Flexible Pavement Thickness Research Articles

ANALISIS LIFE CYCLE COST PERKERASAN KAKU DAN LENTUR JALAN PROVINSI (STUDI KASUS: JALAN RAYA PARE – KEDIRI)

Pare-Kediri Highway is a provincial road which is the main connecting road between Pare and Kediri City. On this road section is often bypassed by vehicles with large loads. However, in existing conditions there is damage that varies. Road planning is generally planned to be used for a certain period of time, for example 10 to 20 years depending on existing transportation needs, in the hope that the road will remain in good condition and suitable for traffic. Road maintenance measures are necessary to ensure good operating conditions throughout the planning period. Maintenance and repair of damaged roads also cost a lot. As a result evaluating road damage and choosing the right type of repair is very important. According to the results of research with the 2017 pavement Design Manual guidelines, flexible pavement thickness was obtained including AC-WC 4 cm, AC-BC 6 cm, AC-Base 16 cm and Class A aggregate foundation layer 15 cm. While the thickness of the rigid pavement using continuous concrete without reinforcement with 30 MPa quality concrete obtained plate thickness of 28.5 cm and a layer of thin concrete foundation (LMC) 10 cm. Based on data processing, the construction cost of flexible pavement amounted to Rp 12,958,812,587.00 while rigid pavement amounted to Rp 30,584,262,345. 00. The Total maintenance cost for flexible pavement is Rp 23,836,678,414.33 while for rigid pavement is Rp 3,208,462,265. 15. So that the results of life cycle cost analysis of this study obtained the total cost during the 20-year life cycle of flexible pavement of Rp 36,795,491,001.33 while rigid pavement of Rp 33,792,724,610. 15. In this case, rigid pavement has a life cycle cost (life cycle cost) which is 8.51% more efficient than flexible pavement.

Runway Pavement Design using the Federal Aviation Administration Method

Dhoho International Airport is a new airport located in Kediri Regency, East Java Province, which is built on an area of + 454.5 hectares with a runway length of 3300 m and a width of 45 m. According to its hierarchy, Dhoho Kediri International Airport is a feeder airport (spoke). The B777-300ER aircraft is planned to operate at Dhoho International Airport with a plan life of 10 years which has a subgrade CBR value of 6%. The purpose of this research is to determine the thickness of flexible pavement on the runway of Dhoho Kediri International Airport using the FAA method. In determining the thickness of the runway flexible pavement using the FAA method is influenced by the number of annual departures of aircraft, the MTOW value of aircraft and the CBR value of the subgrade. To determine the annual number of aircraft departures at the new airport, it is necessary to forecast the number of passengers by considering the number of passengers at the nearest airport. Based on data analysis in this study, the total thickness of runway flexible pavement at Dhoho International Airport using FAA method is 102 cm with details of surface thickness of 13 cm, base course thickness of 56 cm, and subbase thickness of 33 cm.

Flexible Road Pavement Thickness Planning using the 2017 Manual Road Pavement Design (MDPJ) Method and 1987 Component Analysis on the Jepara - Keling Road Section

The increase in the volume of vehicles on the Jepara - Keling road has resulted in a decrease in the quality of road services, moreover, it has been exacerbated by the passing vehicles which often exceed their carrying capacity, thus accelerating road damage. Therefore, road planning efforts are needed to maintain road function from various potential damages that occur. The purpose of this thesis is to plan a flexible pavement thickness that is able to serve the volume of vehicles and withstand the loads of passing vehicles. Meanwhile, before planning a road, it is necessary to know the condition of the road, field CBR data, average daily traffic data and also need to plan what material the road will be built with. The approach method used in planning the thickness of the flexible pavement is using the 2017 Road Pavement Design Manual (MDPJ) method and the 1987 Component Analysis method. Based on the calculations that have been carried out, it is obtained that the thickness of the flexible pavement structure design is obtained for each layer using the Road Pavement Design Manual (MDPJ) method. ) 2017 are as follows: for 4 cm thick AC-WC layer, 6 cm thick AC-BC layer, 16 cm thick AC-Base layer, and 30 cm thick Class A LPA layer. Whereas using the 1987 Component Analysis method, the thickness for each layer was obtained as Asphalt Concrete MS 740: 10 cm, Class A Crushed Stone LPB: 25 cm, Class A Sand and Stone LPB: 22 cm

PERBADINGAN TEBAL PERKERASAN JALAN LENTUR MENGGUNAKAN METODE ANALISA KOMPONEN DAN BINA MARGA 2017

<p><em>The issuance of Circular Letter from the Director General of Highways No. 04/SE/Db/2017 With the revision of the 2017 Pavement Design Guidelines, the old flexible pavement design rules no longer apply. However, in some regions, the old Component Analysis guidelines for pavement thickness planning are still being used. This study aims to compare the flexible pavement thickness between the Component Analysis method and Bina Marga 2017. The data used in both methods are the same. The analysis results show differences in pavement thickness between the two methods. The pavement thickness according to the Component Analysis method is as follows: surface layer thickness (D1) = 74 mm, upper foundation layer thickness (D2) = 200 mm, and lower foundation layer thickness (D3) = 250 mm. Meanwhile, the MDPJ 2017 method gives the following thicknesses: surface layer thickness (D1) = 100 mm, upper foundation layer thickness (D2) = 400 mm, and lower foundation layer thickness (D3) = 100 mm. A significant difference between Component Analysis and MDPJ 2017 is that the Bina Marga 2017 method does not take regional factors into account. It assumes that the road drainage system functions properly and there is no water pooling on the road. The smallest load on the road is a 2-ton vehicle, so motorcycles are not considered a load on the road. If the MDPJ 2017 method is used for road planning in areas where the majority of vehicles are motorcycles, it will result in higher implementation costs compared to Component Analysis. In general, the pavement structure according to Bina Marga 2017 is thicker compared to the Component Analysis method, and the CBR value and the number of vehicles are the main parameters in road pavement thickness analysis for both methods mentioned.</em></p>

Flexible Pavement Design Analysis Using Bina Marga 2017 Method for the Road Section from Banjang-Pulau Nyiur to Batu Mandi, Hulu Sungai Utara

The Banjang, Pulau Nyiur, Batu Mandi road is one of the provincial roads in South Kalimantan located in the Hulu Sungai Utara. This road falls under the jurisdiction of the South Kalimantan Provincial Government and has a total length of 12.5 km. Some parts of this road still lack asphalt pavement, and there are plans for future improvements to enhance driving comfort and facilitate inter-regional transportation. Therefore, there is a need for appropriate pavement thickness planning that aligns with the field conditions and regulations. This study employs the flexible pavement thickness planning method according to the Bina Marga 2017 guidelines, with a design life of 20 years and a traffic growth rate of 3.5%. The surface thickness planning utilizes Asphalt Concrete (AC) with a wearing course (AC WC), and an AC Base layer with LPA Class A aggregate gradation. The results of this study indicate that the calculated flexible pavement thickness using the Bina Marga 2017 method is 58 cm, comprising a 10 cm AC WC layer, an 18 cm AC Base layer, and a 30 cm LPA Class A aggregate layer

Comparison Analysis of Flexible Pavement Thickness between Indonesian Pt T-01-2002-B and MDP 2017 Methods using Finite Element Analysis

Comparison Analysis of Flexible Pavement Thickness between Indonesian Pt T-01-2002-B and MDP 2017 Methods using Finite Element Analysis

PLANNING OF FLEXIBLE PAVEMENT THICKNESS FOR NEW RUNWAY IN SUPADIO INTERNATIONAL AIRPORT WITH FEDERAL AVIATION ADMINISTRATION METHOD

The runway is one component in the airport system, its performance greatly affectsall airport operational activities. Anticipating the increase in services from thecapacity of the number of passengers, it is necessary to build a new runway. In thisstudy, analyze the forecast of the number of movements with the trend analysismethod and the percent forecast method from PT. Angkasa Pura II, field subgradeCBR, new runway capacity and planning year, and new runway pavement using theFederal Aviation Administration (FAA) method and FAARFIELD 1.42 software.Based on the analysis results, the field subgrade CBR was 0.38% < 3%, then it wasstabilized using selected soil (CBR 20.523%) with a thickness of 60 cm. The forecastresults with both methods show that the trend analysis method is used because thetime is earlier than other methods, namely in 2027 with the existing runway capacityat Supadio International Airport of 54 operations/hour with a maximum capacity of51 operations/hour. The results of the runway flexible pavement thickness using theFAA method manually obtained a total pavement thickness of 42” (107 cm), whichconsists of 4”(10 cm) Surface Course, 12”(31 cm) Base Course, and 26”(66 cm)Subbase Course, while the FAARFIELD 1.42 software has a total pavementthickness of 30.43”(77 cm), which consists of 4”(10 cm) Surface Course, 5” (13 cm)Base Course, and 21.43”(54 cm) Subbase Courses.

PLANNING OF FLEXIBLE PAVEMENT THICKNESS FOR NEW RUNWAY IN SUPADIO INTERNATIONAL AIRPORT WITH FEDERAL AVIATION ADMINISTRATION METHOD

The runway is one component in the airport system, its performance greatly affectsall airport operational activities. Anticipating the increase in services from thecapacity of the number of passengers, it is necessary to build a new runway. In thisstudy, analyze the forecast of the number of movements with the trend analysismethod and the percent forecast method from PT. Angkasa Pura II, field subgradeCBR, new runway capacity and planning year, and new runway pavement using theFederal Aviation Administration (FAA) method and FAARFIELD 1.42 software.Based on the analysis results, the field subgrade CBR was 0.38% < 3%, then it wasstabilized using selected soil (CBR 20.523%) with a thickness of 60 cm. The forecastresults with both methods show that the trend analysis method is used because thetime is earlier than other methods, namely in 2027 with the existing runway capacityat Supadio International Airport of 54 operations/hour with a maximum capacity of51 operations/hour. The results of the runway flexible pavement thickness using theFAA method manually obtained a total pavement thickness of 42” (107 cm), whichconsists of 4”(10 cm) Surface Course, 12”(31 cm) Base Course, and 26”(66 cm)Subbase Course, while the FAARFIELD 1.42 software has a total pavementthickness of 30.43”(77 cm), which consists of 4”(10 cm) Surface Course, 5” (13 cm)Base Course, and 21.43”(54 cm) Subbase Courses.

Perbandingan Metode Perencanaan Tebal Perkerasan Lentur pada Jalan Batas Provinsi

Due to getting development and improvement zone area in West Sulawesi Province, the Kalumpang–Bonehau-Batas South Sulawesi route is planned to be upgraded to a national road from a district road. The purpose of this study was to compare the 2017 pavement design manual method and component analysis in planning the flexible pavement thickness of inter-provincial roads. The design of flexible pavement thickness uses the 2017 road pavement design manual method, namely AC-WC 40 mm, AC-BC 60 mm, AC-Base 80 mm, and class A top layer 300 mm. The results of the component analysis method, namely the thickness of the surface layer using a mixture of laston is 5 cm, the top foundation layer uses 20 cm class A crushed stone and the lower foundation layer uses 10 cm class A sandstone.

ANALYSIS OF FLEXIBLE PAVEMENT THICKNESS AT THE 3 NORTH RING ROAD JUNCTION- 3 GOLF ROAD-KASTURI ROAD IN BANJARBARU CITY

On the Simpang 3 north ring road - Simpang 3 Jalan Golf - Jalan Kasturi which is the access road to the new Syamsudin Noor airport which is an international airport which will experience an increase in passengers which will result in an increase in traffic volume. This study aims to obtained flexible pavement thickness using the Road Pavement Design Manual Number 02/M/BM/2017 compared to PT T-01-2002-B and predict the remaining pavement life against traffic increases that occur in the coming year. then plan complementary buildings and road equipment and calculate the cost budget plan using the 2016 AHSP.From the calculation results of the 2 methods there are differences in the thickness of the flexible pavement. In the calculation of flexible pavement thickness using the Road Pavement Design Manual method no. 02/M/BM/2017 namely AC WC = 4 cm; AC Binder = 6 cm; AC Base = 8CM; LPA = 30 cm and CBR Subgrade= 0.73% with Support Layer = 1550. As for the calculation, results of the Pt T-01- 2002-B method, the results obtained are AC-WC pavement thickness = 4 cm, AC BC = 6 cm, AC Base = 15 cm, LPB = 15 cm. In addition, in writing this final project, it also discusses predicting the remaining life of the pavement and then planning complementary buildings and road equipment, for the results of the budget plan (RAB) with the result: Rp. 33,550,716,390.78 -Keywords: Road Pavement Design Manual Number 02/M/BM/2017, prediction of remaining pavement, Complementary Buildings and Road Equipment, Cost Budget Plan.

Perbandingan Metode Perencanaan Tebal Perkerasan Lentur Pada Jalan Batas Provinsi

Due to getting development and improvement zone area in West Sulawesi Province, the Kalumpang–Bonehau-Batas South Sulawesi route is planned to be upgraded to a national road from a district road. The purpose of this study was to compare the 2017 pavement design manual method and component analysis in planning the flexible pavement thickness of inter-provincial roads. The design of flexible pavement thickness uses the 2017 road pavement design manual method, namely AC-WC 40 mm, AC-BC 60 mm, AC-Base 80 mm, and class A top layer 300 mm. The results of the component analysis method, namely the thickness of the surface layer using a mixture of laston is 5 cm, the top foundation layer uses 20 cm class A crushed stone and the lower foundation layer uses 10 cm class A sandstone.

ANALISIS PENINGKATAN TEBAL PERKERASAN RUNWAY DI LANUD RADEN SADJAD RANAI KABUPATEN NATUNA

The Riau Islands Province is currently one of the provinces in Indonesia which is experiencing significantdevelopment, especially in the tourism sector. This condition affects the number of use of commercial aviationservices that will enter and leave our area both now and in the future. Raden Sadjad Ranai Lanud, Natuna Regency isthe gateway to Natuna Island and is the main airport which currently serves international standard domestic flights.The airport uses a single runway which is the simplest configuration. Analysis of the flexible pavement thickness ofthe runway at Raden Sadjad Ranai Air Force Base in Natuna Regency aims to determine the thickness of the flexiblepavement layer of the runway at the airport. The planning method used is the FAA (Federal Aviation Administration)method. The first step that needs to be considered is the CBR (California Bearing Ratio) value of the subgrade, thedetermination of the modulus of subgrade value, the selection of the plan plane, the MTOW of the aircraft, the loadof one aircraft wheel (W2), corrected departure (R2), the load of one wheel of the aircraft plan (W1 ) and theequivalent annual deparature of the planned aircraft (R1). This pavement thickness analysis uses the plan C-130Hercules and Boeing 737-500 aircraft. Based on the data obtained, then the plan aircraft MTOW value, thesubgrade classification value according to the FAA is plotted on the FAA flexible pavement thickness evaluationcurve so that the pavement thickness is obtained, the results of this study indicate that for plan aircraft C-130Hercules and Boeing 737-500 required surface coarse thickness 21.59 cm by 41.91 cm coarse subbase layer. Theresults with this comparison COMFAA application required a surface coarse pavement thickness of 20 cm with 30cm of base coarse layer and 12.24 cm of subbase layer

Analisis Perbandingan Perkerasan Kaku dan Perkerasan Lentur Pada Proyek Peningkatan Jalan Celukan Bawang-Pelabuhan

Road pavement is a layer structure located above the subgrade, there is a layer of upper foundation and sub-base which each layer consists of compacted aggregates which have a function to transmit stress due to wheel load. There are 3 road pavements, asphalt or flexible pavement, concrete/ rigid pavement (rigid pavement) and composite pavement (Composit pavement). In determining pavement thickness there are several methods to use, including in this study using the 1993 AASHTO method for flexible pavements and the 2017 Road Pavement Manual method (Bina Marga 2017) for rigid pavements. The location of this research is located on Jalan Celukan Bawang – Pelabuhan, Kec. Gerokgak, Kab. Buleleng. This final project aims to determine the comparison of flexible pavement thickness using the 1993 AASHTO method compared to rigid pavement using the 2017 Highways method and the comparison of implementation costs and maintenance costs on flexible0pavement0and rigid pavement0with0a design life of 10 years. From the results of calculations that have been carried out, the 1993 AASHTO method produces a total thickness of 61 cm with an implementation cost of Rp. 2.363.603.825,33 and maintenance costs of Rp 118.180.191,27, and the 2017 Road Pavement Manual method produces a total thickness of 54.5 cm with an implementation cost of Rp.5.230.581.646,07 and maintenance costs of Rp. 261.529.082,30. From the results obtained, flexible pavement using the 1993 AASHTO method has agreate thickness with lower implementation and maintenance costs than rigid pavement using the 2017 Road Pavement Manual method.

Design of flexible pavement thickness using stabilized high plastic soil by means of fly ash-based geopolymer

ABSTRACT This paper presents an approach for stabilising high plastic soil (HPS) with fly ash-based geopolymer and its application in flexible pavement. The mechanical performance of HPS with various proportions of fly ash (FA) (10, 15, 20, 25, and 30%) based geopolymer were evaluated through a series of experimental investigations. The soil was mixed with sodium hydroxide of 6 and 8 molar concentrations (6M & 8M) and a sodium silicate mixture of ratio 1.5 was used as alkaline activators for (FA). The results clearly indicate that the mechanical performance of (FA)-based geopolymer stabilised HPS increases up to 25% (FA) content and was less prone to swelling and shrinkage behaviour. Also, the microstructure of HPS was studied through the Scanning Electronic Microscope (SEM) with energy dispersive x-ray (EDX), X-ray Diffraction (XRD), and Fourier Transformed Infrared Spectra (FTIR), and results showed significant alteration of the microstructure of HPS due to the formation of geopolymeric gel. The application of stabilised HPS is demonstrated for the design of flexible pavement thickness for low and high-volume roads. It has been observed that there is a significant reduction in pavement thickness for stabilised HPS compared to HPS. Thus, it can be used as a sustainable alternative to conventional stabilisers.

ANALISIS PERBANDINGAN TEBAL PERKERASAN LENTUR METODE ANALISA KOMPONEN BINA MARGA DENGAN METODE DESAIN PERKERASAN JALAN MDPJ 2017 ( STUDI KASUS : JALAN KURAI MUDIAK LIKI SULIKI )

Road infrastructure development has an important role as a supporter of social and economic activities in the community. However, there are still areas in West Sumatra, one of which is on Road Kurai Mudiak Liki, 50 Regency. Road Kurai is a connecting road between villages in the 50 Regency District which is still in the form of land and has a narrow width. In an effort to improve the condition of the Kurai road, it is necessary to plan for the highway by taking into account the vehicle load, weather, pavement material and soil carrying capacity. The bearing capacity of the subgrade is determined by the value of the California Bearing Ratio which greatly determines the thickness of the pavement layer because it will become the flexible pavement foundation that will be planned. Meanwhile, vehicular traffic, vehicle dimensions and payload will cause a compressive force on the vehicle axle which is supported on the road pavement which is channeled to the subgrade which is also an important reference in determining the thickness of the pavement. This study aims to determine the planning of flexible pavement thickness using the SKBI component analysis method 2.3.26.1987 and the 2017 Road Pavement Design Method No. 02/M/BM/2017 on Road Kurai Mudiak Liki Suliki. To find out which method is stronger for traffic load. The higher the traffic load, the thickness of each layer is important. Based on the calculation results of the two methods, the results obtained in the Component Analysis Method, namely Laston = 11.25 cm, Upper Foundation Layer = 15cm, Lower Foundation Layer = 20cm, and Road Pavement Design Method 2017 obtained calculation results AC-WC = 4 cm, AC-BC4 =6cm, AC-BC or AC Base =7.5cm, CTB3=15cm, Class A Aggregate Foundation=15cm.Keywords: Component Analysis Method, Road Pavement Design Method 2017, Road Kurai Mudiak Liki Suliki

Partial Replacement of Conventional Material with Stabilized Soil in Flexible Pavement Design

Due to rapid urbanization and industrialization, the construction of roads increases rapidly for easy and fast transportation. Adequate land is not available everywhere to construct good roads; hence, roads are forcefully built on locally available soil such as loose soil or expansive soil. In this paper, an experimental investigation was carried out on low plastic soil (LPS) to enhance engineering properties by using chemical soil stabilization (fly ash-based geopolymer). The design of flexible pavement thickness was carried out for conventional and stabilized soil material using IITPAVE software as per IRC 37 guidelines. The results show the feasibility of fly ash-based geopolymer significant enhancement of strength were observed in terms of unconfined compressive strength (UCS) for various curing days (0 to 128 days), California bearing ratio (CBR), and Resilient modulus (MR). The microstructural analysis via Scanning Electronic Microscope (SEM) and X-Ray Diffraction Analysis (XRD) was also reveling the formation of geopolymeric gel which leads to the dense matrix to soil mass. The flexible pavement thickness significantly reduces with the application of stabilized low plastic soil.

Effective usage of seashell waste to improve the strength characteristics of silty sand

Proper disposal of Seashell (SS) waste is one of the major issues faced by the fishery industry all over the world. Millions of tons of SS waste are being dumped in marine waters and also along the coastal areas leading to environmental degradation. SS waste takes long period to decompose thus leading to wastage of land areas which otherwise could have been utilized for other useful purposes. To overcome this global issue of dealing with SS waste, an effort has been made in this research work to utilize SS waste as an additive with locally available Silty Sand (SM) subgrade soil to improve their strength characteristics. SS waste was added to soil in two different forms, in crushed form of size 4.75 mm to 75 µm and in uncrushed form of size 10 mm to 4.75 mm, by varying the percentage of SS waste from 10% to 40% by dry weight of soil. Soaked and unsoaked California Bearing Ratio (CBR) tests were conducted, to optimize the quantity of SS waste to be added to SM soil for which maximum CBR strength was attained. From the results, it was observed that maximum soaked and unsoaked CBR of 6% and 9.9% respectively was attained for SM with 25% uncrushed SS. Corresponding, percentage decrease in flexible pavement thickness of about 49% and 38.5% was calculated, based on the soaked and unsoaked CBR values respectively. Similary, maximum soaked and unsoaked CBR of 6.9% and 12.9% respectively was observed for SM with 35% crushed SS. Corresponding percentage decrease in flexible pavement thickness of about 52.8% and 48.2% was calculated, based on soaked and unsoaked CBR values respectively. Thus, it can be concluded that utilization of SS waste with soil, lead to a sustainable and economical construction.

PERENCANAAN GEOMETRIK DAN PERKERASAN LENTUR PADA JALAN NANGAMIRO - JALAN PANCASILA, KABUPATEN DOMPU, NUSA TENGGARA BARAT (STA 0+000 - 8+758)

The road as a transportation system plays an important role, especially in supporting the economy in the Dompu district. Therefore, the planning of the Nangamiro road to the Pancasila road is a road needed by the community and is the main road for the mobility of agricultural / plantation products and also as one of the connecting access roads between Pancasila Village and Nangamiro Village, Pekat District, Dompu Regency to Kananga Village, District Tambora, Bima Regency. The road planning is made with 2 alternatives to choose the best and is planned using flexible pavement. This road planning includes road dimension planning, horizontal alignment and vertical alignment based on the Bina Marga Standard Guidelines for Inter-City Road Geometric Planning Procedures (No.038 / T / BM / 1997), and pavement planning using flexible pavement using the Pd T-01- method. 2002-B Planning Guidelines for Flexible Pavement Thickness. Based on this planning, it is obtained that the track length is 8.539 km with 5 bends of the SCS type with L1 = 190.995 m, L2 = 238.163 m, L3 = 137.031 m, L4 = 174.672 m, L5 = 214.306 m. 2 vertical curves are convex, namely Lv1 = 230.00 m, Lv3 = 230.00 m and 2 vertical curves, namely Lv2 = 230.00 m, Lv4 = 230.00 m, and the thickness of the flexible pavement layer is 7.00 cm with a total cost Rp 144,391,237,000.00,-.

UJI DYNAMIC CONE PENETROMER (DCP) UNTUK MENENTUKAN TEBAL PERKERASAN LENTUR (STUDI KASUS: RUAS JALAN PANGLESERAN - LEUWILIANG KABUPATEN SUKABUMI)

Abstrack Roads Pangelesran – Leuwiliang has a length of 2,800 km and is located in Parakanlima Village, Cikembar District, Sukabumi Regency. The problem that arises in this road section is the poor condition of this road, plus this road is an alternative road to Jampang Tengah and is the road to a tourist attraction, namely Situ Cipiit. With the traffic volume that increases every year on the Pangleseran - Leuwiliang Road, it is necessary to re-plan the thickness of the flexible pavement layer, so to determine the re-planning of the flexible pavement thickness, secondary data and primary data are needed. For primary data collection, namely conducting DCP testing to determine the CBR value of the subgrade and calculating the LHR field survey, as for collecting primary data, namely rainfall data. As for the calculation method that will be used to determine the thickness of this flexible pavement is the component analysis method. From the results of planning the thickness of this flexible pavement, it was obtained for the surface layer using laston with a thickness of 10 cm, for the upper foundation layer using class A crushed stone aggregate with a thickness of 20 cm and for the lower foundation layer using class B gravel with a thickness of 31 cm with a design life of 10 year

Influence of a Clay Subgrade Stabilized with Blast Furnace Slag on Flexible Road Pavement Thickness and Cost

It has become a necessity in Highway Engineering, due to today's heavy vehicle traffic loads, that subgrade with weak bearing capacity on which the road trunk will rest be improved with various methods and additives. In this study, it has been aimed to improve a clay soil with weak bearing strength with the contribution of waste blast furnace slag (BFS) and to investigate its effect on the thickness and cost of flexible road pavement. For this purpose, in the study, stabilized mixture samples have been prepared by adding 5, 10, 15, 20% by weight of BFS to the clay soil. After these prepared samples have been mixed homogeneously, standard proctor, unconfined compression and california bearing rate (CBR) tests have been performed to the samples. As a result of experimental studies, it has been observed that the increase in BFS resulted in a decrease in the maximum dry density of the samples and an increase in the optimum moisture content. In addition, the highest unconfined compression strength has been obtained from 20% BFS doped samples. CBR values of the samples tested at this rate increased by 8.71 times compared to pure clay soil. Using these experimental data, the flexible road pavement layer thicknesses to be constructed with the AASHTO 1993 method on the BFS doped ground has been calculated and superstructure cost analyzes have been made with the help of current prices. As a result of the calculations, it has been determined that adding 20% BFS to the soil decreased the road pavement layer thickness by 29.41% compared to the pure clay soil in the design calculation made according to the layer thicknesses determined for both soils. According to the cost calculation results, the cost of the pavement for clayey soils containing 20% BFS has decreased by approximately 5.65% compared to the pure clay soil. According to these results, when the subgrade of a 1000 m long road is improved with 20% BFS, 8,400.00 TL saving will be provided in the cost of flexible pavement.