Analysis of alternative selection for vertical clearance design under Tabalong Bridge of PT Adaro Indonesia

PT Adaro Indonesia is trying to adjust a vertical clearance under Tabalong Bridge 1 (unloaded) and Tabalong Bridge 2 (loaded) because the existing conditions still apply a minimum vertical clearance of 4 m. I t should be in accordance with latest Regulation of the Minister of Public Works No. 19/PRT/M/2011 that for vertical clearance above national road at least 5.1 m. This specification has not been met by the national road under the Tabalong 1 & 2 Bridges bec ause both bridges were built in the 90s. Therefore we need an engineering technique to overcome this. There are 2 alternative designs, namely lowering the elevation of the national road and increasing the elevation of the bridge's upper structure to mitiga te oversized vehicles so as not to hit the lower structure of the Tabalong bridge. In determining the selection of the best alternative designs in this research is based on two (2) things, non financial criteria with Analytical Hierarchy Process (AHP) and financial criteria with Life Cycle Cost Analysis (LCCA)/Benefit Cost Ratio (BCR) method. This study uses a survey method by distributing questionnaires and interviews as a means of collecting primary data. In addition, previous research and consultant DED documents were used as a means of collecting secondary data. The AHP method is used to process primary data to produce a decision from a non financial aspect. While the LCC/BCR method is used to process secondary data to produce a decision from the financi al aspect . The results of the AHP analysis obtained that the synthesis value of the decision the option of lowering national roads was 85% and the bridge lifting option was 15% and the consistency ratio (CR) was 0.05 < 0.1. The consistency ratio below 0.1 shows that the questionnaire data from the respondents are consistent. The results of the analysis of Life Cycle Cost (LCC) obtained the option of lowering national roads where the LCC value is Rp. 44,877,651,669.27 more economical than the bridge lifting option. Then the results of the Benefit Cost Ratio (BCR) analysis obtained the option of lowering national roads with a BCR value of 2.33 > 1 and NPV = Rp. 43,442,264,804.34 > 1 means that the option lowering national roads is feasible. While the bridge li fting option is obtained by analyzing the value of BCR = 0.98 < 1 and NPV = option is not feasible to implement.

Analysis of the Traffic Parameters on a Section in the City of the National Road during Several Years of Operation

The study carried out an analysis of the vehicle traffic parameters on a national road in 2011-2016. The variability and uncertainty of results were evaluated. An analysis of traffic data recorded on the city's entry and exit lanes was carried out. The variations in traffic volume are of interest e.g. in dynamic traffic management systems and navigation services, examining the benefits of flexible work time and places and assessing the environmental effects of traffic congestion. Research has shown that the assumption that lanes perform equally is not always true. Traffic volume models should be periodically calibrated taking into account the shape of the daily profile, which may, for example, allow public transport timetables to be more responsive to the needs of travelers.

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.

Analisis Tingkat Bahaya Longsor pada Jalan Nasional untuk Prioritas Penanganan dengan Metode AHP: Studi Kasus Jalan pada Satker PJN III dan PJN IV

Landslides are a very dangerous threat to the roads. Good management is required to prevent the problems occurring from extensive possible landslides. This is because the number of potential landslide points on the National roads are numerous. Maintenance and prevention are crucial to keep these disasters from occurring. Therefore these need to be a priority. The locations in question are: The National Road in the Provence of North Sumatra, the area of Satker PJN Ill (Satuan Kerja Pelaksanaan Jalan Nasional III) and The Satker PJN IV (Satuan Kerja Pelaksanaan Jalan Nasional IV). There are 26 roads in the Satker PJN III and IV areas with 34 that have occurred. The method that is used in this study is the AHP (Analytical Hierarchy Process). Method using two stages: The first stage is to analyze the level of landslide hazard on the road. The second stage is to determine the priority level for the handling of each landslide point for each section of the road. The parameters used determining the level of landslide hazard are: Soil, slope, landcover, rainfall, subgrade and drainage conditions, at the same time as using the landslide hazard perimeters, landslide dimensions, slope engineering and every day traffic

Stability Analysis of Rock Slope with Multilayer Weak Interlayer

The existence of the weak interlayer of the rock slope changes its mechanical characteristics. To ensure the safety of the slope, it is necessary to analyze the overall stability of the slope. Taking the double-layer weak interlayer rock slope beside 318 National Road in Qiyue Mountain, Hubei Province, as an example, a slope model with a weak interlayer was established through GTS software, and the model was imported into FLAC3D for calculation, and the deformation of the slope by the double-layer soft interlayer was studied. The influence of characteristics and safety factors reveals the controlling effect of the double-layer weak interlayer on the stability of the slope and its failure mode. The potential sliding surface of the slope is determined to be the lower weak interlayer, and the weak interlayer after the anchor cable reinforcement is carried out. Numerical analysis shows that the reasonable application of anchor cables significantly improves slope stability. The research results can provide reference significance for slope stability analysis of similar projects.

Accessibility in Aotearoa: A Mixed-Methods Study of Low-Emissions Transport Demand in the Greater Wellington Region

<p>Like many nations, Aotearoa New Zealand’s land-use and transport development has prioritised planning for mobility, movement, over accessibility, access. This has contributed to an auto-centric transportation system and a high national road emissions profile. In light of the imminent threat of catastrophic climate change, a low-emissions transport sector transition is needed. Understanding how and why people travel is a critical prerequisite for achieving this shift. Planners and policymakers increasingly recognise that transport demand is fundamentally influenced by the desire for access over movement. An accessibility-based framework aligns with this interpretation and supports analysing personal and contextual drivers of transport demand. Policymakers tasked with promoting a low-emissions transport sector transition are seeking to identify existing low-emissions transport uptake constraints and potential avenues for their improvement. Using a mixed-methods approach, this thesis addresses an existing gap in the literature by analysing low-emissions transport demand in the Greater Wellington Region (GWR), informed by an accessibility-based framework. Survey responses supplied quantitative data on user-based needs, abilities, and attitudes towards GWR low-emissions transport options. Practicality – the degree to which a transport option facilitates access in reasonable time, at reasonable cost, and with reasonable ease – was found to be the strongest predictor of ability to use low-emissions transport. Qualitative data was also collated from stakeholders knowledgeable of transport policy and planning at the local, regional, and central government level. This provided insight into GWR low-emissions transport supply and oversight, as well as the impact of land-use policies, transport policy and funding structures, and governance agendas and capabilities. These findings support augmenting low-emissions transport with an accessibility orientation, but also reveal the challenges of doing so within current governance structures.</p>

Accessibility in Aotearoa: A Mixed-Methods Study of Low-Emissions Transport Demand in the Greater Wellington Region

<p>Like many nations, Aotearoa New Zealand’s land-use and transport development has prioritised planning for mobility, movement, over accessibility, access. This has contributed to an auto-centric transportation system and a high national road emissions profile. In light of the imminent threat of catastrophic climate change, a low-emissions transport sector transition is needed. Understanding how and why people travel is a critical prerequisite for achieving this shift. Planners and policymakers increasingly recognise that transport demand is fundamentally influenced by the desire for access over movement. An accessibility-based framework aligns with this interpretation and supports analysing personal and contextual drivers of transport demand. Policymakers tasked with promoting a low-emissions transport sector transition are seeking to identify existing low-emissions transport uptake constraints and potential avenues for their improvement. Using a mixed-methods approach, this thesis addresses an existing gap in the literature by analysing low-emissions transport demand in the Greater Wellington Region (GWR), informed by an accessibility-based framework. Survey responses supplied quantitative data on user-based needs, abilities, and attitudes towards GWR low-emissions transport options. Practicality – the degree to which a transport option facilitates access in reasonable time, at reasonable cost, and with reasonable ease – was found to be the strongest predictor of ability to use low-emissions transport. Qualitative data was also collated from stakeholders knowledgeable of transport policy and planning at the local, regional, and central government level. This provided insight into GWR low-emissions transport supply and oversight, as well as the impact of land-use policies, transport policy and funding structures, and governance agendas and capabilities. These findings support augmenting low-emissions transport with an accessibility orientation, but also reveal the challenges of doing so within current governance structures.</p>

EVALUASI KERUSAKAN PERKERASAN LENTUR DENGAN METODE PCI DAN SDI (STUDI KASUS: JALAN JATISARI, KARAWANG)

Large vehicles that repeatedly pass a road cause damage to the pavement of the Jatisari National Road, Karawang. Various pavement damage that occurs such as holes, patches, crocodile skin cracks, groove cracks, sungkur, roadside cracks, and subsidence. Pavement Condition Index (PCI) is a method commonly used to indicate the condition of road pavement, so that it can be known good handling to maintain the pavement. The Surface Distress Index (SDI) method can also be used to indicate the condition of the road surface. With the PCI method, the results of the calculation in the Pamanukan direction are classified as perfect at 78%, very good 14%, good 4% and moderate 4%. while the Cikampek direction is classified as perfect at 74%, very good 12%, good 8%, moderate 4%, and bad 2%. Using the SDI method, good results were obtained for both directions. Based on the results of the analysis, research using the PCI and SDI methods showed different results, because the PCI method observed all the damage that occurred on the pavement, while the SDI method only observed 4 elements of damage, so the results displayed were different. ABSTRAKKendaraan besar yang berulang kali melewati sebuah jalan menyebabkan kerusakan pada perkerasan Jalan Nasional Jatisari, Karawang. Berbagai Kerusakan perkerasan yang terjadi seperti, lubang, tambal, retak kulit buaya, retak alur, sungkur, retak tepi jalan, dan amblas. Pavement Condition Index (PCI) merupakan metode yang biasa digunakan untuk menunjukkan kondisi perkerasan jalan, sehingga bisa diketahui penanganan yang baik untuk memelihara perkerasan jalan tersebut. Selain itu, digunakan metode Surface Distress Index (SDI) untuk menunjukkan kondisi permukaan jalan. Dengan Metode PCI, hasil perhitungan pada arah Pamanukan digolongkan sempurna sebesar 78%, sangat baik 14%, baik 4% dan sedang 4%. sedangkan pada arah Cikampek digolongkan sempurna sebesar 74%, sangat baik 12%, baik 8%, sedang 4%, dan buruk 2%. Dengan metode SDI, diperoleh hasil Baik untuk kedua arah jalan. Berdasarkan hasil analisis, penelitian menggunakan metode PCI dan SDI menunjukkan hasil yang berbeda, dikarenakan dalam metode PCI mengamati semua kerusakan yang terjadi pada perkerasan jalan, sedangkan untuk metode SDI hanya mengamati 4 unsur kerusakan, sehingga hasil yang ditampilkan berbeda.

Analysis of factors influencing pedestrians’ safety in the road traffic

The article presents analysis of pedestrian safety in the national road traffic. Factors influencing the safety of pedestrians in the road traffic are discussed. In terms of the regulations governing the relations of drivers and pedestrians, we significantly differ from the countries of Western Europe or Scandinavia, where the level of road safety is much higher than in our country. The situation in this country has probably matured to change it, give it the proper rank and improve the unfavourable statistics of pedestrian safety in the road traffic.

Analisis Lalu Lintas Ruas Jalan Denpasar-Gilimanuk Tabanan Bali Masa Pendemi Covid 19

Tabanan Regency is one of the regencies that is traversed by the main route connecting Gilimanuk-Denpasar so that the road is known as Jalan Raya Denpasar-Gilimanuk. The road is a National Road which is the main route connecting the districts in western Bali, namely Jembrana Regency, Tabanan Regency, Badung Regency and Denpasar City. In addition, with the increasing activities of the Tabanan community, especially those in the city of Tabanan who travel either to the city of Denpasar or to other areas, passing through this route which is the main route that serves transportation activities from Tabanan to Denpasar and vice versa. In this location there are many places that cause attraction, namely shopping centers, stalls and places of worship. Therefore, congestion on these roads often occurs, especially at peak hours of traffic flow (Peak Hour). This research was conducted on the performance of roads to determine the level of service. The data analysis process uses the method of calculating the Manual Kapasitas Jalan Indonesia (MKJI) 1997). The results showed that the Tabanan-Denpasar road, Jl Ahmad Yani, during the COVID-19 pandemic PPKM level 4 was obtained, the road capacity was 2,457 smp/hour, the free flow speed was 46.48 km/hour, the degree of saturation was 0.79, the light vehicle speed value was 36 km/hour with a travel time of 25 seconds. Based on the value of the degree of saturation on the Tabanan-Denpasar road, Jl Ahmad Yani during the COVID-19 pandemic PPKM level 4 of 0.79, then the level of service for the road was entered at Service level D.