rigid pavement design national road region ii south kalimantan [PDF]

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CERUCUK Volume 1 No. 2 2017 (89-102)

RIGID PAVEMENT DESIGN NATIONAL ROAD REGION II SOUTH KALIMANTAN PROVINCE SIMPANG HANDIL BAKTIMARABAHAN ROAD (KM 11+350 - KM 16+350) REGENCY OF BARITO KUALA Siti Muliani and Yasruddin Civil Engineering Department, Lambung Mangkurat University E-mail : [email protected]

ABSTRAK Jalan Simpang Handil Bakti-Marabahan merupakan salah satu jalan lintas provinsi yang aktivitas lalulintasnya cukup tinggi. Sebagai jalan yang memegang peranan penting ruas jalan ini masih mengalami masalah transportasi yakni: meningkatnya jumlah lalu lintas terutama pada kendaraan berat yang mengakibatkan perkerasan mudah mengalami kerusakan. Oleh karena itu maka perlu pemilihan alternatif perkerasan yang cocok untuk digunakan pada lokasi ini yang sesuai dengan kondisi jalan dan lingkungannya. Skripsi ini bertujuan untuk menghitung tebal perkerasan dan rancangan anggaran biaya ruas jalan Simpang Handil Bakti-Marabahan. Pada ruas jalan yang diteliti, perkerasan jalan yang digunakan adalah struktur perkerasan kaku (Rigid Pavement) yang perhitungannya menggunakan Metode Manual Desain Perkerasan Jalan No. 02/M/BM/2013 yang mana dikontrol dengan Metode Pd T14-2003 dan untuk perhitungan anggaran biaya menggunakan pedoman Anlisa Harga Satuan Pekerjaan (AHSP) 2013. Total panjang ruas yang dijadikan lokasi penelitian adalah sepanjang 5000 m. Adapun hasil yang didapatkan untuk lebar jalan 7 m lebar bahu 2 x 1,5 m, perkerasan baru meliputi perkerasan kaku dengan tebal 275 mm, dengan tebal LMC dan lapis pondasi Agregat Kelas A sebesar 150 mm. Anggaran Biaya yang didapatkan sebesar Rp. 28.200.000.000 sesuai harga satuan yang ditentukan. Kata kunci: Perkerasan Kaku, Metode Manual Desain Perkerasan Jalan No. 02/M/BM/2013, Metode Pd T-14-2003. ABSTRACT Simpang Handil Bakti-Marabahan Road is one of the provincial highways whose traffic activity is quite high. As a road that plays an important role in this road segment is still experiencing transportation problems, namely: increasing the amount of traffic, especially on heavy vehicles that result in easy pavement damage. Therefore, it is necessary to select suitable pavement alternatives for use at this location in accordance with road conditions and the environment. This thesis aims to calculate the pavement thickness and cost draft of Simpang Handil Bakti-Marabahan road. On the roads studied, the road pavement used is a rigid pavement structure (Rigid Pavement) which calculations using the Road Pavement Design Manual No. 4. 02 / M / BM / 2013 which is controlled by the Pd T-14-2003 Method and for the

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CERUCUK, Volume 1 No. 2 2017

calculation of the cost budget using the Work Unit Price (AHSP) 2013 guideline. The total length of the segment to be used is 5000 m. The results obtained for the road width of 7 m shoulder width 2 x 1.5 m, new pavement includes rigid pavement with 275 mm thick, with LMC thick and Class A Aggregate layer of 150 mm. Budget Costs obtained for Rp. 28.2 million according to the specified unit price. Keywords: Rigid Pavement, Manual Design Method of Pavement Road No. 02 / M / BM / 2013, Method Pd T-14-2003. 1. INTRODUCTION The highway is a means of transportation to support various development sectors and is a means in the development of the region from the area along the road. Road construction is intended to facilitate relationships from one region to another, as well as to develop the economic potential that exists in the area. Road network is one of the means of transportation to support various development sectors and is a means in the development of the region from the area along the road. Prior to the construction of the Handil Bakti-Marabahan By Pass Pass road, Banjarbaru and Martapura residents wishing to travel to Central Kalimantan had to pass through Kayu Tangi and Handil Bakti roads, since Kayu Tangi and Handil Bakti roads were the only means of roads to Central Kalimantan and beyond . As a result, the growth of traffic flows, especially in the area of Handil Bakti and traffic to Marabahan increased rapidly. With the increasing number of residents who are heading to the area causing traffic jams, the South Kalimantan Provincial Government opens new roads as an alternative to traffic to Handil Bakti, Marabahan and Central Kalimantan. Besides the poor condition of roads that are inundated, inundated and the road is the traffic flow of light vehicles and heavy vehicles such as wheels 2, wheels 4, trucks, even more tronton that goes out of town, including Marabahan and Central Kalimantan. Rigid pavement is more enduring than flexible pavement. When viewed from the age of the plan rigid pavement can reach 40 years while flexible pavement 5-20 years, and maintenance costs rigid pavement is relatively non-existent. Considering that the traffic flow in Kayu Tangi road is often jammed so that most people who want to travel and do direct transportation work out of town prefer Road Handil Bakti-Marabahan.

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The purpose of this research are: 1. Planning of rigid pavement thickness by method no. 02 / M / BM / 2013 which is controlled by Pd T-14-2003. 2. Calculating the draft budget cost on the road rigid pavement Handil BaktiMarabahan, Batola District which refers to AHSP 2013. 3. Describe the design of rigid pavement design. 2. THEORITICAL STUDY Based on the Rigid Pavement Design Guideline of Road Pavement Design No. 02/M/BM/2013 Ministry of Public Works Directorate General of Highways in 2013, to determine the required structural values can be seen from the following steps: 1. Age Plan for rigid pavement should be 40 years unless ordered or otherwise approved. 2. Determine the commercial vehicle axis of design passing during the life of the plan. 3. Specifies the CESA values for the design age that has been selected. 4. Determine the effective soil bearing capacity using a normal soil solution or soft soil. 5. Determining the structure of the road foundation. 6. Define the drainage layer and subbase layer, to determine the subbase layer of the design 4. 7. Specifies the connection type (usually dowel). 8. Determining the type of road shoulder (usually a concrete shoulder) 9. Determine the thickness of the foundation layer 10. Determining the carrying capacity of the pavement edge, the pavement structure requires considerable edge support especially when located on soft soil or peat soil Rigid Pavement Planning with Concrete Pavement Concrete Planning Guide 2003 (Pd T-14-2003). This guideline is intended to plan concrete pavement for

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roads that serve traffic plans of more than one million commercial vehicle axes. The planning method is based on: 1. Estimated traffic and composition during the life of the plan. 2. Basic soil strength expressed by CBR (%). 3. Strength of concrete used 4. Type of shoulder of the road. 5. Type of pavement. 6. Type of load distribution. In Pd T-14-2003 a minimum of 10 cm minimum foundation plate plan has the least quality in accordance with SNI 03-6388-2000 and AASHTO M-155 and SNI 03-1743-1989. When planned concrete pavement concatenated without praises, the bottom foundation should use a thin concrete mix (CBK). 3. METHOD The data collection required for pavement planning consists of two stages, namely primary data and secondary data. 1. Primary Data Primary data is data obtained directly in field through direct relation with research object, that is: a. Initial conditions in the field, b. LHR data (1 x 24 hours) c. CBR ground data (11 points) 2. Secondary Data Secondary data is data obtained from literature studies, papers, and agencies or government agencies. Secondary data collected are: a. Traffic growth rate data (i) b. Data on planned road structures c. Unit price basis 4. RESULT AND DISCUSSION The data collected is primary data, ie Average Daily Traffic survey data (LHR). Writing this thesis, conduct a survey for 1x24 hours only. LHR data is

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obtained from a survey conducted on Sarkawi Governor's road with a review period of 24 hours, from 06.00 WITA to 06.00 WITA. The results of traffic surveys can be seen in Table 1 below. Table 1. Traffic Survey Results No

Transportation type

LHR On Road Plan (Vehicle/day/2 way)

1

Motorcycle

1453

2

Car

2338

3

Truck 2 Axis

1254

4

Truck 3 Axis

117

5

Semitrailler Truck

25

6

Not Motorized

7

Total

5187

In addition to LHR data, the primary data required in this pavement thickness planning is CBR field data. This CBR field data is obtained from DCP test conducted per 500 m, starting from 0 + 000 station to 5 + 000 station Simpang Handil Bakti-Marabahan. From the DCP test was tested 11 test point, from this DCP data we get the value of the collision with penetration. In Table 2 we can see the smallest CBR field values taken per 500 m. Tabel 2. Data CBR Per 500 m Station 0 + 000 0 + 500 1 + 000 1 + 500 2 + 000 2 + 500 3 + 000 3 + 500 4 + 000 4 + 500 5 + 000

Point 1 2 3 4 5 6 7 8 9 10 11

CBR % 2 3 1,8 1,8 1,8 1,8 2 3 1,8 1,9 1,8

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CERUCUK, Volume 1 No. 2 2017

From the above CBR data sorted from the smallest to the largest value. From the CBR data that has been sequenced this can be calculated the same amount or greater and percentage (%) the same or greater. From the data is plotted into Figure 2, then from the graph pull the line parallel to the CBR value 90% so it gets the value of CBR land embankment.

Figure 1. Graphics Determining CBR Segment with Graphic Ways Based on the traffic volume of existing vehicles, it can be seen the number of axes for the type of axis and the axis load of commercial vehicles. The calculation steps can be seen from Table 3 below. Table 3. Calculation of Number of Axes by Type and Expenses

From the baseline CBR calculation obtained from the previous calculation, the baseline CBR value of 1.8% was obtained. According to the regulation of Pd

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T-14-2003, for basic soil having CBR of less than 2%, the foundation of CBK 150 mm is used and is considered to have an effective baseline of 5% of the ground. By using the empirical formula, the tensile strength of concrete with the quality of K-350 is: f cf  K 

fc'

f cf  0,75  350  0,083 f cf  4,042MPa

The minimum thickness of the concrete plate to be used can be seen from Figure 2

Figure 2. Graph of Planning fcf = 4.25 Mpa, Traffic In Town, with Ruji, FKB = 1.1 From the graph above, it can be deduced that the minimum thickness of the concrete plate is 175 mm. The thickness of concrete plates can be determined using fatigue and erosion analysis, where the degree of damage occurring from fatigue and erosion analyzes should be less than 100%. Determination of fatigue and erosion analysis can be determined by permission load reproduction nomogram (Fat Factor) and license load reproduction nomogram (Erosion Factor). From the analysis will be selected the value closest to 100%. In Figures 3 and 4, the 175 mm K-400 Thick Plate is tried

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CERUCUK, Volume 1 No. 2 2017

Figure 3. Fat and License Expense Analysis Based on Voltage Ratio with or Without Concrete Shoulder

Figure 4. Erosion Analysis and Number of Repetition of Permission Expenses Based on Erosion Factor with Concrete Shoulder

The calculation of fatigue and erosion analysis for K-400 is labeled in Table 4. below

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Table 4. Fatic and Erosion Analysis for K-400

From the calculation of fatigue and erosion analysis of Pd T-14-2003 method, the fat and erosion value obtained is smallest or equal to 100% is 180 mm thick plate with K-350 concrete quality with 0% fatigue value and 0% erosion. But by using the method of Design Manual No. 02/M/BM/2013 used 275 mm thick plate with K-350 concrete quality based on commercial vehicle axis quantity after controlled by using fatigue analysis and erosion apparently with 275 mm thick plate with K-350 concrete quality get 0% fatigue value and erosion 0%. So this plan can use 275 mm thick plate with K-350 concrete quality. Figure 5 and Figure 6 below.

Figure 5. Rigid Planning with Design Manual 2013

Figure 6. Rigid Planning with Pd-T-14-2003

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CERUCUK, Volume 1 No. 2 2017

Pavement Continue with Reinforcement Thick Plate = 275 m Foundation Width = 2 x 3.5 Length of Plate = 5 m The coefficient of friction between concrete plates with bottom foundation = 1.8 Tensile strength of steel license = 240 Mpa Concrete content weight = 2400 kg / m3 Gravity = 9.81 m / s Reinforcement Planning a.) Cross Reinforcement 𝐴𝑠 𝑝𝑒𝑟𝑙𝑢 =

μ. L. M. g. h 2. 𝑓𝑠

𝐴𝑠 𝑝𝑒𝑟𝑙𝑢 =

1,8 × 3,5 × 2400 × 9,81 × 0,275 2 × (240 × 0,6)

𝐴𝑠 𝑝𝑒𝑟𝑙𝑢 = 141,63 mm2/m’ As a minimum is obtained from guidance of SNI-2002 𝐴𝑠 𝑚𝑖𝑛 = 0,1% × 275 × 1000 𝐴𝑠𝑚𝑖𝑛 = 275 mm2/m’>Asperlu =141,63 mm2/m’ Number Reinforcement 1 𝜋. ∅2 . 𝑛 = 𝐴𝑠𝑚𝑖𝑛 4 1 𝜋. 102 . 𝑛 = 275 𝑚𝑚2 4 𝑛 = 3,5 𝑏𝑢𝑎ℎ → 𝑑𝑖𝑔𝑢𝑛𝑎𝑘𝑎𝑛 𝑛 = 4 𝑏𝑢𝑎ℎ Distance between bars 1⁄ . 𝜋. ∅2 . 1000 𝑆= 4 𝐴𝑠𝑝𝑒𝑟𝑙𝑢 𝑆=

1⁄ . 𝜋. 102 . 1000 4 = 554,54 𝑚𝑚 141,63

Then used Ø10-500 mm reinforcement

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99

b.) Longwise Reinforcement 𝐴𝑠 𝑝𝑒𝑟𝑙𝑢 =

μ. L. M. g. h 2. 𝑓𝑠

𝐴𝑠 𝑝𝑒𝑟𝑙𝑢 =

1,8 × 5 × 2400 × 9,81 × 0,275 2 × (240 × 0,6)

𝐴𝑠 𝑝𝑒𝑟𝑙𝑢 = 202,33 𝑚𝑚2 /𝑚

As a minimum is obtained from guidance of SNI-2002 𝐴𝑠 𝑚𝑖𝑛 = 0,1% × 275 × 1000 𝐴𝑠𝑚𝑖𝑛 = 275 𝑚𝑚2 /𝑚 > 𝐴𝑠 𝑝𝑒𝑟𝑙𝑢 = 202,33 𝑚𝑚2 /𝑚 Number Reinforcement 1 𝜋. ∅2 . 𝑛 = 𝐴𝑠 𝑚𝑖𝑛 4 1 𝜋. 102 . 𝑛 = 275 𝑚𝑚2 /𝑚 4 n = 3,74 buah → digunakan n = 4 bua Distance between bars 1⁄ . 𝜋. ∅2 . 1000 𝑆= 4 𝐴𝑠𝑝𝑒𝑟𝑙𝑢 1⁄ . 𝜋. 102 . 1000 𝑆= 4 = 388,18 𝑚𝑚 202,33 Then used Ø10-350 mm reinforcement From result calculation result: Cross reinforcement diameter = Ø10-500mm The number of crossbars = 4 pieces / m Longwise reinforcement diameter = Ø10-350mm Number of reinforcing bars = 4 pieces / m Dowel Planning Untuk ketebalan pelat dengan CBR 1,8 adalah 275 mm diperlukan diameter ruji (dowel) Ø36 mm, dengan panjang 450 mm dan jarak antara dowel 300 mm.

100 CERUCUK, Volume 1 No. 2 2017

The sketch of cross-shore connection with Dowel can be seen in Figure 7 below:

Figure 7. Image of Transverse Connection with Dowel Tie Bar For planning Tie Bar taken diameter tie bar Ø 16 mm with length 1000 mm and maximum distance 750 mm. Sketch Tie Bar for 275 mm plate thickness can be seen in Figure 8 below:

Figure 8. Connection with Tie Bar for Plate 275 mm Unit price analysis The calculation of the rigid pavement cost budget is assisted by using computers in the Microsoft Excell program with the 2013 Work Unit Price Guideline (AHSP) guidelines for estimating the price of the road handling unit within the Directorate General of Highways, Ministry of Public Works. The result of recapitulation of cost budget plan analysis can be seen in Table 5 below.

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Tabel 5. Rekapitulasi Rencana Anggaran Biaya

5. CONCLUSION

1. Design of thickness of rigid pavement of road length 5000 m, road width 7 m and and shoulder width 2 x 1.5 m, using concrete pavement type concrete with reinforcement. The concrete used for the upper structure is K-350 with a thickness of 275 mm while for LMC base layer and class A aggregate base layer with a thickness of 150 mm. The reinforced reinforcement extends from 4 to 10 - 250 mm and 4 · 10 - 500 mm, 4 mm dowel Ø 4 mm diameter and 300 mm dowel spacing, tie bar Ø 16 mm in length 1000 mm and maximum distance 750 cm. 2. For the calculation of the Budget Plan is Rp 28,200,000,000 (Twenty Eight Billion Two Hundred Million Rupiah).

REFERENCES Departemen Pekerjaan Umum dan Tenaga Listrik. 1970. Peraturan Perencanaan Geometrik Jalan Raya. Jakarta.

102 CERUCUK, Volume 1 No. 2 2017

Departemen Pemukiman dan Prasarana Wilayah. 2004. Pedoman Survai Pencacahan Lalu Lintas dengan Cara Manual, Pd T-19-2004-B. Jakarta. Kementrian Pekerjaan Umum Direktorat Jendral Bina Marga. 2013. Pedoman Analisa Harga Satuan Pekerjaan (AHSP) Bidang Pekerjaan Umum. Jakarta. Kementrian Pekerjaan Umum Direktorat Jendral Bina Marga. 2013 .Pedoman Perancangan Tebal Perkerasan Kaku 02/M/BM/2013. Jakarta. . Saodang, H. 2004. Konstruksi Jalan Raya. Buku 1 Geometrik Jalan. NOVA. Bandung. Shirley. L. Hendarsin. 2000. Perencanaan Teknik Jalan Raya. Bandung. Politeknik Negeri Bandung Jurusan Teknik Sipil. Sukirman, Silvia. 2010. Perencanaan Struktur Perkerasan Lentur. NOVA. Bandung. Universitas Lambung Mangkurat. 2010. Pedoman Penulisan Karya Ilmiah. Program Studi S1 Teknik Sipil. Banjarbaru.

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