Search

In the construction world, most flexible pavement constructions use synthetic asphalt made from crude oil and well-known as conventional asphalt. Therefore, to find more environmentally friendly construction people around the world are very interested in finding a bioasphalt. The bioasphalt is used because of several reasons, such as asphalt mixtures derived from plants and trees could replace petroleum-based mixtures. One of bioasphalt which can be used as an alternative material of conventional asphalt is resin ( damar ). The existence of damar in Indonesia is very huge, especially in Lampung, South Sumatera, Indonesia. In this study, the researchers used experimental research based on laboratory works. The percentages of natural resin used in the conventional asphalt 60/70 pen are 0%, 2.5%, 5%, 7.5% and 10% modification. The selected test, including Marshall stability test to get the optimum bitumen content, unconfined compressive test, indirect tensile test and permeability test. The research result shows that asphalt with resin is different with conventional asphalt 60/70 pen in terms of asphalt quality, because the asphalt modified with resin has higher penetration value and specific gravity than conventional asphalt. The result of the Marshall stability test, unconfined compressive test, indirect tensile test and permeability test is high if the asphalt modified with higher natural resin. On the other hand, the optimum bitumen content value relatively similar with the modification of natural resin. [ABSTRACT FROM AUTHOR]

The road section of Palur-Sragen-Mantingan categorized as a national road and serve 43.00 km long arterial road, is the part of the middle lane that connects the important cities in Java Island. The damage that frequently occurs will certainly affect the safety and comfort of road users. Road surface condition assessment is one step to determine the type of program evaluation needs to be done. This study aims to determine the functional condition of the road by three methods and to assess the closeness of the relationship between these three methods. The descriptive study is carried out to conduct the comparability of the road condition assessment data resulted from three methods for analyzing the results of the assessment of road conditions between the years of 2011-2013. The assessment method of road conditions consists of the International Roughness Index, the Pavement Condition Index and the Surface Distress Index. The correlation between these methods were obtained from the Pearson correlation analysis based on CurveExpert program. The results showed that the linear regression analysis between the methods of IRI and PCI showed the value of PCI=0.966+10.919IRI, it means there is a positive correlation between the two methods and the r value is 0.976 indicates a very close correlation between the two methods. IRI and SDI method show the value of SDI=32.684+3.355IRI, it means a positive correlation between the two methods and the r value is 0.203 indicates a poor relation between the two methods. PCI and SDI method show the value of SDI=18.023+0.592PCI, it means there is a positive correlation between the two methods and the r value is 0.381 indicates a poor relation between the two methods. Limited from this research, the conclusion could be drawn that the different method of functional measurements could potentially result in the different pavement index, consequently the different decision for pavement and rehabilitation scheme. [ABSTRACT FROM AUTHOR]

Pavements were usually planned as an impermeable layer to protect the sub grade from water intrusion which weakens the bearing capability of the sub grade. However, the more area to be protected from water ingress resulted in an abundant surface flow that cause reduction in green areas which impact on the reduction of water catchment areas. To anticipate this problem, the use of adequate strong pavement layer, but more environmentally friendly which allow the water to hang through the layer and absorbed into the sub grade that could cut the surface flow but keep up the potency of the layer is expected. The purpose of such layer is possible for low traffic volume road. The objective of this study is to design the adequate strength of porous concrete filled with soil and sand for low volume traffic road. The study was conducted using the experimental method, namely by reducing the proportion of fine aggregate in the mix design of conventional concrete. Crushed stone aggregate used is a uniform size of 1-2 cm. The proportion of fine aggregate used is 30% of the proportion of coarse aggregate. The voids of the each type of porous concrete were then filled with soil, natural sand and volcanic sand. The filled samples were then assessed for water permeability, speed of absorption and compressive strength. The test results with a variety filler of porous concrete, namely soil, natural sand and volcanic sand were obtained and analyzed. The highest vertical and horizontal permeability's achieved with natural sand filled samples by 0.38 cm/Sec and 0.364 cm/Sec, respectively. The rate of absorption achieves the highest value of 0.337 for porous concrete filled with natural sand. The high compressive strength value of 5.71 MPa belongs to the porous concrete filled with volcanic sand. However, it is recommended that the filled porous concrete is only suitable for low volume traffic road such as road shoulders, parking lots and pedestrian paths. [ABSTRACT FROM AUTHOR]

Numerous factors cause damage to the road so that the remaining service life of the existing pavement and long-term road maintenance are unpredictable. The aims of this paper are to evaluate the condition of the road performance and damages and to calculate the remaining service life of the pavement on East Line of South Sumatera, as well as examining the relationship between these two values. This research includes the evaluation of five sections of the route with a various damaged condition and detailed appraisal of road conditions using the Pavement Condition Index (PCI), while the prediction of the remaining service life using the deflection data acquiring from Falling Weight Deflectometer measurements. The correlation of PCI value and remaining life service, intellectually established, created regression model to obtain the relationship and the correlation coefficient. The outcomes demonstrated that the road segments I, II, III, IV, and V have a PCI value of 56.1 (good), 37.8 (poor), 9.3 (very good), 39.0 (poor), and 95.0 (excellent) respectively and the remaining service lives sequentially are 2.39 years, 0.65 years, 4.43 years, 0.11 years and 3.57 years. The correlation between the PCI value and the service life of the pavement is y = 4,1872ln (x) -14.728, with the correlation coefficient is 0.88 which strong level of relationship. [ABSTRACT FROM AUTHOR]

Pavement deterioration that happens at the highways causing huge losses, particularly for road users, such as increased journey time, congestions, accidents and etc. Moreover, the oncoming vehicles at slow speed will create more pollution through greater emissions and its impression on human wellness. This research examines how road damages effects of the vehicle speed subsequently to the motor vehicle emission. This research stages begins with assessment of pavement condition uses PCI methods, six locations with different pavement conditions (excellent, very good, good, fair, poor, very poor) are selected and calculated the average of vehicles speed on those locations. In the next stage, calculated emissions in six locations use mobilev software. The outcomes of this research indicate that in excellent roads condition, vehicle's average speed is 65,38 km/h, CO emissions by 20818.63 g/h/km, CO2 emissions by 1632864.82 g/km/h, NO2 emissions by 476.39 g/h/km, Particulate Mass by 168.078 g/h/km, SO2 emissions by 4.262 g/h/km. In really poor road condition, vehicle’ average speed is 29.09 km/h, CO emissions by 21393.74 g/h/km, CO2 emissions by 1671812.447 g/h/km, NO2 emissions by 488.74 g/h/km, Particulate Mass emissions by 172.238 g/h/km, SO2 emissions by 4.359 g/h/km. The finale has been noticed that there is a decrease in vehicle's speed by 55% in very poor road condition compared to excellent road condition. The average emission exhausted from the vehicles increase by 2.49% in very poor road condition compared to first-class shape. Thus, it is necessary to keep the road condition in order to cut down the difficulties caused to the vehicle users and to keep the atmosphere in excellent shape. [ABSTRACT FROM AUTHOR]