Overlay Thickness of Flexible Pavement Analysis Using the Austroad 2010 Method and the Kenapave Program Case Study: CIPALI (Cikopo—Palimanan) Toll Road
Keywords:
Flexible Pavement, AUSTROAD 2010, KENLAYER, CIRCLY, Overlay ThicknessAbstract
Toll roads have an important role on the economic development, therefore it is necessary to make road improvements to increase the road serviceability or minimum service standards (standar pelayanan minimal / SPM), as described in the Indonesian Government Regulation No. 34 of 2006 on roads. The CIPALI toll road has operated since 2015 and it connects Cikampek and Palimanan. Therefore, it is important to carry out a structural maintenance, in this case is by adding an overlay so that the pavement structure remains stable in supporting the repetition load which always increases over time. This study aims to analyze the overlay thickness using the AUSTROAD 2010 mechanistic procedure with the help of the CIRCLY and KENPAVE program, with a study area on the CIPALI toll road between kilometer 110 + 000 to kilometer 115 + 000. Referring to the results of the analysis, the overlay thickness calculated using the CIRCLY program requires a minimum thickness of 170 mm for the 2-layer model and 3-layer model in the direction towards Subang, and 160 mm for the 2-layer model and 150 mm for the 3-layer model in the direction toward Palimanan. The overlay thickness needed with an analysis using the linear-elastic KENLAYER program in the direction towards Palimanan is 140 mm for the 2-layer model and 100 mm for the 3-layer model, while the thickness of the overlay in the direction towards Subang is 160 mm for the 2-layer model and 130 mm for the 3-layer model. The overlay thickness needed with an analysis using the nonlinear KENLAYER program in the direction towards is 120 mm for the 2-layer model and 80 mm for the 3-layer model, and for the direction toward Subang is 140 mm for the 2-layer model and 100 mm for the 3-layer model.Jalan Tol memiliki peran penting terhadap perkembangan ekonomi sehingga memerlukan standar pelayanan minimal (SPM) yang mantap, sebagaimana tertulis dalam PP No.34 tahun 2006 tentang jalan. Jalan tol Cipali beroperasi di tahun 2015 yang menghubungkan Cikampek ke Palimanan. Oleh karenanya penting untuk dilakukan pemeliharaan struktural dengan lapis tambah agar struktur perkerasan tetap mantap dalam menopang beban repetisi yang terus bertambah. Penelitian ini bertujuan untuk menganalisis tebal lapis tambah menggunakan prosedur mekanistik AUSTROAD 2010 dengan program CIRCLY dan program KENLAYER untuk wilayah studi tol Cipali antara KM110+000 hingga KM115+000. Analisis yang dilakukan menghasilkan tebal lapis tambah yang menggunakan program CIRCLY membutuhkan tebal minimum 170 mm untuk model 2 lapisan dan 3 lapisan (arah menuju Subang) dan 160 mm untuk model 2 lapisan dan 150 mm untuk model 3 lapisan (arah menuju Palimanan). Kebutuhan tebal lapis tambah menggunakan program KENLAYER (elastik linier) arah Subang 160 mm untuk model 2 lapisan dan 130 mm untuk model 3 lapisan, sedangkan arah Palimanan adalah 140 mm untuk model 2 lapisan dan 100 mm untuk model 3 lapisan. Apabila menggunakan program KENLAYER elastik non-linier arah Palimanan adalah 120 mm untuk model 2 lapisan dan 80 mm untuk model 3 lapisan. Untuk arah Subang adalah 140 mm untuk model 2 lapisan dan 100 mm untuk model 3 lapisan.
References
Aji, Akhmad Haris F. (2014) Structural Evaluation of Flexible Pavement Using the Aashto 1993 Method and the Bina Marga 2013 Method (Case Study: Jalan Losari - Cirebon) (In Indonesian), Thesis of STJR, ITB, Bandung.
AUSTROAD. (2009). Guide To Pavement Technology Part 5: Pavement Evaluation and Treatment Design. Australia.
AUSTROAD. (2010). Guide To Pavement Technology Part 2 : Pavement Structural Design. Australia.
Behzad Ghadimi, et all (2014) A Comparison Of Different Approaches In Numerical Modeling Of Pavement Granular Material. Curtin University. Australia 2014
Behzad Ghadimi, et all. A Comparison between Effects of Linear and Non-linear mechanistic behaviour of materials on the Layered Flexible Pavement
Bodhinayake.Beatrice Chandrani. A Study On Nonlinier Behavior Of Subgrades Under Cyclic Loading For The Development Of A Design Chart For Flexible Pavement. University Of Wollonggong. 2008
Chegenizadeh Amin, et all. Flexible Pavement Modelling using Kenlayer. Curtin University. Australia. 2016
Huang.H Yang. (2012). Pavement Analysis And Design Second Edition. United State Of America. 2012
Juhara Agus.(2010) Non-Linear Behavior Analysis on the Flexible Pavement Response Using the Kenlayer Program (In Indonesian). Master's Thesis, Institut Teknologi Bandung
Kumar Harish. Analysis Flexible Pavement Using Kenlayer. National Institute Of Technology Kurukshetra. 2013
Mahendra, M. Oka. (2014). Evaluation of the Structural Condition of Flexible Pavement Using the Bina Marga Method (PT-T05-2005-B) and the AUSTROADS 2011 Method (In Indonesian), Master's Thesis, Institut Teknologi Bandung
Ministry of Public Works. (2012). Determination of Road Class Based on the Carrying Capacity to Receive the Toughest Axis Load and Dimensions of Motorized Vehicles on Java and Sumatra Islands (58/KPTS/M/2012), Jakarta.
Public Works Department. (2017). Road Pavement Design Manual Number 04/SE/Db/2017, Jakarta.
Subagio, B.S., Wibowo, S., Ferdian, T., Sufanir, S., Mahadika, A. (2008). Comparison of the Overlay Thickness Designs Using the Everseries Program and AASHTO 1993 Method on the Cikampek Toll Road (In Indonesian), Master's Thesis, Institut Teknologi Bandung
Wibowo, Ajitomo. (2015). Comparative Study of the Overlay Thickness of the Flexible Pavement Using Austroads 2011 Method and Bina Marga 2013 Method (In Indonesian), Master's Thesis, Institut Teknologi Bandung
