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"The pavement of the nailed-slab system has been proposed as an alternative solution for addressing the rigid pavement problem in soft soils. This system is used for developing a rigid pavement. The simple method of using an equivalent modulus of subgrade reaction (k’) in nailed-slab system analysis was proposed by a previous researcher. This modulus consists of the modulus of subgrade reaction from a plate load test (k) and an additional modulus of subgrade reaction due to pile installing (k). The additional modulus of subgrade reaction has been proposed by some authors. The displacement factor was used in determining the additional modulus of subgrade reaction. This factor is difficult to define. In this research, the prototype test of a nailed slab with single-pile installation was conducted to learn the validation of the theory of the additional modulus of subgrade reaction on a full-scale dimension. The prototype was constructed on soft clay, and the connection between the pile and slab was perfect monolithically. This system was loaded by centric load. A new curve of the displacement factor is proposed. Calculated deflections based on this curve were compared to the observed deflection and resulted in good agreement with the observation. Hence, it can be used in preliminary design."

"Thepavement of the nailed-slab system has been proposed as analternative solution for addressing the rigid pavement problem in soft soils.This system is used for developing a rigid pavement. The simple method of using an equivalent modulus of subgrade reaction (k?) in nailed-slab system analysis wasproposed by a previous researcher. This modulus consists of the modulus of subgrade reaction from a plate load test(k) and an additional modulus ofsubgrade reaction due to pile installing (Dk). Theadditional modulus of subgrade reaction has been proposed by some authors. Thedisplacement factor was used in determining the additional modulus of subgradereaction. This factor is difficult to define. In this research, the prototypetest of a nailed slab with single-pile installation was conducted to learn thevalidation of the theory of the additional modulus of subgrade reaction on afull-scale dimension. The prototype was constructed on soft clay, and theconnection between the pile and slab was perfect monolithically. This systemwas loaded by centric load. A new curve of the displacement factor is proposed.Calculated deflections based on thiscurve were compared to the observed deflection andresulted in good agreement with the observation. Hence, it can be used in preliminary design."

"Kinerja pelayanan jalan dapat dinyatakan dalam Indeks Kekasaran Permukaan atau International Roughness Index (IRI) yang dikembangkan oleh Bank Dunia. IRI merupakan parameter kekasaran yang dihitung dari jumlah kumulatif naik-turunnya permukaan arah profil memanjang pada jarak permukaan yang diukur dan digunakan untuk mengevaluasi kinerja perkerasan yang dapat dinilai dari kualitas berkendara di atas permukaan jalan. IRI dinyatakan dalam satuan meter per kilometer (m/km). Pada umumnya, jika umur jalan dan beban lalu lintas meningkat, kerusakan jalan semakin bertambah sehingga nilai IRI juga meningkat. Pada perencanaan jalan, beban lalu lintas dan tipe tanah dasar adalah faktor utama yang menentukan nilai structural number, yang merupakan angka yang digunakan untuk menentukan ketebalan lapisan perkerasan. Jalan yang dibangun sesuai kebutuhan lalu lintasnya memiliki kinerja pelayanan yang optimal selama umur layanannya. Program HDM-III (Highway Development and Management) telah diadopsi banyak negara dalam perencanaan jalan untuk memprediksi nilai IRI jaringan jalan setiap tahun selama periode analisa sehingga dapat dianalisa cara yang tepat dalam pembangunan jalan. Parameter yang digunakan pada kajian ini adalah tipe tanah dasar, curah hujan, beban lalu lintas berdasarkan klasifikasi Asphalt Institute, faktor pertumbuhan lalu lintas, dan umur layanan jalan. Parameter tersebut dinyatakan dalam angka. Korelasi antara parameter tersebut terhadap nilai IRI dianalisa untuk mendapat informasi mengenai seberapa besar parameter-parameter tersebut berpenngaruh. Hasilnya menunjukan bahwa structural number dan umur layanan jalan secara signifikan mempengaruhi nilai IRI, sementara tipe tanah dasar dan curah hujan memiliki pengaruh cukup kecil terhadap nilai IRI.

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The performance of road service ability is stated by the International Roughness Index (IRI) which was developed by World Bank. IRI is used to define a characteristic of the longitudinal profile of a traveled wheeltrack and is accepted for evaluating pavement serviceability, especially its riding quality. The commonly recommended units are meters per kilometer (m/km). Generally, as the age of pavement increases, its condition deteriorates and its IRI values increases. In road planning, traffic loading and subgrade type are the main factors determining the structural number, as one of the major inputs for flexible pavement layer thickness. The road which is well-constructed has the optimum serviceability performance over its service age. The Highway Development and Management (HDM) program has been adopted by many countries in road planning for predicting their road network's IRI values over the analysis period so they can analyze the convenient way for their road construction. The parameters used in this study are subgrade type, rainfall, traffic loading (normal loading and overloading) based on Asphalt Institute classification, traffic growth, and road service age. Those parameters are assumed in numbers. The correlation of those parameters to IRI values are analyzed to get information about the more and the less affected parameters. The results show that the structural number and road service age significantly impact the roughness, while subgrade type and rainfall have little influence on the IRI values."

"Pekerjaan rigid pavement pada proyek jalan tol Trans Sumatera ruas Pekanbaru-Padang merupakan salah satu tahap konstruksi yang sangat krusial dalam menjamin kualitas dan keberlanjutan jalan tol. Daftar ketidaksesuaian yang tercatat dalam Berita Acara (BA) PHO akibat berbagai faktor, seperti aspek teknis, keterbatasan sumber daya, hingga pengelolaan proyek yang kurang optimal. Penelitian ini bertujuan untuk mengidentifikasi jenis-jenis Defect List yang sering terjadi pada perkerasan rigid pavement, merumuskan langkah-langkah efektif untuk meminimalkan terjadinya Defect List, serta menganalisis risiko yang muncul akibat deffect rigid. Hasil penelitian menunjukkan bahwa penerapan strategi antisipasi mampu mengurangi jumlah Defect List. Pada lokasi yang penulis lakukan yaitu STA 58+400 hingga STA 60+200, jumlah Defect List yang ditemukan terdiri atas 9 defect minor dan 9 defect mayor. Angka ini lebih rendah dibandingkan dengan dua lokasi lainnya, yakni STA 55+200 hingga STA 57+000 dengan 15 defect minor dan 20 defect mayor, serta STA 60+200 hingga STA 62+000 yang mencatat 12 defect minor dan 32 defect mayor. Perbedaan ini diduga disebabkan oleh kurangnya penerapan langkah-langkah preventif pada lokasi-lokasi tertentu. Melalui penelitian ini, diharapkan menjadi panduan dalam pelaksanaan pekerjaan rigid pavement, sehingga kualitas konstruksi jalan rigid pavement dapat ditingkatkan dan diharapkan berkontribusi dalam pengembangan konstruksi jalan di masa mendatang.

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The rigid pavement work on the Trans Sumatera toll road project section, Pekanbaru-Padang, is one of the most crucial construction stages in ensuring the quality and sustainability of the toll road.  The list of discrepancies recorded in the PHO Minutes of Meeting (MoM) is due to various factors, such as technical aspects, resource limitations, and suboptimal project management. This research aims to identify the types of Defect Lists that frequently occur in rigid pavement, formulate effective steps to minimize the occurrence of Defect Lists, and analyze the risks that arise due to rigid defects. The research results show that the implementation of anticipation strategies can reduce the number of Defect Lists. At the location I examined, namely STA 58+400 to STA 60+200, the number of defects found consisted of 9 minor defects and 9 major defects. This figure is lower compared to the other two locations, namely STA 55+200 to STA 57+000, which had 15 minor defects and 20 major defects, and STA 60+200 to STA 62+000, which recorded 12 minor defects and 32 major defects. We suspect that the lack of implementation of preventive measures at certain locations is the cause of this difference. This research aims to guide the implementation of rigid pavement work, enhancing its quality and potentially contributing to the future development of road construction. "

"Pada perbaikan jalan baik dengan metode milling maupun crushed, kupasan aspal atau Reclaimed Asphalt Pavement RAP hanya dibuang dan tidak dimanfaatkan dengan baik. Campuran beraspal yang diolah dari maerial baru selalu digunakan untuk membuat perkerasan jalan. Hal ini menjadi masalah ketika sampah RAP terus menumpuk dan ketersediaan material baru seperti agregat dan aspal di alam terus berkurang. Penelitian ini bertujuan untuk memanfaatkan aspal daur ulang atau RAP sebagai material campuran beraspal, sehingga tidak hanya dibuang dan menjadi sampah. Metode penelitian yang digunakan yaitu eksperimen dengan melakuan Marshall Test pada material RAP yang digunakan. Pencampuran dilakukan menggunakan metode campuran beraspal hangat atau warm mix asphalt WMA dengan manambahkan zeolit pada proses pencampuran beraspal jenis Laston Lapis Aus AC-WC. Proses pencampuran dilakukan pada temperatur hangat yaitu 120°C. Temperatur yang lebih rendah daripada hot mix asphalt dapat mengurangi penggunaan bahan bakar dan mengurangi emisi gas karbon yang dihasilkan. Kesimpulan yang diambil dari penelitian ini adalah pengaruh dari jumlah RAP dan kadar aspal yang digunakan pada campuran WMA-RAP, serta menganalisis campuran yang paling bagus dan sesuai dengan standar Bina Marga.

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On road improvements with both milling and crushed methods, asphalt peel or Reclaimed Asphalt Pavement RAP is only discarded and not utilized properly. A paved mixture processed from a new material is always used to make pavement. This is a problem when RAP trash continues to accumulate and the availability of new materials such as aggregates and asphalt in the nature continues to decrease. This study aims to utilize recycled asphalt or RAP as an asphalt mixed material, so it is not only thrown away and becomes garbage.

The research method used is experiment with Marshall Test done on RAP material used. This research uses warm mix asphalt WMA mixture method by adding zeolite to powder mixing process of Asphalt Concrete Wearing Course AC WC type. The mixing process is carried out at a warm temperature of 120°C. Lower temperatures than hot mix asphalt can reduce fuel use and reduce the emissions of carbon produced.

The conclusions from this research are the effect of the amount of RAP and the asphalt content used in the WMA RAP mixture, as well as analyzing the best mixture and in accordance with DGH standards."

"Kondisi perkerasan akan mengalami perubahan seiring berjalannya waktu. Perubahan yang terjadi mengakibatkan perubahan kecepatan rata-rata lalu-lintas yang dapat dicapai. Semakin baik kondisi perkerasan maka kecepatan yang bisa dicapai juga semakin tinggi. Tingkat kecepatan kendaraan juga turut mempengaruhi perkembangan lalu-lintas. Karya tulis ini membahas tentang konsep dan pendekatan yang diambil dalam memprediksi tingkat kerataan permukaan serta pengaruh kondisi perkerasan terhadap jumlah kendaraan yang melintas ruas jalan tersebut. Sebuah program aplikasi yang didasarkan pada konsep dan pendekatan tersebut akan dibuat. Program yang dibuat membantu mensimulasi dan akan memberikan output berupa perkiraan perkembangan kondisi yang akan terjadi dari parameter-parameter yang ditinjau."