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Road damages might affect pavement condition which leads to reducing the remaining service life of the pavement. Two methods widely known to measure the pavement condition are among others: the Pavement Condition Index (PCI) and the International Roughness Index (IRI). Both intended to measure the functional condition of the pavement. This study aims to show the relationship between PCI and IRI, hence the road roughness can be predicted from on-foot survey measurements. It will start by collecting the distress and its severity parameter as well as the roughness of 6 road sections using Hawkeye mobile car. The car is a complete modular system to measure roughness (using profilometer), capture images and measure the severity of the road distresses and else. The results show that the pavement condition of the 6 sections fall into the category of poor and above. While 44% of the segments are fair. The roughness conditions of all road sections are good or acceptable. The correlation analysis shows that the PCI cannot necessarily explain the IRI, even though both are used to express the functional condition of road pavements, because what Hawkeye measures for the two indices is different.

Transportation infrastructure is a crucial component of national development. Road infrastructure development could lead to increased productivity, global competitiveness, employment opportunities, real sector growth, and reduced poverty. Therefore, this case study aimed to assess the willingness of toll road users in Central Java Province to pay for toll roads and the extent to which the parameters of gender, education, type of vehicle, and occupation affect the willingness to pay. The study also analyzed the variables influencing the toll user’s willingness to pay (WTP). These variables include road conditions, income, age, type of vehicle, frequency of toll users, and travel destinations. Eviews software was used to analyze the economic impact of toll users through logistics regression. Furthermore, Stata software was used to conduct a descriptive analysis of the questionnaire data. The results showed that the frequency of toll users has the greatest impact on willingness to pay, surpassing traffic conditions, type of vehicle, purpose of travel, and travel time. The odds ratio value for the toll user’s frequency was 66.85 [95% CI (13.02-343.07)]. It means that people using toll access more than 15 times are 66.85 times more willing to pay than those using the roads less frequently.

Brebes Regency is one of the areas crossed by the north coast road (Pantura). This road is very important and forms the basis of land transportation traffic on the island of Java. We often encounter traffic jams on this road because it is part of a national road along the northern side of the island of Java. There are several treatments that are usually carried out to repair roads that have been damaged, one of which is the addition of a thick layer or overlay. Therefore, researchers conducted an analysis study of the added layer thickness (overlay) on the road to find out and analyze the results of the 2017 Road Pavement Design Manual overlay method and the Shell Pavment Design Method (SPDM) program method. In this study, the data collected were primary data and secondary data, namely road profiles obtained directly from field observations, average daily traffic data (LHR) and Falling Weight Deflectometer (FWD). The results of the overlay calculation using MDP 2017 obtained an overlay value of 50 mm and the SPDM program was 46 mm. An effective method in terms of data requirements, calculations and time is the SPDM program because when it is used it can be easily and calculated automatically in the program, whereas if you use MDP 2017 the calculations are still manual and the determination of the overlay thickness uses a graphic that accurately adjusts the user's foresight and will affect the results of the overlay calculation.

Road quality degradation affecting on safety and comfort of road users. It is necessary to carry out regular assessments of the functional and structural condition of the pavement. Evaluation of functional and structural conditions is carried out to maintain the good quality of road services. This research aims to evaluate the functional and structural conditions using the Pavement Condition Index (PCI) method and the functional condition of the road using the International Roughness Index (IRI) method. The tool used in testing functional conditions is the Hawkeye 2000 car which generates Pavement Condition Index data for each road segment, then calculates the average PCI value and the conditions on the road segment. From the analysis of the functional condition of the road pavement, the Pavement Condition Index value was obtained for Kudus East Ring Road Section at 57.05 (Fair), Pati Ring Road Section at 60.57 (Fair), and Wangon-Menganti Road Section at 78.35 (Satisfactory). From the results of the analysis of the functional condition of the road pavement, the International Roughness Index value was obtained for Kudus East Ring Road Section at 5.16 (Medium), Pati Ring Road Section at 4.94 (Medium), and Wangon-Menganti Road Section at 4.64 (Medium). The results of the correlation of the 2 parameters using SPSS on each successive road section show "weak correlation" with r = 0.2754; "moderate correlation" with r = 0.5534; and "no correlation" with r = 0.0435.

Central Java Province has experienced increased movement due to economic, social, and cultural developments. This increased activity has caused transportation problems, highlighting the need for effective transportation planning. A commonly used method for transportation planning is the four-step technique. Therefore, this study aimed to estimate the origin-destination (O-D) matrix for Central Java Province in 2022 and 2040. The traffic count method was utilized for calculating the O-D matrix in 2022, while the gravity method was employed for 2040. The results showed that the total movement for 2022 was 50,295 PCU/hour, while the projected amount for 2040 was 139,674 PCU/hour. In 2022, the action was primarily dominated by internal-internal trips, which account for 75% or 37,528 PCU/hour. In conclusion, the proposed approach has good validity, as indicated by a coefficient of determination (R2) of 0.677.

The design life of a road is the amount of time a road can take from the time the road is used until the road requires major repairs. The inability of a pavement to reach its design life can be caused by several factors. These factors cause the uncertainty of the service life of the road, so that the remaining service life of the pavement becomes difficult to predict. This study will discuss the condition of the road pavement and predict the remaining service life on the Losari - Pejagan road, Demak ring road, and Rembang - Bulu road sections using the PCI (Pavement Condition Index) and Benkelman Beam (BB) methods. Based on the analysis of road condition assessment, the average PCI value for the Losari - Pejagan road section is 45.76 (poor), for the Demak Ring road section is 74.63 (satisfactory), and for the Rembang - Bulu road section is 50.41 (poor). The results of the analysis of the remaining service life using the PCI method found that 67.2% of all segments on the three road had a remaining service life of less than a year and 32.8% of all segments had a remaining service life of more than 1 year. Using the BB method, it was found that the remaining service life of 93.7% segments on the three road are less than a year and 6.7% segments are more than 1 year.

Rubberized thin surfacing hot mix asphalt (RTSHMA) is a type of flexible pavement that is currently being developed. It can provide the same good performance as asphalt concrete-wearing course (AC-WC). Based on previous research, the use of crumb rubber in the asphalt mixture can provide several advantages, such as increasing the flexibility of the mix so that the pavement is more resistant to cracking. Based on research showing the advantages of rubberized asphalt, the idea emerged to apply it in the field, namely on the Palur-Sragen City Boundary section as wearing course. The method of analysis in this study was modeling the pavement structure with the KENPAVE and BISAR 3.0 programs. The analysis results showed that the AC-WC model and RTSHMA model have the same good performance because both of them have a service life of more than twenty years, which is the standard for flexible pavements. However, RTSHMA has an advantage, i.e., the thickness layer is 25% thinner than AC-WC's. With a thinner layer than AC-WC but the same good performance, RTSHMA is worth considering as an alternative pavement, especially for overlays. [ABSTRACT FROM AUTHOR]

Flexible pavement is a road pavement type which is commonly used, however rigid pavement is also widely used now days in Indonesia. It has even been used for local roads (managed by local authority), which take in heavy vehicle loads. This rigid pavement is used because it has longer service life and higher durability. The need for a durable road resulted in higher construction costs, whereas the budget for local road design and construction is often limited. This study aims to evaluate the agency costs that must be incurred for flexible and rigid pavement construction. Two alternatives of design life are simulated for each type of pavement, namely design lives of 10+10 year and 20 year for flexible pavement and design lives of 20+20 year and 40 year for rigid pavement. The agency costs of those alternatives are analysed using Life Cycle Cost Analysis (LCCA) program-RealCost 2.5. The results show agency costs for alternative flexible pavement 1 (design life of 10y + 10y) and alternative 2 (design life of 20 y) are $ 1,421,930 and $ 1,061,680 respectively. Furthermore for the rigid pavement, the agency cost for alternative 1 (design life 20y + 20 y) and alternative 2 (design life 40 y) is $. 443,990 and $. 350,870 respectively.

The unsatisfactory condition of Indonesia’s local roads needs to be improved to support the national transportation network. However, construction activities to improve it often have negative impacts, among other: an increase of user cost. This article aims to calculate user cost generated by flexible and rigid pavement construction. This study was carried out on a local road in Indonesia. Life cycle cost analysis (LCCA) method is used to analyse the user cost. The results show that user cost of flexible pavement construction of 10 years and 20 years’ design life are US$ 734,290 and US$ 449,830 respectively, futhermore user cost of rigid pavement construction of 10 years and 20 years’ design life are US$ 1,994,920 and US$ 1.203.640 respectively. These indicate that the longer the analysis period, the more economical the user cost.

Asphalt mixture is a viscoelastic material. Several factors affect the behavior of a viscoelastic material. Temperature and loading time are the most critical of these parameters. Vehicle speed affects time loading, therefore it’s very important to know the influence of vehicle speed changes in mechanistic performance of bitumen and asphalt mixture with different aggregate gradation types, namely dense graded and gap graded. Based on data of bitumen penetration, bitumen softening point, volume of bitumen, volume of aggregate and volume of voids, mechanistic performance of bitumen and asphalt mixture influenced by vehicle speed changes can be predicted using the software BANDS 2.0. The variation of vehicle speed will be carried out to see its significance. The results of the BANDS 2.0 simulation show that vehicle speed changes influence bitumen stiffness, asphalt mix stiffness and fatigue life asphalt mix. The higher the vehicle speed is, the higher bitumen stiffness and asphalt mix stiffness will be, but fatigue life asphalt mix will be lower. At the same vehicle speed, asphalt mix stiffness of dense graded mixture will be higher than gap graded mixture. The other way for fatigue life asphalt mix.

Road an important component for a region, as well as for Magetan Regency, its position is located at the end of East Java, making the road infrastructure very useful. For this reason, it is necessary to assess the condition of the pavement and the outer side of the pavement and get results. The assessment model of the national road component condition in Magetan district was developed by adopting a condition index system according to the weight and hierarchy of each road component. The weighting of road components using the Analytical Hierarchy Process (AHP) method through questionnaires resulted in the weight of pavement components 0,80 and for the components outside the pavement of 0.20 with the road shoulder sub component having a weight of 0.37; drainage channel / edge 0.33; edge slopes 0.15; sidewalks of 0.09 and 0.06 and pavement values using the PCI method, where the results of road performance when observed from pavement or out of pavement spawn periodic maintenance.

Local knowledge of a region is an asset that encourages the identification of a region. Hence, the specificity, uniqueness, and character that animates a particular city can distinguish it significantly from other cities. Sago tree fronds are widely applied to buildings as an alternative material for making tiles for roofs and other parts of buildings. The sago palm has long been used for making roofs and walls, especially in traditional houses. Few previous studies have used sago fronds as a manufacturing material for traditional houses. However, based on data in the field, many traditional houses still use sago fronds as a roof and wall framing material. This is also an effort to overcome the urban heat island phenomenon (UHI) in buildings. The UHI phenomenon is a phenomenon of urban development that highly affects environmental quality conditions and causes microclimate changes where air temperature conditions in urban areas are higher than the surrounding air temperatures. Sago midrib fiber is a natural composite material used as a reinforcing material for natural composite materials due to its thermal and mechanical properties. Composite materials using the hand lay-up technique—with characterization methods including the impact test and the DSC test, variations in N a O H levels, and variations in the resin–catalyst matrix—were used in this study. The results obtained were then compared with those in the literature. The results showed that 6% N a O H obtained the most significant impact value of 2.1 J , and the resin–catalyst matrix variation of 97.5%:2.5% obtained the most significant impact value, which was 2.4 J. Meanwhile, the DSC test results showed that the material's best value for retaining heat was at 4% N a O H content variation and a resin–catalyst matrix variation of 97.5%:2.5%. [ABSTRACT FROM AUTHOR]