scholarly journals Analisa Deformasi pada Campuran Aspal Beton Menggunakan Derbo dan Wetfix

2021 ◽  
Vol 6 (2) ◽  
pp. 61
Author(s):  
Asma Massara ◽  
Winarno Arifin ◽  
Andi Alifuddin ◽  
Muhammad Fahrul Ramadhan ◽  
Muhammad Taufiq
Keyword(s):  
Road Construction ◽  
Structural Function ◽  
The Road ◽  
Technical Requirements ◽  
Traffic Loads ◽  
Asphalt Mix ◽  
Pavement Construction ◽  
Short Time ◽  
Roll Out ◽  
Temperature Water

Padadasarnya jalan akan mengalami penurunan fungsi strukturalnya sesuai dengan bertambahnya umur. Jalan Raya saat ini mengalami kerusakan dalam waktu yang relatif sangat pendek (keruskan dini) baik jalan yang baru dibangun maupun jalan yang baru diperbaiki. (Fadhilah,2012). Banyak hal yang menyebabkan kerusakan pada konstruksi jalan, anatara lain akibat pengaruh beban lalu lintas kendaraan yang berlebihan (over loading), temperatur, air (genangan), dan konstruksi perkerasan yang kurang memenuhi persyaratan teknis. Faktor lain seperti perencanaan, pengawasan, pelaksanaan dan lingkungan juga memberikan konstribusi pada kerusakan jalan.Deformasi pada perkerasan jalan lentur, yang biasa disebut (rutting dan geser), Alur biasanya terdiri dari lendutan memanjang yang terjadi pada jalur roda kendaraan, merupakan akumulasi dalam jumlah kecil terjadi deformasi disebabkan oleh adanya peningkatan beban. Kerusakan bisa berkembang lebih parah karena permukaan jalan tidak kedap air lagi sehingga air bisa melemahkan ikatan antara batuan dan aspalBahan tambah Derbo dan Wetfix dapat memperhambat laju deformasi pada campurn aspal beton.Basically, the road will experience a decrease in its structural function in accordance with increasing age. Roads are currently experiencing damage in a relatively very short time (early roll out) both newly built roads and newly repaired roads. (Fadhilah, 2012). Many things cause damage to road construction, among others due to the influence of excessive vehicle traffic loads (over loading), temperature, water (inundation), and pavement construction that does not meet technical requirements. Other factors such as planning, supervision, implementation, and the environment also contribute to road damage. Information on flexible pavement, commonly referred to as (rutting and sliding), Grooves usually consist of longitudinal deflections that occur in the lanes of vehicle wheels, constituting small amounts of accumulation deformation occurs due to an increase in load. Damage can develop more severely because the road surface is not waterproof anymore so water can weaken the bond between rocks and asphalt Derbo and Wetfix added materials can slow down the rate of deformation in the concrete asphalt mix

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 Requirements for Pavement Base Layers with Unbound Granular Material

2019 ◽  
Vol 27 (3) ◽  
pp. 21-28
Author(s):  
Silvia Cápayová ◽  
Zuzana Štefunková ◽  
Stanislav Unčík ◽  
Andrea Zuzulová
Keyword(s):  
Climatic Factors ◽  
Road Construction ◽  
Lower Class ◽  
Transport Infrastructure ◽  
Traffic Load ◽  
The Road ◽  
Standards And Regulations ◽  
Pavement Structures ◽  
Pavement Base ◽  
Temperature Water

Abstract Pavement structures, layers, and parameters must meet the strict requirements of applicable standards and regulations. The thickness of layers and the choice of materials depend on the factors involved, i.e., the traffic load and climatic factors (changes in temperature, water, rain, snow); they are also dependent on the geological environment at the road construction site and the parameters and properties of the embankment (the subgrade of the pavement). In some cases, the capacity of the existing transport infrastructure is on the edge of sustainability. The increase in the traffic load and the use of lower-class roads by freight transport, together with insufficient maintenance, has resulted in a deterioration of road conditions, thereby causing many deficiencies and failures. The required serviceability and operational performance of roads can be ensured by the choice of suitable quality materials and technological construction processes. Technologies that are environmentally acceptable and economically efficient should be preferred.

scholarly journals Use of Road Stabilizers in Sensitive Environments

2020 ◽  
Vol 4 (10) ◽  
pp. 168-189
Keyword(s):  
Rural Areas ◽  
Construction Materials ◽  
Road Construction ◽  
Engineering Properties ◽  
The Road ◽  
Polymer Binders ◽  
Traffic Loads ◽  
Environmental Properties ◽  
Environmentally Sensitive ◽  
Maintenance Requirements

Road infrastructure is key for any developing country to enable its expansion such as those in Africa. Natural road construction materials can become depleted and increasing traffic loads produce higher maintenance requirements, leading to research to develop additives that can be used to enhance the engineering properties of available pavement soils. Providing all weather roads for large vehicles in rural areas, such as Northern Namibia, are often based only on the available soils, involving compaction and use of stabilizers, is required to both provide a suitable load bearing road surface and maintain the road network. The region is also environmentally sensitive to any potentially adverse impacts of chemicals that may be released into the environment during construction or as breakdown products. A number of road stabilizer products are available and the choice of stabilizer must take into account both its specific properties and the sensitivity of the environment where it is to be used to any environmental impacts. The main stabilizer types are cementitious, bituminous and chemical, with the latter broken down in a range of materials including synthetic polymer binders, organic and ionic compounds, salts, enzymatic products and combinations thereof. Twenty available stabilizer products were considered in terms of their environmental properties and assessed against the published literature and the general findings reported in terms of the overall ranking of the environmental impact of stabilizer types.

scholarly journals Saving Energy in the Transportation Sector: An Analysis of Modified Bitumen Application Based on Marshall Test

Energies ◽  
2018 ◽  
Vol 11 (11) ◽  
pp. 3025 ◽  
Author(s):  
Syyed Raheel Shah ◽  
Hunain Arshad ◽  
Ahsan Waqar ◽  
Muhammad Saeed ◽  
Salman Hafeez ◽  
...  
Keyword(s):  
Construction Industry ◽  
Road Construction ◽  
Modified Bitumen ◽  
The Road ◽  
Process Modification ◽  
Transportation Sector ◽  
Marshall Test ◽  
Asphalt Mix ◽  
Save Energy ◽  
Major Factors

Energy consumption and material production are two major factors associated with the road construction industry. Worldwide, millions of tons of hot mix asphalt production consume a huge amount of fuel as an energy source in terms of quantity and cost to achieve the standard temperature of up to 170 °C during the mixing process. Modification of bitumen can not only reduce its usage but also the consumption of energy (fuel) during the asphalt mix production process at low temperatures. This study provides a method to save energy by proposing the addition of bitumen modifier in the road construction sector. Furthermore, to make it compatible with the field conditions for road construction, stability analysis is executed on the prepared samples by partially replacing the bitumen with polyurethane foam (PUF) and plastic waste (PW) (at 10%, 20%, 30%, 40%, and 50%). Experimental results demonstrate a reasonable saving in the amount of energy (33%) and material (40% bitumen) used and showed that similar strength of developed asphalt mix can be achieved using PUF. An extensive calculation concludes that these savings could make a huge difference in construction economics of mega road infrastructure projects, especially during an energy crisis.

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.

scholarly journals THE IMPORTANCE OF THE USE OF WARM MIX ASPHALT FOR CONSTRUCTION ROADS IN CONDITIONS OF THE SYRIAN ARAB REPUBLIC

2020 ◽  
pp. 26-33
Author(s):  
A. Alshahwan ◽  
Yu. Kalgin
Keyword(s):  
Road Network ◽  
Road Construction ◽  
Production Costs ◽  
Reconstruction Process ◽  
The Road ◽  
Short Period ◽  
Syrian Arab Republic ◽  
Asphalt Mix ◽  
Long Time ◽  
Production Capacities

As a result of prolonged hostilities in the Syrian Arab Republic, maintenance and repair of roads are not carried out for a long time, which led to the decline of the road network. Roads of the Syrian Arab Republic require significant rehabilitation; repairs must be carried out within a short period at the lowest cost, while achieving optimal technical characteristics. Weak economic potential of the country, low fuel reserves of various types, in addition to the huge destruction of the road network - all these difficulties facing the reconstruction process. This article is devoted to the study of the characteristics of the technologies of asphalt mixes used in road construction, and the determination of the most suitable technology for current conditions. As a result of research, it is emphasized that warm asphalt mix is the best choice compared to other types of technologies: it reduces energy consumption, reduces production costs, helps to extend the construction season, expand production capacities, save the environment, etc.

scholarly journals Feasibility Study on the Use of Cold Premixed Asphalt in Coari - AM

2019 ◽  
Vol 7 (10) ◽  
pp. 473-484
Author(s):  
Gessica De Castro Mendes ◽  
Lucas Barbosa de Castro Delgado ◽  
Igor Bezerra de Lima ◽  
David Barbosa de Alencar
Keyword(s):  
Unit Cost ◽  
Cost Benefit ◽  
Road Transport ◽  
Traffic Demand ◽  
The Road ◽  
Advantages And Disadvantages ◽  
Road Pavement ◽  
Asphalt Mix ◽  
Pavement Construction ◽  
Operational Issues

As road transport is the predominant type of transport for the traffic of people, vehicles and cargo, it is extremely important to ensure the quality of the country's road pavement. Good pavement ensures comfort, safety and economy to road users. There are several types of coatings to be used depending on the project, the traffic demand of the road to be paved and others. Thus, the main objective of this research is to show the feasibility of using cold premixed asphalt in the city of Coari, municipality of the interior of Amazonas. For this, an investigation was conducted in bibliographies, in order to support the study. A budget based on DNIT unit cost compositions was made to compare the costs required to apply this asphalt mix with hot-machined concrete, as this is the most commonly used for pavement construction. Checking the advantages and disadvantages of its use to evaluate its application in the municipality in question. As the cold premix showed to meet most of the requirements for good paving, having a better cost-benefit ratio, it was found that it can be used on low and medium traffic roads, bringing several positive aspects in operational issues. and economical.

scholarly journals Optimalisasi Biaya Dan Waktu Terhadap Perencanaan Jalan Dengan Menggunakan Metode Bina Marga 1987 Dengan Berbagai Tebal Indek Perkerasan (Studi Kasus : Pada Ruas Jalan Puruk Cahu - Km 50 - Batas Kota Muara Teweh Kabupaten Barito Utara)

2020 ◽  
Vol 9 (1) ◽  
pp. 9-23
Author(s):  
Erlin Meyer
Keyword(s):  
Road Construction ◽  
Base Layer ◽  
The Road ◽  
Class B ◽  
Implementation Time ◽  
Efficient Alternative ◽  
The Difference ◽  
Pavement Construction ◽  
Time Required ◽  
Pavement Thickness

Pavement planning is good, because in this way the pavement construction is able to carry the load of vehicles passing on it and spread the load to the layers beneath it, including the subgrade, without causing significant damage to the road construction itself. The purpose of this study is to obtain the most efficient alternative pavement thickness index and to obtain the required cost and time. The results showed that the Pavement Thickness Index (ITP) using the Bina Marga Method = 7.48 and the 1993 AASHTO Method = 10.20 had a difference of 2.72. The difference in Pavement Thickness Index (ITP) resulted in the addition of pavement thickness using the 1993 AASHTO Method. The economical Pavement Thickness Index (ITP) was the ITP Bina Marga Method with a construction cost of Rp 12.7 billion, with savings of Rp 3.8 billion. By determining the pavement thickness at the same base layer = 20 cm, it is found that the type of material is Aggregate Class B, CBR is 80% cheaper than cement + CTRB with savings of Rp 913,991,544, - ~ 1 billion. The time required in implementing the Bina Marga Method is more efficient than the 1993 AASHTO Method with a savings of 44 days, this is due to cement work + CTRB = 15 + 29 = 44 days. While Aggregate Class B, CBR 80% only takes 22 days, thus saving 22 is also due to the larger ITP of the 1993 AASHTO Method so that it requires additional thickness of the base layer under Aggregate Class C, CBR 30% of 22 cm thus increasing the duration of the implementation time by 24 days

scholarly journals Characterization of Hot Bituminous-Asphalt Mixtures with Recycled Polyurethane Foam

2017 ◽  
Vol 11 (1) ◽  
pp. 343-349
Author(s):  
S. Gutiérrez-González ◽  
V. Calderón ◽  
A. Rodríguez ◽  
J. Gadea ◽  
C. Junco ◽  
...  
Keyword(s):  
Polyurethane Foam ◽  
Automobile Industry ◽  
Road Construction ◽  
Sustainable Construction ◽  
Partial Substitution ◽  
The Road ◽  
Bituminous Mixtures ◽  
Polyurethane Waste ◽  
Pavement Construction ◽  
Marshall Stability

Introduction:The use of polymer wastes in pavement as road is an increasing trend in the road construction sector. Those new pavements reduce the amount of solid waste disposed into landfills and provide more sustainable construction due to the use of in-situ materials. Polyurethane foam waste is a thermostable polymer being used in the form of a grey-coloured foam, a by-product of the automobile industry.Aim:The focus of this work centers on the exploitation of polyurethane foam waste in full or partial substitution of the fines and the mineral powder that form the bituminous mixtures to produce a sustainable alternative for bituminous asphalt used in pavement construction.Methods:A series of specimens were manufactured and tested for the Marshall test, with different percentages of polyurethane foam waste aggregates (50% and 100%), calculating their apparent densities.Results:The results show acceptable compatibility between the elements of bituminous concrete and the polyurethane waste, producing a reduction in both the apparent density and Marshall stability, as well as an increase in volume and an increase in deformation with higher volumes of waste in the mixture.

Effect of Increasing Sasobit on Permanent Deformation and Moisture Damage of Asphalt Mixes

2018 ◽  
Vol 877 ◽  
pp. 241-247 ◽  
Author(s):  
Fazal Haq ◽  
Arshad Hussain ◽  
Kamran Mushtaq
Keyword(s):  
Transportation Network ◽  
Permanent Deformation ◽  
Road Construction ◽  
Cost Effective ◽  
Moisture Damage ◽  
Moisture Susceptibility ◽  
Asphalt Mixes ◽  
The Road ◽  
Asphalt Mix ◽  
The Impact

Transportation network plays a substantial role in the everyday life of social beings. The preservation of this vast infrastructure needs appropriate and cost-effective design techniques, which depends upon the selection and proportion of binder and aggregate. With the passage of time, as compared to HMA (Hot Mix Asphalt), WMA (Warm mix asphalt) has become extreme prevalent in the road construction industry, because WMA offers the opportunity of production asphalt mix at a reduced temperature than conventionally used for HMA, hence saving energy, cutting CO2 emission and improve environmental quality. This study aims to assess the impact of sasobit (an organic WMA additive) on permanent deformation and moisture susceptibility of asphalt mixes. Under the scope of this paper, the authors have added three percentages of sasobit that is 1%, 2% and 3% to check the effect of increasing sasobit percentage on rutting and moisture damage of asphalt mixes. In summary, rut depth of WMA as obtained from Hamburg Wheel Tracker Device (HWTD) slightly decreased from that of HMA, while rut depth at 1% and 2% was even less than that of 3% sasobit. A slight increase in moisture damage as compared to control mix was observed by adding sasobit, as illustrated by decreased Tensile Strength Ratios TSR.

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