Lakarsantri Surabaya Road Section Using Flexible Pavement

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A Study on Road Improvement Planning on the Alas Malang – Lakarsantri Surabaya Road Section Using

Flexible Pavement

Leonardo Putra Jaya, Adhi Muhtadi

Civil Engineering Departement, Faculty of Engineering and Computer Science Narotama University Surabaya, Indonesia

[email protected], [email protected]

Abstract

The Alas Malang – Lakarsantri Surabaya road is one of the collector roads and is important for connecting the public activities of the Lakarsantri, Citraland, Alas Malang and Sememi communities. Based on the visual observation of the STA 0+000 to 2+000 roads, the damage was relatively moderate to light.

Therefore, road repair was needed by upgrading the road using flexible pavement using the 1993 AASHTO method. Road damage survey was carried out manually following the Regulation of the Minister of Public Works No. 15PRT/M/2007. From the results of study it on the Alas Malang - Lakarsantri Surabaya road section, it was found that planning for increasing the need for road widening with dimensions of lane width 3 m, lane width 6 m, shoulder width 1 m, design speed 40-60 km /hour, the composite pavement thickness plan obtained using the 1993 AASHTO method with a surface layer of 7.70 cm (Laston Ms 744 AC – WC), a top foundation layer of 15.30 cm (Brush Stone Class A), a sub-base layer of 15.87 cm (Sirtu Class B), the budget is obtained the cost of the road improvement project on the Alas Malang – Lakarsantri Surabaya STA 0+000 – 2+000 road segment is Rp. 7,526,244,554. - (Seven billion five hundred twenty-six million two hundred forty-four thousand five hundred and fifty-four rupiah).

Keywords

AASHTO 1993 Method, Alas Malang – Lakarsantri Surabaya, Road pavement improvement.

1. Introduction

Road is a land transportation infrastructure that has an important role as a supporter of community activities to connect one area to another. Along with the high level of human mobilization, road infrastructure development has an important role to support social and economic activities. Good road infrastructure is one of the needs expected by the community because it is an access to support community economic growth. One of them is on the Alas Malang-Lakarsantri Road, Surabaya.

Based on the author's observations, the road section in STA 0+00 – STA 2+00 has a geometric width of 7 m with a length of 4 km, has 1 lane 2 lanes and has drainage channels with dimensions of width 70 cm – 100 cm on the right and left side along the road segment. The condition of the road is damaged, such as side cracks, crocodile skin cracks, potholes, subsidence, and wear and tear of the aggregate, so that it cannot function properly for the community who use the road.

In the flexible pavement planning process, there are several main factors that need to be considered and affect the results of road planning, namely, traffic loads, subgrade properties, road functions, environmental conditions, pavement structure performance, design life, geometric shape of the road, and current pavement conditions. this (especially to old road improvement) (Sukirman, 2016).

Therefore, the purpose of this journal is to present a study on road improvement planning on the Jl.

Alas Malang – Lakarsantri, Surabaya City using flexible pavement using the AASHTO method. It is expected to improve the road structure that meets the requirements, because the 1993 AASHTO method in terms of total pavement thickness is thicker than the Bina Marga method and the 1993 AASHTO method is more economical in terms of price than the Bina Marga method.

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2. Methodology

According to Ananda Yogi (2019), the 1993 AASHTO method is basically a plan based on empirical methods and the parameters used are planning for the new flexible pavement thickness.

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Figure 1 Methodology 2.1 Traffic Load

In the traffic load according to AASHTO (1993), the pavement through the wheels and the road surface and the traffic load varies according to vehicle weight, axle configuration, distribution on each vehicle axle and vehicle wheel size. The damage caused by each traffic is affected by the quality of the pavement structure which decreases continuously during the service planning period.

Directional distribution factor: DD = 0,3 – 0,7 and generally taken 0,5. Lane distribution factor (DL), refers to the table1.

Table 1. Directional distribution factor Number of Lanes Each Direction DL (%)

1 100

2 80 = 100

3 60 – 80

4 50 - 75

Source: RDE Module – 11: Pavement Planning With traffic design formula ESAL:

Nn

Road Improvement Planning with AASHTO Method

Budget Plan

Finish

Conclusions and suggestions Start

Problem Identification and Formulation

Existing Condition

Data Collection

Primary Data : 1. Survey Data

2. Observation of Condition 3. Road Existing

Secondary Data:

1. Soil CBR Data 2. Traffic Data 3. HSPK Surabaya City 4. Location Map

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3 W18 = ∑ LHRj x DFj x DA x DL x 365 N1

Description:

W18 = Traffic design traffic lane, ESAL.

LHRj = Two-way average daily traffic volume for vehicle type j.

DFj = Damage factor for vehicle type j DA = Direction distribution factor.

DL = Lane distribution factor.

N1 = First year traffic open Nn = end-of-life traffic DPU, Module RDE-11 (2005:2)

Table 2. Base Capacity on Outer Road Road type alignment

type

Total basic capacity

both directions (pcu/hour)

2/2TT Flat 3100

Proof 3000

Mount 2900

Table 3. Capacity Adjustment Factor Due to Traffic Lane Width Road Type Efective with (LLj-E), m FCLJ

4/2T & 6/2T Each of Lane

3,00 0,91

3,25 0,96

3,50 1,00

3,75 1,03

4/2TT Each of Lane

3,00 0,91

3,25 0,96

3,50 1,00

3,75 1,03

2/2TT Each of Lane

5,00 0,69

6,00 0,91

7,00 1,00

8,00 1,08

9,00 1,15

10,00 1,21

11,00 1,27

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3. Result and Discussion

3.1. Result

Based on a direct survey to the field, road geometry and existing road conditions at STA 0+00 to STA 2+00 are as follows:

Road shoulder width = 7 m

Road length = 2 km

Shoulder of road = 1 m

Edge channel = 70 cm

Table 4. LHR Data Jl. Lakarsantri, Surabaya City

TIME MC MP Small Bus Big Bus Truck 2 Truck 3 Truck Truck Axis Axis Trailer Trailers

06.00-07.00 1748 215 1 4 30 1

07.00-08.00 3217 560 3 10 34 3

08.00-09.00 2215 597 4 3 64 2

09.00-10.00 1314 458 8 6 68 6

10.00-11.00 1378 474 5 4 62 2 1

11.00-12.00 1120 432 3 4 73 5

12.00-13.00 1890 483 9 5 77 5 1

13.00-14.00 1885 476 2 5 66 3

14.00-15.00 2340 435 3 6 54 2 1

15.00-16.00 1722 567 2 4 90 1

16.00-17.00 3346 753 8 9 78 1

17.00-18.00 2798 616 7 8 52 3

JUMLAH : 24973 6066 55 68 748 34 2 1

Source: Survey Results

The basic capacity of the road can be determined by knowing and seeing the type of flat alignment in the planning area by looking at Table 2.6. From Table 2.6, the basic capacity (Co) is 3100 pcu/hour.

From the table of adjustment factors due to the width of the traffic lane for road type 2/2 UD with an effective width of 7 meters in the table, the value (FCIJ) is obtained by looking at Table 2.7, which is 1.00.

Tabel 5. CBR Calculation by Graphical Method

CBR CBR value

After Sorted

Same quantity Or Bigger

Same presentation Or Bigger (%)

(1) (2) (3) (4)=(3)/n x 100%

2,83 2,04 16 100

2,40 2,22 15 93,75

2,67 2,27 14 87,5

3,33 2,40 13 81,25

3,67 2,67 12 75

2,22 2,83 11 68,75

2,04 3,33 10 62,5

2,27 3,67 9 56,25

11,00 7,11 8 50

8,00 7,22 7 43,75

7,22 7,56 6 37,5

12,50 8,00 5 31,25

12,33 8,00 4 25

8,00 11,00 3 18,75

7,56 12,33 2 12,25

7,11 12,50 1 6,25

Source: Analysis and Calculation

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Figure 1. CBR Ground Design From the graphic data, the CBR value 90% is 2.2%.

Then the value of the bearing capacity of the soil, as follows:

Figure 2. find the DDT value from the 90% CBR value Obtained value DDT = 3,3

0 10 20 30 40 50 60 70 80 90 100

0 2 4 6 8 10 12 14

Segment CBR Calculation

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Tabel 6. Strip Distribution Factor (DL) for Pavement Design

Number of lanes per direction AASHTO (1993). Percent ESAL in Planned Line (%)

1 100

2 80 – 100

3 60 – 80

4 50 – 75

Source: AASHTO (1993) Pavement Work

The volume of this pavement layer is calculated based on the thickness of each pavement layer consisting of:

Surface Coating = Laston M744

Upper foundation layer = Aggregate Class A (Crushed Stone) Bottom Foundation = Sirtu Class B

Figure 3 Payement Thickness Source: Calculation Result 1. Surface coating (laston MS 744/AC-WC)

Pavement width = 6 m per direction Layer thickness = 7.70 cm = 0.077 m Volume = 2000 x 6 x 0.077 x 2

= 1848 m3

The total volume of the surface layer is 1848 m3 with the required laston:

Asphalt weight = volume x specific gravity of asphalt

= 1848 m3 x 2.2 tons

= 4059 tons 2. Upper Foundation Layer (Grade A Rock)

= 3672 m3 3. Lower Foundation Layer (Sirtu Class B)

= 3808.8 m3 4. Coating Absorb Adhesive (prime coat)

According to the regulations of Highways, the need for the use of an adhesive impregnation layer is 0.4-1.3 liters per meter for class A aggregate foundation layers, for this plan 1.3 liters/m2 is used:

Pavement width = 6 m per direction Road Length = 2000 m

Volume = 2000 x 6 x 1.3 x 2

= 31200 liters 5. Coating Adhesive (tack coat)

Laston M744 = 7.70 cm Aggregate Class A 15.30 cm Sirtu Class B 15.87 cm

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According to the Bina Marga regulations, the need for adhesive coating is 0.4 liters per meter, the following is the calculation:

Pavement width = 6 m per direction Road Length = 2000 m

Volume = 2000 x 6 x 0.4 x 2

= 9600 liters

Table 7. Coating Adhesive (tack coat)

No Job description Volume Unit Unit price

profession

Total price

I Earthwork

1 Land clearing 22000 M² 23,156 509,432,000.00

2 Soil excavation 749.92 M³ 36,321 27,273,844.30

3 Disposal of excavated soil 749.92 M³ 31,333 23,497,243.40

II Pavement Job

1 Coating Absorb Binder (prime coat)

31200 Liter 12,234 381,700,800.00

2 Adhesive Coating (tack coat) 9600 Liter 12,234 117,446,400.00

3 Lapis Aus AC-WC 4059 Ton 918,812 3,729,457,908.00

4 Class A Aggregate 3672 M³ 273,560 1,004,512,320.00

5 Class B Sirtu 3808.8 M³ 258,110 983,089,368.00

III Minor Job

Continuous Marking 420 M² 147,022 61,749,240.00

Dotted Mark Painting 26.4 M² 147,022 3,881,380.80

Total 6,842,040,504.50

PPN (10%) 684,204,050,45

Total Cost 7,526,244,554.00

Source: Calculation Results

3.2. Discussion

Results Based on the planning for road improvement on the Alas Malang – Lakrsantri road section, there are several suggestions as follows:

1. In road planning, it is better to use as complete data as possible to get maximum calculation results.

2. To produce a good and truly standard plan that is used as the basis for calculations and planning, it must be patented so that the planning is directed by referring to these standards.

3. The need for further studies on construction implementation methods to get a project on time, quality, and cost in accordance with the plan.

4. Conclussion

Based on the results of the analysis of road improvements on the Alas Malang-Lakarsantri Road in Surabaya, the following conclusions were obtained:

1. The existing condition of the STA 0+000 to 2+000 roads is experiencing relatively moderate to light damage. Therefore, road repairs are needed by upgrading the road using flexible pavement using the 1993 AASHTO method.

2. Planning of composite pavement thickness using the 1993 AASHTO method obtained pavement thickness:

a. Surface Layer = 7.70 cm (Laston Ms 744 AC – WC)

b. Upper Foundation Layer = 15.30 cm (Class A Crushed Stone) c. Lower Foundation Layer = 15.87 cm (Sirtu Class B)

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Source : Calculation Result

3. The cost calculation using the unit price of the work in the Surabaya city area, it is found that the budget for the road improvement project on the Alas Malang-Lakarsantri Road segment in Surabaya STA 0+000 – 2+000 is Rp. 7,526,244,554. - (Seven billion five hundred twenty six million two hundred forty four thousand five hundred and fifty four rupiah).

Acknowledgements

This work was supported by the Narotama University.

References

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Sirtu Class B 15.87 cm Aggregate Class A 15.30 cm Laston M744 = 7.70 cm