method in the formof trial embankment, so that the performance of the road can be observedfor a long period of time due to the traffic and soil settlement. The resultsobtained is settlement that occur on the road from the combination ofordinary embankment material and local material, most frequently occuredin a larger percentage of ordinary embankment than the local material. While the visual value is relevant to the settlement in which a largerpercentage of ordinary embankment results in a better visual value, due tothe quality of the ordinary embankment material is better than the localmaterial.

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