Perbandingan Tebal Perkerasan Menggunakan Nilai CBR Laboratorium dan CBR Lapangan (DCP) (JLS Jarit-Puger)

CBR (California Bearing Ratio) data is used to find out the level of subgrade density, so that a safe pavement thickness can be planned. The calculation of the CBR (California Bearing Ratio) can be done by testing CBR laboratory and DCP. CBR results have a high effect on the surface layer, so that the layer becomes thinner. This condition, if converted to the working price, will be more affordable and efficient. Therefore, this study aims to compare the results of laboratory CBR and Field Cbr (Dcp) to the thickness of flexible pavements in the Development of Trans South-South Java Road Project (TRSS) Lot 8 Jarit - Puger. The method used is Bina Marga Pd T-01-2002-B. Secondary data obtained by weigh bridges and service providers, namely PT. Brantas Abipraya (Persero). Field CBR value using DCP tool is 25.19% while Laboratory CBR value is 21.616%. The results of pavement thickness using Field CBR values ​​for UR 10 years are D1 7.5 cm, D2 10cm, for UR 20 years D1 10 cm, D2 11 cm, for UR 30 years D1 11 cm, D2 12 cm, and for UR 40 years obtained D1 13 cm, D2 14 cm. The greater the CBR value, the thinner the pavement thickness.

Sensitivity Analysis of FAARFIELD Rigid Airport Pavement Thickness Determination

FAARFIELD is a common mechanistic-empirical software that uses a combination of layered elastic and finite element methods for the determination of rigid aircraft pavement thickness. The primary input parameters are the aircraft type, mass and departures, concrete flexural strength, sub-base material and thickness, as well as subgrade support characteristic. A parametric sensitivity analysis, including three common commercial aircraft and four subgrade conditions, determined that concrete thickness was most sensitive to concrete strength and aircraft mass. The concrete thickness was least sensitive to the sub-base material and thickness and was moderately sensitive to the subgrade condition and aircraft departures. These relative sensitivities were consistent when the results were analysed based on average percentage change in concrete thickness, the average slope of lines of best fit for normalised parameter values and the coefficients of a numeric linear regression for concrete thickness. It is recommended that designers focus their attention on accurately estimating realistic concrete strength and aircraft mass values, as these parameters had the greatest influence on concrete thickness.

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

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.

PLANNING EVALUATION OF RIGID PAVEMENT’S THICKNESS ON INTERSECTION OF A ROAD SEGMENT OF SIKUI KM. 34 NATIONAL ROAD STA. 0+000 S/D 0+300 EAST BARITO DISTRICT

East Barito is one district that has a variety of natural resources such as agriculture and mining, Sikui KM of National Highway 34 is one of the roads that used to be accessed by one party mobilization of existing mines in Central Kalimantan. But on the other hand, the national road Sikui KM 34 is also used for connecting roads between provinces or cities. Based on the above actual national roads not intended for large-laden vehicles.Path planning is aimed to obtain a rigid pavement thickness based on the Pavement Design Manual Nomor 02/M/BM/2017 which controlled by “Pedoman Perencanaan Perkerasan Jalan Beton Semen Pd T-14-2003” and calculating the budget plan on the intersection of a road segment of Sikui KM 34 national road, East Barito disctrict.On the planning of rigid pavement’s thickness by using “Manual Desain Perkerasan Jalan Nomor 02/M/BM/2017” it is found that the concrete plate layer = 28,5 cm; LMC base layer = 10 cm; drainage layer = 15 cm and by using “Pedoman Perencanaan Perkerasan Jalan Beton Semen Pd T-14-2003” also found that the concrete plate layer = 21 cm; base layer = 15 cm. After that, on the existing condition obtained concrete plate layer = 30 cm; K-125 concrete layer = 10 cm. Then, it is found that the efficient pavement’s thickness which taken by using “Pedoman Perencanaan Perkerasan Jalan Beton Semen Pd T-14-2003” is more efficient rather than the existing condition. Moreover, this thesis also discusses the budget plan on the intersection of a road segment of Sikui Km. 34, East Barito district.

Meningkatkan Kualitas Pelayanan Jalan Raya Plandaan – Boro Tulungagung Menggunakan Perkerasan Kombinasi Geotextile

Roads as a means of transportation have an essential role in supporting human activities. One of the developments in road construction is the application of geotextiles in road combination pavements. Geotextile itself is often found in construction planning, especially in soil stabilization. The plandaan – boro Tulungagung road section is indicated by the type of silt as deep as 1.2 meters so that improvements are needed to support the quality of road construction. The purpose of this research is to plan road pavement with geotextiles on the Plandaan to boro roads. The geotextile used is a woven geogrid geotextile. The method used in planning is the Bina marga method of the 2017 Road Pavement Design Manual. The data used include technical data, traffic data, and California Bearing Ratio (CBR). The planning includes traffic design, pavement thickness calculations, and volume calculations. The planning results will be HMA – WC pavement covering an area of 4,200 m, with K225 concrete pavement covering an area of 8,400 m. Class Bﬞ Aggregate Pavement covering an area of 10,500 m using a geotextile layer requires 51,000 m² so that these results can be used as a reference in the repair or improvement of the Plandaan - boro Tulungagung road.

AHP-DEMATEL Based Research on the Influencing Factors of the Daily Maintenance Costs of China's National and Provincial Trunk Highways

Highway maintenance is equally crucial across borders; this paper first conducts statistics and case study research on daily federal and provincial highway maintenance costs in China's principal influencing factors. Finally, it looks at those results with the tools of AHP-DEMAT. Yet, the overall degree of influence of each factor of influence is collected to classify the significant influence factors. The results found that: the main factors influencing the daily maintenance costs of national and provincial trunk highways are: highway grade, traffic flow, service life, structure type, topography, pavement thickness, and pavement width; the influence of climate factors on costs can be adequately considered when formulating standards for daily maintenance costs for provinces/regions with a broad geographic range.

ROAD IMPROVEMENT DESIGN ANALYSIS ON PANGLESERAN – CIBATU ROAD SECTION

<p>Highways are an important means for people to reach their destination. The main function of the road is as a service provider of traffic movement, making it easier for people to reach their destination, distributing goods quickly safely, comfortably, and economically. The road is not always in good condition, even a lot of damage to the pavement before the age of the road plan is reached. There are many cases of early damage to roads in Sukabumi Regency that are found during road improvement / construction activities. Road Section: Pangleseran – Cibatu is one of them that will be carried out Road Improvement / Construction in 2022. Because this road section already exists, it will only be implemented overlay / additional layer only. In search of additional pavement thickness used component analysis method SKBI 2.3.26.1987. Based on the results of the analysis for the road section: Pangleseran - Cbatu obtained thick pavement additional layers for the age of the plan 5 years with a thickness of 10 cm, while for the age of the plan 10 years is with a thickness of 14 cm. Type of pavement for road section: Pangleseran - Cibatu is cement concrete. As for the causative factors of road damage is due to the level of heavy vehicles ≥ 8 tons increased, and drainage systems are clogged due to sediment and closed disposal by the surrounding community.</p>

Heat Transfer Characteristics of Asphalt Mixtures with Different Thicknesses

Generally, the main causes of asphalt pavement damage are repeated loads and increased temperatures. The surrounding environment and material factors influence the degree of damage. In this study, the heat transfer characteristics with a change in the asphalt pavement thickness were analyzed. The sample types were the conventional dense asphalt mixture (WC-2), dense asphalt mixture containing 30% recycled aggregate (ReWC-2), and drainage asphalt mixture (PA-13). The mixtures were compacted using a rotary compactor. Thermal accumulation tests on samples with thicknesses of 3, 5, and 10 cm were performed. The values for the 10-cm-thick samples were 1.27 for WC-2, 1.28 for ReWC-2, and 0.91 for PA-13. The thermal conductivity tended to decrease as the pavement thickness increased. An experimental study on the heat transfer characteristics with varying thicknesses of asphalt pavement suitable for energy harvesting was conducted.