Pavement Thickness Research Articles

Stiffness and Strength of an Artificially Cemented Waste-PET-Shred Reinforced Clay

This study explores whether the polyethylene terephthalate bottle shreds (PETBS), could be a viable alternative additive in order to reduce the usage of traditional cement in geotechnical and transportation projects. Through a comprehensive study, clayey soil was stabilized with varying quantities (0.1–1% of solid mass) of PETBS of two different size ranges. Optimal dosages were chosen, followed by additional tests incorporating small amounts of (5, 7 and 10% of solid mass) cement enhancement. After curing periods of 7 and 28 days, California bearing ratio (CBR) tests and ultrasonic pulse velocity (UPV) test results revealed that the addition of PETBS enhanced CBR values and initial shear modulus (G0) in both plain and cement treated samples. Scanning electron microscope (SEM) images also affirmed the improvement of strength at the microstructural level. Notably, PETBS of size 2–4.75 mm exhibited superior performance compared to size 0.42–0.841 mm, with an optimal content range of 0.6–0.8%. It was observed that the addition of PETBS to artificially cemented soil improved CBR values by up to 35%, while also modifying stiffness and brittleness, rendering the soil more ductile. Ultimately, a regression model was proposed to facilitate estimates of CBR and G0 in PETBS-reinforced cemented clay, to accommodate varying PETBS grading and content. The suggested approach promotes cost-effective and eco-friendly solutions by reducing pavement thickness and enhancing soil stability, demonstrating the potential of repurposing PET waste as a sustainable strategy in various engineering projects.

Machine Learning Modeling of Wheel and Non-Wheel Path Longitudinal Cracking

Roads degrade over time due to various factors such as traffic loads, environmental conditions, and the quality of materials used. Significant investments have been poured into road construction globally, necessitating regular evaluations and the implementation of maintenance and rehabilitation (M&R) strategies to keep the infrastructure performing at a satisfactory level. The development and refinement of performance prediction models are essential for forecasting the condition of pavements, especially to address longitudinal cracking distress, a major issue in thick asphalt pavements. This research leverages multiple machine learning methods to create models predicting non-wheel path (NWP) and wheel path (WP) longitudinal cracking using data from the Long-Term Pavement Performance (LTPP) program. This study highlights the marked differences in distress conditions between WP and NWP, underscoring the importance of precise models that cater to their unique features. Aging trends for both types of cracking were identified through correlation analysis, showing an increase in WP cracking with age and a higher initial International Roughness Index (IRI) linked to NWP cracking. Factors such as material characteristics, kinematic viscosity, pavement thickness, air voids, particle size distribution, temperature, KESAL, and asphalt properties were found to significantly influence both WP and NWP cracking. The Exponential Gaussian Process Regression (GPR) emerged as the best model for NWP cracking, showcasing exceptional accuracy with the lowest RMSE of 89.11, MSE of 7940.72, and an impressive R-Squared of 0.63. For WP cracking, the Squared Exponential GPR model was most effective, with the lowest RMSE of 12.00, MSE of 143.93, and a high R-Squared of 0.62. The GPR models, with specific kernels for each cracking type, proved their adaptability and efficiency in various pavement scenarios. A comparative analysis highlighted the superiority of our new machine learning model, which achieved an R2 of 0.767, outperforming previous empirical models, demonstrating the strength and precision of our machine learning approach in predicting longitudinal cracking.

Comparative Study of Ground Penetrating Radar Systems with Time Delay Methods for Accurate Pavement Thickness and Dielectric Constant Estimation

The applicability of using ground penetrating radar (GPR) as a non-destructive technology for estimating the thickness and dielectric constant of pavement layers has been extensively documented in the literature. Time delay methods (TDMs) have been the most commonly used by researchers. However, various studies have reported different results with respect to the suitability of different GPR systems and TDMs for dielectric constant and thickness estimation. Thus, this study aims to compare the use of ground-coupled GPR and air-coupled GPR (AC-GPR) for estimating the dielectric constant of pavement materials. In the context of TDMs, the study examines three methodologies for assessing the traveled distance in the investigated layer. The study involves laboratory experiments using asphalt and dry sand. Also, it comprises a sensitivity analysis to examine the effect of different experimentation setups. The study employed two GSSI antennas: 51600S (GC-51600S) and GSSI 42000S (AC-42000S). Using the manufacturer’s recommended operation setups, the results generally indicated the possibility of simplifying the TDM calculation by considering the 42000S and 51600S antennas as monostatic for pavement materials with different dielectric constants (≥3) with an error rate within 5%. Moreover, the study indicates that using AC-GPR may be inappropriate for common midpoint analysis using the default mounting setups. These findings provide valuable insights into the suitability and limitations of different GPR systems and calculation methods for accurately estimating pavement’s dielectric constant and thickness.

ANALISIS TEBAL PERKERASAN LENTUR JALAN DENGAN METODE BINA MARGA

The Tasikmalaya-Karangnunggal road section is one of the roads in Tasikmalaya Regency which is included in the category of provincial road status, the road section is located in the Cibalong-Parungponteng sub-district with a road length of 21,750 Kilometers, a road width of 6.5 meters, and a road shoulder of 2.5 meters. In general, the Tasikmalaya-Karangnunggal road section is in good condition, but at several points damage was found, either with potholes or bumps.As one of the roads that connect vital places, for example in shopping centers, education centers and other activities.With a high intensity of traffic flow and a large traffic load, it must be balanced with good road pavementIn this study the Bina Marga Method Pd T-01-2002-B was used to find the thickness of the flexible pavement. The data needed in finding the thickness of the flexible pavement is in the form of primary data obtained from direct field observations and secondary data obtained from the Department of Highways, Tasikmalaya Regency. The result of a flexible pavement with a design life of 20 years, with traffic growth of 5%, based on the Bina Marga Method Pd T-01-2002-B obtained 3,153,688,757.75Iss/Lajur/UR, the surface layer thickness of AC-WC was 4 cm, AC-BC 6 cm, class A aggregate was 15 cm, and class B aggregate was 26 cm .

Investigation of the effects from geopathic stress on the design thickness of flexible pavements

Purpose Soil is an essential component of road construction and is used in the form of subgrade materials. It ensures the stability and durability of the road under adverse conditions; being one of the important parameters, poor judgment of the engineering properties of soil can lead to pavement failure. Geopathic stress (GS) is a subtle energy in the form of harmful electromagnetic radiation. This study aims to investigate the effect of GS on soil and concrete. Design/methodology/approach A total of 23 soil samples from stress zones and nonstress zones were tested for different engineering properties like water content, liquid limit, plastic limit, specific gravity and California bearing ratio. Two concrete panels were placed on GS zones, and their quality was monitored through nondestructive testing for a period of one year. Findings The result shows that the engineering properties of soil and pavement thickness are increasing in stress zones as compared with nonstress zones. For concrete panels, as time passes, the quality of the concrete gets reduced, which hints toward the detrimental effect of GS. Originality/value This research is a systematic, scientific, reliable study which evaluated subgrade characteristics thus determining the detrimental impact of the GS on soil and pavement thickness. On a concluding note, this study provides a detailed insight into the performance of the road segment when subjected to GS. Through this investigation, it is recommended that GS should be considered in the design of roads.

Reporting the Bearing Capacity of Airfield Pavements Using PCR Index

Airfield pavements are important assets that have to secure the safe operation of an airport. On this basis, assessing and reporting the bearing capacity of an airfield runway pavement is a critical task. Recently, the Aircraft Classification Rating-Pavement Classification Rating (ACR-PCR) system has been introduced, which uses the PCR index for expressing the bearing capacity of an airfield pavement. In order to accurately determine PCR, the mechanical characteristics and the thicknesses of the individual layers of a pavement are required. For this purpose, it is not seldom that in the absence of resources dedicated to detailed pavement evaluation procedures, assumptions for the material characteristics of the pavement considering typical materials may be made, while pavement thicknesses may be derived by pavement design records. The present paper highlights the importance of using Non-Destructive Testing (NDT) for accurately assessing the in-situ condition of a flexible runway pavement and determining the PCR index. In order to achieve the goal of the investigation, measurements were performed along the flexible pavement of an airport runway. In addition, the paper focuses on the impact of the variation of the thickness and of the mechanical characteristics of the asphalt concrete layers on the PCR index and on the interpretation of the results considering the acceptance of aircraft operations by airport authorities.

ANALISIS PENGARUH PENGGUNAAN KULIT KERANG SEBAGAI FILLER PADA CAMPURAN AC-WC UNTUK DESAIN PERANCANGAN RUNWAY

In the AC-WC mixture, the filler is the material that significantly influences the characteristics and quality of the asphalt concrete mixture. Fillers can come from environmentally friendly materials. One material that is often found is shell waste. The method used in this research is quantitative descriptive. Based on research conducted, the shells used to meet the requirements as filler with a percentage of passing sieve no. 200 was 75.12% and the gradation composition of the mixture for AC-WC was 2% for shell filler, 50% for stone ash, 33% for screening, and 15% for the split. Meanwhile, the asphalt used in the AC-WC mixture is PG 76 Asphalt. Based on the test results, it was found that the characteristics of PG 76 asphalt were not too flexible and tended to be stiff, resistant to hot temperatures, and had homogeneous properties. In testing the AC-WC mixture, Marshall’s results obtained an optimum asphalt content of 6.3% with a stability value of 2877 kg and a flow value of 2,716 mm. This shows that the use of shell filler can increase the stability value of the mixture, however, a high stability value accompanied by low flow indicates that the mixture has a stiff pavement and will be brittle. Meanwhile, for the runway pavement thickness design at Nusawiru Airport using the FAA method and FAARFIELD software, a total thickness of 14 inches was obtained with details of a Surface Course thickness of 4 inches, a Base Course thickness of 6 inches, and a Subbase Course thickness of 4 inches.

Efficiency of cement and sand in stabilizing the black cotton soil

As the population rises and access to land decreases, an increasing number of buildings and other civil engineering structures must be constructed on weak or soft soil. Because of the soil's poor shear strength and substantial swelling and shrinking, a variety of ground improvement techniques, including soil stabilisation and reinforcing, are implemented to improve the mechanical behavior of the soil, hence boosting construction reliability. One of the most important soils is black cotton soil, which we intend to develop by utilising India's resources of sand and cement. In this research, several tests were conducted to determine the basic properties of soil. Instead of opting for the removal and replacement of unstable soil, soil modification is the only viable option because it saves both time and money. When exposed to changes in moisture content, they exhibit significant swelling and shrinking, making them the most challenging from an engineering standpoint. In this study, 2% cement was added at a steady rate while the sand percentage ranged from 10% to 40% which is utilised for the experiment was clean sand that had been passed through a 425 micron sieve and basic tests were performed to determine soil parameters. The physical properties of Black Cotton Soil determined & where the soil is of clay type & specific gravity is 2.6 and it is classified as CH. After determining the basic properties of virgin soil, the proctor test and CBR tests were performed by stabilizing with cement and sand. Sand is utilized in various percentages, such as 10%, 20%, 30%, and 40% of the total soil weight. MDD increased from 1.820 to 1.902 gm/cc. The CBR increased to 5.21% from 0.55% for 2.5mm penetration and 4.12% from 0.48% for 5mm penetration. As the percentage of sand increases, both thickness and cost drop. The CBR design chart yields a pavement thickness of 480mm for 20% sand and 2% cement, which is comparable to the minimum thickness of 475mm.

Research on the Damage Mechanics Model of Asphalt Pavement Based on Asphalt Pavement Potential Damage Index

In recent years, due to the increasing traffic volume and the serious deterioration of overloading, the heavy vehicle load has emerged, leading to the more and more common early damage of asphalt pavement, and overloading has become one of the important factors endangering the pavement. The traditional method is to strengthen the road, but as the base course and asphalt pavement thickness are both improved, TOP-DOWN fissures and ruts on the asphalt pavement surface have emerged as the most prevalent form of asphalt pavement damage. However, a final verdict on a single mechanical explanation for the many occurrences of asphalt pavement deterioration has not yet been reached. Material yielding and failure under varying stress conditions are the focus of strength theory, which seeks to provide norms and standards for their computation. Mohr Coulomb and Drucker Prager strength theories are two of the most well-established, thoroughly investigated, and widely used strength theories in geological and geotechnical engineering. In this research, the damage form and stress condition of asphalt pavement are analyzed and predicted using M-C and D-P criteria, and a new pavement structure damage control index, the Asphalt pavement potential damage index with fatigue loading (APPDI), is established. Preliminary calculations reveal that APPDI may become a unified mechanical assessment index of asphalt pavement structural damage, since it can explain both flexural tensile damage at the base of the layer and rutting and cracking at the surface.

EVALUASI TEBAL PERKERASAN PADA RUNWAY BANDARA SYUKURAN AMINUDDIN AMIR LUWUK BERDASARKAN CUMULATIVE DAMAGE FAILURE

Air transportation is a mode of transportation still quite in demand, although recently there has been a decline in passengers. Syukur Aminuddin Amir Luwuk Airport belongs to the category of Class II Domestic Airport with airside facilities, a Runway with a size of 2,250 m x 45 m, a Taxiway 60 m x 18 m, and an Apron with a size of 315 x 15 m. The operation of several types of aircraft with a larger capacity occurs due to the increase in the number of passengers every year. An increase in the number of passengers will certainly have an impact on the number of aircraft movements, it is necessary to analyze how to determine the thickness of the runway pavement which is influenced by the type of aircraft that will operate based on the subgrade conditions that are there using the FAARFIELD method. The results of the evaluation on the thickness of the runway pavement which has a CBR value of 15%, with a pavement thickness of 215 mm for HMA Surface, 152 mm for Crushed Aggregate, and 200 mm for Uncrushed Aggregate with a service life of 20 years in 2040 it was found that the Subgrade CDF value was 0.00 and the HMA CDF of 0.86. The test results with FAARFIELD software change the pavement thickness for the base layer to 152 mm (minimum value) from the value of 100 mm. So planning the thickness of the pavement requires an additional layer of 52 mm.

Performance-oriented road structure and material design method based on enhanced XGBoost algorithm

ABSTRACT A well-designed road structure is critical for reducing road operational period diseases and saving construction management and maintenance funds throughout the life cycle of roads. Excessive design may cause waste in materials or pavement distresses. This study proposes an intelligent optimisation design method for road structure and materials based on pavement performance and cost. The Long-Term Pavement Performance (LTPP) database were used to training the prediction model using the particle swarm optimisation (PSO) algorithm and the extreme gradient boosting algorithm (XGBoost) algorithm. Subsequently, an automated design model encompassing pavement thickness, pavement material, and subgrade material was established based on the predictive model derived from the PSO algorithms. The results indicate that the R2 between the actual values and the predicted values of the PSO-XGBoost model is above 0.935, and the Pareto optimal solution is obtained using the multi-objective Particle Swarm Optimisation algorithm. This investigation showcases the potential of data-driven methodologies in furnishing valuable guidance for the initial stages of road design and construction.

The effect of the geometrical properties of geocell reinforcements between a two-layered road structure under overload conditions

Depending on the project traffic, the total thickness of a granular base can reach excessive values. Granular layers of large thicknesses undoubtedly extend the duration of a project and cause high project total costs. In this study, the improvement in settlement behaviour of unbound granular base layers reinforced with geocell was investigated by way of large-scale laboratory tests and finite element modeling. Plate loading tests were performed on unreinforced and geocell reinforced base layers, which were constructed on subgrade soil with a low bearing capacity under 1750 kPa overload condition. It was determined that the amount of settlement observed at the same stress levels decreased with an increase in the aperture size from 440 mm to 660 mm and the geocell height from 100 mm to 150 mm. The reduction in settlement potential, which reached 78% compared to the unreinforced reference section around 25 kPa, decreased to 55% at around a 200 kPa standard load. With an increase in the vertical stress level, the effectiveness of geocell reinforcement decreases and a serious decrease occurs after 500 kPa, becoming completely unserviceable when a level of 1000 kPa is to be exceeded. Although the difference between the experimental results and the modeling values remained below 5% in the reference section, it reached as high as 30% differences in the geocell implemented sections up to 200 kPa, due to three-dimensional geocell adaptation problems within the finite element calculations. In this way, it will be possible to increase the performance of road surfaces by keeping the pavement thickness constant, and also it will be possible to design more economical sections by reducing the required thickness.

Cost Comparison of Flexible Pavement on Weak Sub-Grade Soil Modified with Lime and SD

The effectiveness of flexible pavement is affected by the subgrade quality. The subgrade refers to a compacted layer of soil that provides sideways support to the pavement. When constructed on a weak subgrade, it negatively impacts the pavement's performance, leading to a shorter lifespan. Traditionally, the common method to stabilize a soft subgrade involves removing the weak soil and replacing it with stronger soil. However, due to the high expenses associated with soil replacement, highway agencies are exploring alternative approaches to constructing highways on soft subgrades. Soil stabilization is a commonly employed alternative in pavement construction, serving as an effective method to enhance the engineering characteristics of soil, including its strength and stability. This paper focuses on the utilization of lime and stone dust (SD) as admixtures for an efficient ground improvement technique over weak subgrade soil deposits. The California Bearing Ratio (CBR) test is conducted by making the specimens of weak subgrade by adding the variable percentages of a mixture of lime and SD. First, the soil was mixed up with lime to 12% by weight with an increment of 3% again the soil was mixed with SD with increments of 10% up to 50% by weight of soil. The study determined an optimal lime content of 3% based on the geotechnical properties of the mixture and the cost considerations of lime and the weak subgrade. Following this, SD was added to the optimized lime-weak subgrade mixture in varying increments of 10% by weight, up to a maximum of 40%. The modified mixes were then evaluated for their CBR and maximum dry density values. The CBR is increased to 15% and the total pavement thickness decreased to 725 mm for 50% SD addition with 4.89 % in cost reduction.

Traffic input module for mechanistic-empirical pavement design with weigh-in-motion data

• Weigh-in-motion data provides large quantity of traffic information for pavement design. • Reliability of pavement design highly depends on the quality of truck traffic data. • The weigh-in-motion recorded traffic data may not be sufficiently accurate for satisfactory pavement design. • The accuracy of weigh-in-motion traffic data can be improved through machine learning algorithms. The success of the mechanistic-empirical pavement design guide implementation depends largely on a high level of accuracy associated with the information supplied as design inputs. Truck axle load spectra play a critical role in all aspects of the pavement structure design. Inaccurate traffic information will yield an incorrect estimate of pavement thickness, which can either make the pavement fail prematurely in the case of under-designed thickness or increase construction cost in the case of over-designed thickness. The primary objective of this study was to create an accurate traffic design input module, and thus to improve the quality of pavement designs. The traffic input module was created with the most recent data to better reflect the axle load spectra for pavement design. The unclassified vehicles by weigh-in-motion devices were analyzed and a neural-network-model-based classification method was utilized to determine the appropriate allocations of unclassified vehicles to truck classes. The updated truck traffic information includes average annual daily truck traffic, truck volume monthly adjustment factors, truck volume lane distribution factors, truck volume directional distribution factors, truck volume class distributions, traffic volume hourly distribution factors, distributions of for single-axle, tandem-axle, tridem-axle, and quad-axle loads, average axle weight, average axle spacing, and average number of axle types.

ANALISA PERENCANAAN RUNWAY 10 TAHUN KEDEPAN DI BANDARA NGLORAM KABUPATEN BLORA JAWA TENGAH

Abstract
 Ngloram Airport – Blora is an airport located 40 km from the center of Blora city which is managed by the Ministry of Transportation after being donated by the Ministry of Energy and Mineral Resources. At the time of writing, Ngloram – Blora Airport still has the status of a Service Unit under the Airport Management Unit. The existing condition of this airport is that it has a runway with dimensions of 1500 m x 30 m and the most critical aircraft is the ATR 72-600. It is stated in KM 231 of 2019 concerning Determining the Location of Ngloram Airport that the critical aircraft listed in the phase III development plan are new, larger critical aircraft that are planned for operation. Given this, in order for this type of aircraft to operate optimally, it requires extending and widening the runway. The aim of this research is to determine the actual need for runway length in accordance with the Airplane Reference Field Length (ARFL) and runway width in accordance with the type of aircraft planned to operate, and also to know the sufficient thickness of pavement along with the budget ceiling required for the work. -the job in question.
 Based on the results of the analysis that has been carried out, the dimensions of the extension are 1000 meters with a width of 45 meters and the widening of the existing runway is 15 meters with a total pavement thickness of 82.5 cm. With the thick pavement construction as stated, a PCN value of 50 F/C/X/T was obtained from the calculation of the FAARFIELD 1.42 software application and the budget ceiling required for these works was Rp. 73,663,700,000.00
 Keywords: Runway, runway l
 Abstract
 Ngloram Airport – Blora is an airport located 40 km from the center of Blora city which is managed by the Ministry of Transportation after being donated by the Ministry of Energy and Mineral Resources. At the time of writing, Ngloram – Blora Airport still has the status of a Service Unit under the Airport Management Unit. The existing condition of this airport is that it has a runway with dimensions of 1500 m x 30 m and the most critical aircraft is the ATR 72-600. It is stated in KM 231 of 2019 concerning Determining the Location of Ngloram Airport that the critical aircraft listed in the phase III development plan are new, larger critical aircraft that are planned for operation. Given this, in order for this type of aircraft to operate optimally, it requires extending and widening the runway. The aim of this research is to determine the actual need for runway length in accordance with the Airplane Reference Field Length (ARFL) and runway width in accordance with the type of aircraft planned to operate, and also to know the sufficient thickness of pavement along with the budget ceiling required for the work. -the job in question.
 Based on the results of the analysis that has been carried out, the dimensions of the extension are 1000 meters with a width of 45 meters and the widening of the existing runway is 15 meters with a total pavement thickness of 82.5 cm. With the thick pavement construction as stated, a PCN value of 50 F/C/X/T was obtained from the calculation of the FAARFIELD 1.42 software application and the budget ceiling required for these works was Rp. 73,663,700,000.00
 Keywords: Runway, runway length and width, own estimated price, FAARFIELD 1.42.

Analysis of the correlation between the pavement structure combinations and pavement performance using experimental sections

The new generation of pavement technology with the goal of longevity is an important supporting technology that can promote the achievement of sustainable development of high-speed roadways. To further investigate the evolution trend of long-life pavement performance, this paper paved experimental sections to explore the correlations between pavement structure combinations and pavement performances. This paper presented four experimental sections with different pavement structures, asphalt concrete layer thicknesses, and pavement materials. Then, this paper analyzed the effects of the seasonal factors, pavement structure, and lanes on the deflection value and rut depth from three dimensions by the Pearson correlation coefficient (PCC). Finally, this paper used the analysis of variance (ANOVA) to analyze the relationships between the layer thickness of various materials in the pavement structure and the pavement performances, including the deflection value, international roughness index (IRI), texture depth (TD), British Pendulum Number (BPN), sideway force coefficient (SFC), rut depth, and disease area. The results showed that the seasonal factors significantly affected the deflection values of pavement structures with PCCs of 0.61, 0.72, 0.53, and 0.78. The high temperatures increased the average deflection values by 22.85%, 72.88%, 77.61%, and 88.13%, respectively. Under the influence of high temperature in summer and traffic loads, the increased ranges of average rut depth were −0.2%, 4.89%, 9.56%, and 7.31%, respectively. The results of ANOVA showed that the pavement structure type and thickness of each structural layer significantly affected the deflection value, and there also was a strong correlation between the pavement structure type, thickness, BPN, and SFC with p-values less than 0.05. Increasing the thickness of the asphalt surface was beneficial for reducing the area of defects, while laying the semi-rigid base layer was beneficial for maintaining the deflection value and rut depth at a lower level.

PLANNING OF SERVICE ROAD THICK PAVEMENT FROM THE NEW TERMINAL TO THE CARGO TERMINAL AT H.HASAN AROEBOSMAN AIRPORT ENDE

H.Hasan Aroeboesman Ende Airport Class II is managed by the Ministry of Transportation which is located in Ende district, East Nusa Tenggara province. H.Hasan Aroeboesman Ende Airport has a runway dimension of 1650mx30m with the largest operating aircraft, namely ATR 72-600. At this time H.Hasan Aroeboesman Ende Airport does not yet have a Service Road that connects the new terminal with the old terminal which is now being converted into a terminal cargo. additional supporting facilities in the form of a Service Road using flexible pavement which functions as an operational road for the Ground Support Equipment team in order to improve the security and safety aspects of flight operations which are urgently needed at H. Hasan Aroeboesman Ende Airport. This Service Road planning study uses the component analysis method which refers to the calculations of SNI-1731-1989-F. to determine the width of the Service Road according to the needs to be planned. Then determine the thickness of the pavement design and the strength of the pavement required at the time of planning. And determine the budget plan that will be needed in the Service Road planning process at H. Hasan Aroeboesman Ende airport. The unit price of work refers to SNI and PM 78 of 2014. For the results of the analysis and calculations that have been carried out, the length of the inspection road is 150 m with a width of 4 meters, the thickness of the individual inspection road pavement is 45 cm with a surface course layer thickness of 5 cm, a base course of 20 cm, and a subbase course of 20 cm, and the total price for planning the construction of the inspection road is 390,1 million rupiah.

Tinjauan Kerusakan dan Analisis Ulang Tebal Perkerasan Menggunakan PCI dan Analisa Komponen

This study analyzes the road conditions in Sumbawa Regency and plans pavement solutions to address road damage. The data shows that there was no significant improvement in road conditions in 2020 compared to previous years. Good and fair road conditions only accounted for 69.29% of the total road length, while damaged and heavily damaged roads accounted for 6.57% and 24.14% respectively. Jalan Osapsio is one of the roads that has been damaged due to poorly maintained drainage. This research utilizes the Pavement Condition Index (PCI) method to assess the level of road damage and the Component Analysis method to design the pavement thickness. Based on the findings, several road segments exhibit different conditions. There are 13 segments with a Good rating and PCI values of 100 and 98, 1 segment with a Serious rating and a PCI value of 16, and 6 segments with a Failed rating and PCI values of 0. The segments with a Failed rating require urgent pavement reconstruction. Considering the PCI values, it is recommended to construct new pavement with appropriate thickness for the priority segments, namely a 6 cm thick Laston Surface Layer, a 20 cm thick Broken Stone Upper Base Layer, and a 15 cm thick Sirtu/Pitrum Lower Base Layer.This study provides an important contribution in understanding the road conditions in Sumbawa Regency and offers concrete solutions to address the road damage on Jalan Osapsio. The findings and research methodology are expected to serve as a reference for immediate improvements on Jalan Osapsio and provide insights for future research in Sumbawa Regency.

Case Study: Validation of the Spectral-Analysis-of-Surface-Waves Method for Concrete Pavement Condition Evaluation

Before conducting pavement rehabilitation, the concrete pavement performance evaluation is more than necessary to assess the strength and analyze the internal condition. To evaluate the modulus performance of concrete pavement and provide theoretical support for subsequent maintenance and rehabilitation, the SASW (Spectral-Analysis-of-Surface-Waves) method, a non-destructive testing method based on surface waves, was used to determine the modulus of three in-service concrete pavements. At the same time, FWD (Falling Weight Deflectometer) testing and on-site coring were carried out at the measuring points. Through the analysis of modulus results measured in the field, it was found that the SASW method can accurately obtain the elastic modulus of the concrete layer and base layer. Compared with the concrete modulus measured by FWD, the modulus measured by the SASW method was closer to the uniaxial compressive modulus. Moreover, since the SASW method has the ability to provide gradient modulus varying with depth and determine the pavement thicknesses, it is reasonable to recognize the location of the inherent distress based on the region where the modulus suddenly decreases within one layer. The comprehensive evaluation of concrete pavement condition, including the modulus value and internal distress recognition, has the capability to assist in determining the design of overlay asphalt thickness and material.

Improving Characteristics of Clayey Soil Using Basalt Fibre, Construction and Demolition Waste and Calcium Carbide

When exposed to changes in moisture, highly compressible clay soils usually show the characteristic of swelling and shrinking and have very poor strength properties. The infrastructures standing on such soil produce fractures as a result of this feature, making the buildings unstable and liable to collapse. By enhancing the characteristics of clayey soils using soil stabilization can improve their engineering properties. The purpose of this paper tends to investigate the use of construction and demolition waste (C&D), basalt fibre (BF) and calcium carbide (CCR) for stabilization of highly compressible clayey soil. Several laboratory experiments including differential free swell (DFS), Atterberg limits, standard proctor and unconfined compressive strength (UCS) are conducted on soil alone and in combination with admixtures used. Based on UCS result,optimum percentages of C&D waste, basalt fibre and calcium carbide obtained were further tested for California bearing ratio (CBR). The findings show rising UCS and CBR values with addition of 21% C&D waste, 0.3% basalt fibre and 4% calcium carbide in combination to each other with clayey soil. The thickness for flexible pavement was developed using IITPAVE software for CBR values based on specifications of IRC: 37-2018. The software resultsrevealed a decrease in pavement thickness for all combinations ofcommercial vehicle daily counts of 1000, 3000, and 5000. When clayey soil is combined with C&D waste (21%), BF (0.3%), and CCR (4%) in combination, the greatest reductionin subgrade layer thickness and costis observed. This method not only improves the geotechnicalcharacteristics of the subgradelayer, aids in decreasing the thickness of the pavement, is highly cost-effective, and resolves the issue of disposal of C&D waste and environmental degradation due to CCR.