PERBANDINGAN METODE INTERNATIONAL ROUGHNESS INDEX DENGAN PAVEMENT CONDITION INDEX UNTUK PENENTUAN KONDISI JALAN NASIONAL DI KOTA WAMENA (STUDI KASUS : RUAS JALAN WAMENA – HABEMA)

Pembangunan infrastruktur jalan merupakan suatu kebutuhan mutlak bagi pengembangan suatu wilayah agar tercapai kesinambungan dan pemerataan pembangunan pada setiap daerah serta membentuk struktur ruang dalam rangka mewujudkan sarana pembangunan nasional. Untuk membuka isolasi dan akses masyarakat terhadap perkembangan perekonomian di Kota Wamena, pemerintah melaksanakan pembangunan dan pemeliharaan jalan. Pemeliharaan jalan bertujuan untuk mempertahankan tingkat pelayanan sesuai dengan standar pelayanan minimum yang ditetapkan.Penelitian ini dilakukan pada ruas Jalan Wamena-Habema sepanjang 35,100 kilometer. Penelitian ini bertujuan untuk membandingkan kondisi jalan hasil pengukuran metode IRI dengan metode PCI. Data yang digunakan berupa data IRI dan PCI semester 2 tahun 2020 yang diperoleh dari Sistem Pengelolaan Database Jalan Nasional (SiPDJN) Direktorat Jenderal Bina Marga Kementerian Pekerjaan Umum dan Perumahan Rakyat.Hasil penelitian menunjukkan ada perbedaan kondisi jalan Wamena-Habema berdasarkan metode IRI dan metode PCI. Pada metode IRI 61,8% kondisi baik, 32,2% kondisi sedang. Kondisi rusak ringan dan rusak berat 4,0% dan 2,0%. Sedangkan pada metode PCI 49,6% kondisi baik, 9,7% kondisi sedang. Kondisi jelek dan parah 40,5% dan 0,3%. Dengan dilakukan penelitian kondisi jalan menggunakan metode IRI dan PCI pada ruas Jalan Wamena-Habema dapat memberikan deskripsi atau gambaran tentang data kondisi jalan eksisting. Data kondisi jalan dapat digunakan sebagai database untuk perencanaan dan pelaksanaan pemeliharaan jalan.

Statistical Study Based on the Kriging Method and Geographic Mapping in Rigid Pavement Defects in Southern Chile

ASTM D6433 is used to assess the need for maintenance of pavement sections. Although the Pavement Condition Index (PCI) factor calculation method provides reliable values, this method analyzes sections and defects individually and indicates current maintenance needs, but it cannot be used to predict the occurrence of new defects. Therefore, it is necessary to complement this method by considering variables that influence the occurrence of faults, among which are the geospatial distribution and the specific characteristics of the slabs. This research focuses on the identification of multiple types of disturbances that exist in Portland Cement Pavements (PCC), located in a high traffic area in the city of Valdivia (Chile). A spatial geostatistical relationship is established through visual inspection using geographical maps, as well as distribution, using the kriging method. This technique makes use of variograms that allow quantifying the parameters used in this study, thus expressing the spatial autocorrelation of the faults analyzed. From the results obtained by spatial geostatistics and kriging, it is possible to generate a data correlation for the distribution and characteristics of the streets considered. In addition, a co-kriging method is established instead of an ordinary kriging method. The relationship between observed and predicted values improved from 0.3327 to 0.5770. The width of the slabs, as well as some streets, is shown in our analysis to be unimportant. For better model accuracy, the number of covariates associated with the type of vehicle traffic, the age and shape of the slabs, and the construction techniques used for the pavement needs to increase.

Enriching Existing 3D Pavement Condition Survey Datasets to Support Paving Project Cost Estimates, Project Planning, Designs, and Automated Machine Guidance

State departments of transportation (DOTs) typically perform annual pavement condition inspections, which serve as an important input into pavement management systems (PMS) software. Road surface defects (cracking, rutting, smoothness, etc.) are analyzed by PMS software to model the deterioration of pavements and to make budget and performance-based recommendations about which roads to maintain and how and when to maintain them. Increasingly at the state DOT level, these data are captured using high-speed 3D lasers (laser triangulation systems) that acquire the 3D shape of the road surface to evaluate its condition. Traditionally the capture of road elevation data relied entirely on the use of survey crews. Although accuracy can be quite high, the process of capturing elevations can require a lot of manpower, is time-consuming, requires lane closures, and results in a relatively small number of points per kilometer of road with which to perform all of the tasks from early project planning through construction. This paper explores an alternate approach that leverages existing 3D laser technology utilized by DOTs to measure the condition of in-service pavements. Typically, these laser systems capture “relatively referenced” 3D profiles of the roadway to evaluate pavement condition based on surface distortion. However, there is often no connection between these “relative” 3D profiles and real-world locations. This new approach involves the addition of high-accuracy blended global navigation satellite system + inertial navigation system positioning systems, as well as specialized software, to map the absolute position of 3D profiles in real-world coordinates.

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

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.

Structural Performance Assessment of Airfield Concrete Pavements Based on Field and Laboratory Data

Maintenance interventions and rehabilitation actions in airfield pavements are time-consuming and adversely affect pavements’ serviceability (i.e., airport closures), with a profound impact on the airport economics. Once a pavement is constructed, a robust asset management prerequisites systematic and accurate knowledge of pavement condition throughout its service life. Evaluating a pavement’s structural capacity in the field involves the integration of multiple Non-Destructive Testing (NDT) systems, with the Falling Weight Deflectometer (FWD) being the most indicative NDT system for pavement evaluation. The purpose of the present study is to develop a methodology for the assessment of airfield concrete pavements. A new and non-trafficked Jointed Plain Concrete Pavement (JPCP), facing early-life cracks shortly after a runway’s expansion activities, was utilized for the investigation. Multiple types of data collected in the field, including deflections, load transfer efficiency at joints and cracks, concrete thickness through coring as well as data retrieved in the laboratory (concrete’s flexural strength), helped to define the pavement’s performance and assess its damage potential. Overall, the integration of such data can provide the related airport authorities the necessary information in order to make a rational asset management and enhance the efficiency of airfield infrastructures. The methodology is applicable for both new and in-service pavements.