Use of "Pavement Condition Index (PCI)" Method on The Road Pavement and Types of Handling (Case Study: JL. East Bypass Circle - JL. the West Bypass Circle boundary. City. Mojokerto.Km. 26 + 150 –

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Use of "Pavement Condition Index (PCI)" Method on The Road Pavement and Types of Handling (Case Study: JL. East Bypass Circle - JL. the West Bypass Circle boundary. City. Mojokerto.Km. 26 + 150 –

33 + 700)

Imam Ma’ruf, Atik Wahyuni

Faculty of Engineering, Civil Engineering Program Narotama University Surabaya

[email protected] , [email protected]

Abstract

Road damage is mostly caused by excessive heavy vehicle wheel loads (overload), unstable ground water conditions, implementation processes that are not according to specifications, surveys have been carried out visually in the field to determine the type and severity of road damage so that it is known from road surface conditions , both structural and functional conditions that have been damaged and road infrastructure condition surveys include high traffic volumes that cause a decline in road quality. This study aims to assess the damage, classify the type of damage and the level of damage to the road pavement, and determine the value of the conditions of road pavement damage by calculating the value of the Pavement Condition Index (PCI) and offer remedial measures. The results of the study obtained the level of assessment of the condition of road damage that occurred, especially in the city of Sidoarjo very alarming. One of the causes of road damage is caused by high traffic volume so that the road is burdened by traffic volume that is not in accordance with the capacity of the plan other than that the subgrade in the form of clay causes a decrease in the quality of the quality of the road. The deterioration in the quality of the road is caused by damage to the pavement layers such as cracks, grain removal (raveling), peeling of the surface layer (stripping), sinks (grade depression), etc. Such damage if not treated immediately will cause damage that is large and severe.

Keywords :

Pavement Condition Index (PCI) Method, Road Damage

1. Introduction

1.1. Background Research

Sidoarjo Regency is a regency in East Java Province, Indonesia. The capital city is Sidoarjo. The Regency is bordered by Surabaya City and Gresik Regency in the north, Madura Strait in the east, Pasuruan Regency in the south, and Mojokerto Regency in the west. Together with Gresik, Sidoarjo is one of the main buffer cities of Surabaya, and is included in the Gerbangkertosusila region (Wikipedia, 2020) .

Geographically Sidoarjo Regency as a buffer of the Capital of East Java Province is an area that is experiencing rapid development. This success was achieved because the various potentials that exist in the region such as industry and trade, tourism, and small and medium-sized businesses can be packaged well and directed. Sidoarjo Regency is located between 11205 'and 11209' East Longitude and between 703 'and' 705 'South Latitude (Wikipedia, 2020).

Topography of Sidoarjo Regency Delta Plain with altitude between 0 to 25 m, height 0-3 m with an area of 19,006 Ha, covering 29.99%, is a aquaculture area located in the central part of the area where freshwater with a height of 3 - 10 m from sea level is an area of settlement, trade and government. Covers 40.81%. The western region with an altitude of 10-25 m above sea level is an agricultural area, covering 29.20% (Wikipedia, 2020).

Industrial growth in the city of Sidoarjo increasingly growing. The high traffic growth due to economic growth and the number of factories creates serious problems if not balanced by improving the quality of existing facilities and infrastructure. In accordance with Law No. 38 of 2004 (Republik Indonesia, 2004) emphasized the important role of roads as a supporting factor in the nation's economic growth so that attention and seriousness is needed related to efforts to implement and maintain road infrastructure.

Road damage that occurred, especially in the city of Sidoarjo is very alarming. One of the causes of road damage is caused by high traffic volume so that the road is burdened by traffic volume that is not in accordance

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with the capacity of the plan other than that the subgrade in the form of clay causes a decrease in the quality of the quality of the road. The deterioration in the quality of the road is caused by damage to the pavement layers such as cracks, grain removal (raveling), peeling of the surface layer (stripping), sinks (grade depression), etc.

Such damage if not treated immediately will cause damage that is large and severe.

The aim of this research is :

1. Knowing the types - types of damage that occurred in the JL. East Bypass Circle - JL. The West Bypass Circle boundary. City. Mojokerto in particular.

2. Knowing the pavement condition index or visually using the Pavement Condition Index (PCI) method.

Knowing the handling of damage that occurs in the segment JL. Lingkar Bypass Timur Krian - JL. Lingkar Bypass Barat Bts. City. Mojokerto.

2. Literature Review

2.1. Causes of Road Damage

(Sukirman, 1999) mentions several causes of damage to road pavement, including due to:

1. Excessive traffic load.

2. Poor pavement material.

3. Soil factors include poor carrying capacity (small CBR).

4. Weather and climate.

5. Implementation method

(Purwadi, 2009) explains the specifications for good pavement, among others, as follows : 1. High durability.

This is related to the resistance of asphalt mixtures with aggregates due to loads and weather, for example in the oxidation process and the reduction in adhesion.

2. Flexibility

The ability of pavement accepts and retains deflection without cracking caused by changes in the carrying capacity of the base, subbase, subgrade.

3. High stability.

Pavement resistance to permanent deformation due to traffic, both static and dynamic loads.

4. Safety

The ability of flexible pavement surfaces against roughness, slippery and peeling.

2.1.1. Types of damage to flexible pavement 1. Alligator cracking

2. Bleeding 3. Block cracking 4. Bump and sags 5. Corrugation 6. Depressions 7. Edge cracking

8. Joint reflection cracking 9. Lane/shoulder drop off

10. Longitudinal/transverse cracking 11. Patching and utility cut patching 12. Polished aggregate

13. Potholes

14. Railroad crossing 15. Rutting

16. Shoving

17. Slippage cracking 18. Swell

19. Weathering and raveling

2.1.2. Steps to Calculate Pavement Condition Index (PCI)

1. DensitY

Density or the degree of damage is the percentage of the area of a type of damage to the area of a segment unit measured in meters length. The value of the density of a type of damage is also distinguished by the level of damage.

2. Deduct Value

The value of pavement quality reduction is called the Deduct Value. This value affects the value of the pavement quality and is determined based on the% of the amount of damage (density) and the level of

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damage itself (severity) of each damage. To produce deduct value, interpolation is carried out using Order-2 to produce more accurate values. The second order interpolation method is used to find out one value between three data points on a known curve so that the resulting value is more accurate and scientific.

3. Total Deduct Value (TDV)

Total Deduct Value (TDV) is the total value of the individual deduct value for each type of damage and the level of damage that exists in a research unit.

4. Corrected Deduct Value (CDV)

After obtaining the overall quality reduction value, then correct it using the Deduct Value (CDV) correction image. Corrected Deduct Value (CDV) is obtained from the relationship curve between the TDV value and the CDV value by selecting the curve of the curve according to the number of individual deduct value values that have values greater than five.

5. Pavement Quality Classification.

If the CDV value is known, the PCI value for each unit can be known 6. Determine the Type of Maintenance Based on PCI Value.

After knowing the value of the pavement conditions based on the results of the calculation of the value of PCI, then it can then proceed with determining the type of maintenance or maintenance of the pavement. In determining the type of maintenance, the value of this pavement condition is adjusted to the standards of the DGH so that a road condition value is obtained.

Table 1. Value of Road Conditions Condition Assessment Rating Score

86 - 100 71 - 85 56 - 60 41 - 55 26 - 40 11 - 25 0 - 10

Excellent Very Good

Good Fair Poor Very Poor

Failed

3 4 5 6 7 8 9 Sumber : (Shahin, 1994)

3. Methodology

3.1. Research Sites

The survey location collected data on road damage from the JL. Lingkar Bypass Timur Krian - JL.

Lingkar Bypass Barat Bts. City. Mojokerto. Data collection was carried out directly so that primary data obtained in the form of dimensions of road damage were then identified the type and extent of damage.

Measurement of road damage that has been marked by the station per damage using the help of a roll meter and a ruler. Secondary data information about the type of road and geometry in addition to information to help determine the area of the sample unit that is reviewed and evaluated. Activities are documented during survey and research activities.

This type of research is analytical descriptive research. Descriptive analytical analysis is used to help member describe the object under study through collected data or samples and make general conclusions about different types of road conditions.

4. Result and Discussion

4.1. Road Condition Condition Data

Data on the condition of this road section includes :

1. The length of the road used as the object of research is 7,550 kilometers, starting from the T-junction with Krajan until the Balongbendo T-junction.

2. JL. East Bypass Circle - JL. The West Bypass Circle consists of 2 lanes and 4 lanes with road shoulder and median.

3. To analyze the road pavement conditions, the length of the 7,550 kilometer road is divided into several segments

4.1.1. Deduct Value

1. Calculate the Deduct Value from the graphs of reduction value charts for the calculation of PCI path with Asphalt Pavement Surface.

2. If there is only 1 (one) deduction value (or none) then this reduction in total TDF (Total Deduct Value) is used as a deduction.

3. If more than 1 (one) deduction value, count the allowable number of deducts, m) with the formula :

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31 m i = 1 + (9/98)(100 – HDV I )

Examples of damage Km 26 + 810 to Km 26 + 860 there are 2 (two) Deducting values, namely Km 26 + 810 = 5 and Km 26 + 860 = 7

The highest Deduct Value is HDV = 7 m i = (9/98)(100 - 7)

= 9,54 > 2 (number 2 is the amount of deduction value data)The amount of data from individual deduction values is reduced to the number of m, including the fraction part. If less than m of the available value is reduced, then the overall value of the calculated deduction is used.

4. Calculate the maximum corrected deduction value (CDV)

From the description above the PCI (Pavement Condition Index) pavement condition index only provides information on pavement conditions only at the time of the survey, but cannot provide a predictive picture in the future, while the percentage of damage is used to determine the Deduct Value.

If the PCI (Pavement Condition Index) value is directly correlated to the percentage of damage does not give a significant picture for example: in Km28 + 210 to Km28 + 310 (Crocodile Skin Crack) the percentage of damage is 28% with a PCI value of 25, whereas in Km31 + 610 to Km31 + 710 (Crocodile Skin Crack) the percentage of damage is 15% with a PCI value of 45

From the above it can be concluded that the calculation of the PCI value is very influential on the type of damage, the severity of the damage, the amount or density of the damage so that the PCI method cannot be correlated only with the level of damage alone.

5. Conclussion and Suggestion

5.1. Conclution

Based on the results of data analysis and discussions that have been carried out, then there are a number of things that can be concluded as follows :

1. Types of damage to the segment JL. Lingkar Bypass Timur Krian - JL. Lingkar Bypass Barat Bts. City.

Mojokerto include: Crocodile Skin Cracks, Basins, Grasps, Plots, Cracked Plots, Grain Removal, Patches, Holes, Overweight, Longitudinal and Transverse Cracks, Edge Cracks,

2. Pavement condition index value (PCI) on the JL. Lingkar Bypass Timur Krian - JL. Lingkar Bypass Barat Bts. City. Mojokerto is :

Table 2. Pavement Conditions Index Value (PCI) PCI

(Standart) Condition PCI

(Observasi) 86 – 100

71 – 85 56 – 60 41 – 55 26 - 40 11 - 25 0 – 10

Excellent Very Good

Good Fair Poor Very Poor

Failed

60,91 % 8,27 % 9,77 % 7,52 % 5,26%

4,51 % 3,76 %

5.2. Suggestion

To sharpen in this analysis, then there are a few suggestions from the author so that further more leverage is as follows :

1. Assessment of road damage requires experienced personnel or appraisal personnel who can assess each type of damage by calculating the extent of damage and its severity. The sum of these values will give the correct (though somewhat subjective) value of the general road condition index.

2. Conduct periodic pavement condition surveys so that pavement condition information can be useful for predicting future performance, but it can also be used as a more detailed measurement input.

3. It is recommended that related institutions conduct maintenance / preservation programs for locations or segments that fail, are very bad, are bad and are being sped up so as not to endanger the road users or users.

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References

Purwadi (2009) Pengaruh Variasi Beban Pada Repetisi Pembebanan Statis Terhadap Karakter Campuran Aspal Beton Terendam Air Hujan. Universitas Indonesia.

Republik Indonesia (2004) Undang Undang Nomor 38 Tahun 2004 tentang Jalan. Jakarta: DPR RI.

Shahin, M. Y. (1994) Pavement Management for Airport, Road and Parking Lots. New York: Chapman & Hall.

Sukirman, S. (1999) Dasar-Dasar Perencanaan Geometrik Jalan. Bandung: Nova.

Wikipedia (2020) Surabaya metropolitan area, Wikipedia. Available at:

https://en.wikipedia.org/wiki/Surabaya_metropolitan_area (Accessed: 21 January 2021).