CHAPTER 3 PROJECT OUTLINES
3.2 PROJECT OUTLINES
3.2.3 SUMMARY OF CONSTRUCTION WORKS FOR JAPANESE ODA PORTION
Phase 1 of the BIUT Road Project is expected to be implemented with Japanese ODA loan as mentioned in chapter 3.2.2. Two road sections form part of Phase 1 as shown below:
• Phase 1-1: Pasupati Access – Gasibu Underpass (L=5.5 km)
• Phase 1-2: Soekarno Hatta – Gedebage IC (L=3.1 km)
Construction works for Phase 1 are summarized in Table 3.2.3 below.
Table 3.2.3 Summary of Construction Works
WORK ITEMS DESCRIPTION UNITS TOTAL
EARTH WORK Common Excavation for Embankment m3 31,369
Excavation for Dump m3 150,729
Borrow Material m3 715,005
AGGREGATE SUB BASE Aggregate Sub base Class A m3 40,562
Aggregate Sub base Class B m3 27,427
PAVEMENT Asphalt Concrete Binder Course ton 19,325
Asphalt Concrete Wearing Course ton 56,989
Concrete Pavement (t = 27 cm) m2 149,901
CONCRETE STRUCTURE Concrete Class A-1 m3 181,279
Concrete Class B-1 m3 284,359
Concrete Class B-2 m3 104,920
Concrete Class C-1 m3 42,930
Concrete Class C-2 m3 716
Concrete Class E m3 6,205
STRUCTURAL STEEL WORKProcurement of Steel Bridge materials. ton 10,545
Source: JICA Survey Team
(1) Classification of Project Highway
Based on the Standard Specification for Geometric Design of Urban Roads, 1992, full access controlled highway and partial or non access controlled highway are categorized as Type I and Type II respectively. As for the Class of Type I, Inter-Region or Inter-City highway is categorized as Class 1,
and Inter-Region or Intra-Metropolitan is categorized as Class 2. The BIUT Road Project is categorized as a Type-I, Class 2. 60km/h design speed is selected due to land constraint based on alignment examination results in chapter 6.4.8 of F/S.
Table 3.2.4 Design Speed applied in the BIUT Project
Type Class Design Speed
(kph)
Class 1 100, 80
Type I
Class 2 100, 60
Class 1 60
Class 2 60,50
Class 3 40,30
Type II
Class 4 30,20
(2) Geometric Design Criteria
The Feasibility Study applied the following design criteria for the highway design:
• Standard Specification for Roads Geometric Design, No.13/1970;
• Standard Specification for Geometric Design of Urban Roads, 1992; and
• Standard Specification of Freeways Design, 1976.
Table 3.2.5 Geometric Design Criteria Applied in the Feasibility Study (Main Road) Geometric parameters units Design Criterion
Preliminary Design
Design speed kph 60
Parameter of cross section
Width of carriageway m 3.50
Width of outer shoulder m 2.50
Width of inner shoulder m 0.75
Width of median (include inner shoulder) m 3.00
Inclination of normal crown % 2
Inclination of normal outer shoulder % 4
Minimum vertical clearance m 5.10
Sight distance
Minimum stopping sight distance m 75
Minimum passing sight distance (undivided) m 250 Parameter of horizontal alignment
Minimum radius m 200
Minimum radius with normal crown m 2000
Minimum length of curve m 700/ θ or 100
Maximum super elevation % 8
Minimum transition length
Parameter clothoid minimum m
m 50
Minimum radius without transition m 600 70
Inclination of surface relative maximum - 1/175
Parameter of vertical alignment :
Maximum grade % 5
Minimum radius of vertical alignment :
- Crest m 2000
- Sag m 1500
Minimum length of vertical curve m 50
Source: Feasibility Study
Table 3.2.6 Geometric Design Criteria Applied in the Feasibility Study (Frontage Road) Geometric Parameters Units Artery
Road
Kabupaten Road
Local Road
Design speed kph 60 40 20
Parameter of cross section
Width of carriageway m 2 x 3.50 2 x 3.00 3.00/4.50
Width of outer shoulder m 1.00 1.00 1.00
Inclination of normal crown % 2 2 2
Inclination of normal outer shoulder % 4 4 4
Minimum vertical clearance m 5.10 5.10 4.60
Sight distance
Minimum stopping sight distance m 75 40 20
Minimum passing sight distance
(undivided) m 350 200 100
Parameter of horizontal alignment
Minimum radius m 135 45 15
Minimum radius with normal crown m 2000 800 200
Minimum length of curve m 700/θ
and/or100 500/ θ and/or 70 280/ θ and/or40
Maximum super elevation % 8 10 10
Minimum transition length m 50 35 20
Minimum radius without transition m 600 250 60
Inclination of surface relative
maximum - 1/175 1/125 1/75
Parameter of vertical alignment :
Maximum grade % 6 8 10
Minimum radius of vertical alignment :
- Crest m 4.500 700 200
- Sag m 3.000 700 200
Minimum length of vertical curve m 50 35 20
Source: Feasibility Study
For reference purposes, the geometric design criteria for design speeds of 60 kph recommended by the JRSO is listed in Table 3.2.7.
Most of the design criteria at the design speed of 60 kph between Indonesian and Japanese standards are the same. However, the Indonesian standard does not adopt stringent values on maximum grade compared to the Japanese standard. It is also noted that the Japanese standard specifies the limitation of slope length for sections of steeper grade than the desirable maximum grade, while Indonesian standards do not specify it clearly.
Table 3.2.7 Geometric Design Criteria of Japanese Road Structure Ordinance
Design Speed (kph) 60
Radius of curve (m)
Desirable minimum 200
Absolute minimum
Maximum super elevation=6%) 150
Maximum super elevation=8%) 140
Maximum super elevation=10%) 120
Transition curve
Minimum length (m) 50
Minimum radius to omit transition curve (m) 1,000 Maximum grade (%)
Desirable maximum 5.0
Absolute maximum 8.0
Slope length limit
Grade (%) 6 7
8
Limit length (m) 500 400
300 Minimum vertical curve radius (m)
Crest
Desirable minimum 2,000
Absolute minimum 1,400
Sag
Desirable minimum 1,500
Absolute minimum 1,000
Minimum vertical curve length (m) 50
Minimum radius to omit super elevation (m) 2,000
Minimum stopping sight distance (m) 75
Source: Japanese Road Structure Ordinance
(3) Horizontal Alignment of the BIUT Road
The applied elements of the horizontal alignment design from km 0+000 to km 5+500 (Phase 1-1), and from km 3+500 to km 6+700 were listed in Table 3.2.8. The applied values satisfy the proposed design criteria. Further, it was judged that the proposed project route is traversing appropriate locations.
Table 3.2.8 List of Applied Elements for Horizontal Alignment of Phase 1 Phase 1-1: Pasupati Access – Gasibu Underpass (L=5.5 km)
Transition Curve Length Element of Alignment Transition Curve Length
1. L=68.26 R= 775 (L=118.76) L=68.26
2.
3. L=69.14 R= 550 (L=187.9) L=69.14
4.
5. L=84.05 R= 500 (L=257.04) L=84.05
6. Straight line (L=362.59)
7. R=1000 (L=175.52)
8. Straight line (L=133.85)
9. R= 925 (L=254.17)
10. Existing Pasu Pati Bridge
11. L=68.18 R= 575 (L=21.43) L=68.18
12.
13. L=69.13 R= 550 (L=32.00) L=69.13
Phase 1-2: Soekarno Hatta – Gedebage IC (L=3.1 km)
Transition Curve Length Element of Alignment Transition Curve Length
1. R=1000 (L=173.91)
2. Straight line (L=471.07)
3. R=1500 (L=197.85)
4. Straight line (L=210.07)
5. R= 650 (L=104.97)
6. Straight line (L=313.42)
7. R=1000 (L=123.85)
8. Straight line (L=388.86)
9. L=82.05 R= 440 (L=276.22) L=82.05
10. Straight line (L=197.28)
11. L=82.05 R= 305 (L=114.35) L=100.41
(4) Vertical Alignment of the Project
In general, the applied gradient values are gentle and satisfy the proposed design criteria, except the 5.5% gradient applied in the section starting at km 4+800 up to km 5+000. This gradient is necessary if one takes into consideration the clearance for road level crossing. The vertical design of such locations shall be amended to satisfy the design criteria during the detailed design stage.
(5) Pavement Design
There are three kinds of pavement structures proposed for the project’s sections namely, at grade section, viaduct section, and underpass section.
Flexible pavement was proposed for the at-grade section and viaduct section. However, the strength of the sub-grade was not assessed by any geological survey. Therefore, the pavement design for the at-grade section shall be considered during the detailed design stage with the conduct of a geological survey.
The cement concrete pavement structure was proposed to be applied in the underpass section. The installation of the concrete pavement for the underpass was deemed necessary due to maintenance
reasons.
(6) Typical Cross Section
Typical cross sections for different structural sections are proposed as follows:
• Type 1: At-grade section;
• Type 2: Viaduct section (Pasupati Bridge section);
• Type 3: Ramp section; and
• Type 4: Underpass section.
Figure 3.2.1 to Figure 3.2.4 show the proposed typical cross sections for Phase 1. “ROW” in the figure represents the land boundary required for the BIUT Road Project. It is noted that each section applied different typical cross section types and shall be connected with transition section of appropriate length.
As shown in the figures, the number of driving lanes was proposed as a dual 2-lane. The BIUT Road of 60 kph design speed corresponds to the Type 1-Class 2 Road of Indonesian road classification. The number of lanes has been planned with due consideration to future traffic demand and to the price of land.
CL
CL CL
Figure 3.2.1 Typical Cross Section (At-Grade Section)
Figure 3.2.2 Typical Cross Section (Viaduct Section)
L PIER
C L
RAMP
C L
PIER BAHU JALUR LALU
C LUAR LINTAS L RAMP
C BAHU DALAM BAHU JALUR LALU
LUAR LINTAS
BAHU DALAM
Figure 3.2.3 Typical Cross Section (Existing Pasupati Bridge Section)
Figure 3.2.4 Typical Cross Section (Underpass Section)
(7) Geometric Design Criteria for Ramps
The geometric design criteria for the ramps and interchange design applied in the Feasibility Study are given in Table 3.2.9.
Table 3.2.9 Geometric Design Criteria Applied in the F/S (Ramp and Interchange)
Geometric Parameters Units
Design Criterion Preliminary
Design
Design speed kph 40
Parameter of cross section
Width of carriageway m 4.00
Width of outer shoulder m 2.50
Width of inner shoulder m 1.00
Width of median (including inner shoulder) m 2.80
Inclination of normal crown % 2
Minimum vertical clearance m 5.10
Sight distance
Minimum stopping sight distance m 40
Parameter of horizontal alignment
Minimum radius m 50
Minimum radius with normal crown m 800
Minimum length of curve m 500/ θ or 70
Maximum super elevation % 8
Minimum transition length
Parameter clothoid minimum m
m 35
Minimum radius without transition m 250 35
Inclination of surface relative maximum - 1/125 Parameter of vertical alignment
Maximum grade % 5
Minimum radius of vertical alignment:
- Crest m 450
- Sag m 450
Minimum length of vertical curve m 35
Source: Feasibility Study
(8) Typical Cross Section of Interchange Ramp
The ramps at the Phase 1 section were designed as one-lane ramps as shown in Figure 3.2.5.
Figure 3.2.5 Typical Cross Section (Ramp Section)