Abstract.Base layer with grained material tend to occur in saturated condition at the moment of rainfall or after rainfall. In that condition, the present of traffic might also create movement below the foundation layer and reduce its bearing capacity. Nevertheless, the foundation material that contain large fine creates base layer with low permeability and slow water movement. This paper presented the procedure and result of laboratory experimental study to obtain basic property criteria for rigid pavement base layer.The porous concrete mixture was successfully designed and surpassed the minimum requirements required by Directorate General of Highways [11] [12]. It was found that there was very strong correlation between void content and permeability which created fine likelihood to use void content to represent porous concrete permeability behavior. High void content with good connection resulting weaker aggregate interlocking inside the mixture so that permeability rose whereas compressive strength fell. Solid fresh density and more filled by cement paste created a smaller void that would reduce permeability and improve compressive strength. Strong correlation between fresh density towards void content and permeability opened potency to use the fresh density as a reference to set the desired porous concrete void content on the field.
In Indonesia, most of the rigid pavement generally use to carry heavy traffic. The combination of trapped infiltration water and repeated traffic loading will generate void between the base layer surface and surface layer base (erosion). Erosion phenomenon could lead to the loss of foundation support, short-term service life issue. Base layer with drainage type like pervious concrete could be useful to tackle those problems. KENSLABS program which is based on the finite element method has been widely used to analyze the pavement response. Some advanced parameters are varied in the simulation to analyze their impact against fatigue life through the mechanistic approach. It was found that the thickness ratio between the surface layer and the base layer can influence the rigid pavement fatigue life. The slab thickness should also be limited when pervious concrete is used as a base layer with an unbonded condition. Pervious concrete with the bonded interface has a longer fatigue life than lean concrete with the bonded interface. The difference among the advanced property values from base layer material and the thickness ratio between the surface layer and the base layer plays an important role in fatigue life value as well. Either in unbonded condition or in bonded condition, fixed base layer with a minimum thickness is more recommended when pervious concrete is used as a base layer because it requires thinner total slab thickness. In sum, pervious concrete could be recommended as an alternative base layer to replace lean concrete.
Porous concrete has been widely used for many purposes in this couple of days. In reality, it might be difficult to create an ideal uniform graded porous concrete mixture proportion with the field gradation circumstances. The aim of this study was to find a porous concrete mix-design proportion that could adjust field gradation and meet Specifications requirements by utilizing continuous graded aggregate. Compressive strength and vertical permeability produced by porous concrete using continuous graded aggregate stayed above the minimum limit for base layer required by Specifications. Continuous graded porous concrete from mix-design variation II produced higher compressive strength, but lower void content and vertical permeability compared to mix design variation I at the age of 28-days. It was found that continuous graded porous concrete from both mix-design variations had an optimum basic parameters in specific value as well. Porous concrete that adjust the field gradation gave a better basic property criteria compared to ideal gradation. The relationship between void content and vertical permeability from continuous graded porous concrete had a similar behavior with uniform graded porous concrete. Overall, the use of continuous graded porous concrete would be very helpful in Indonesia because it can adjust the gradation on the field.
Tujuan dari penelitian ini adalah untuk mengevaluasi kinerja struktural dari perkerasan lentur yang terletak di Jalan Nasional PANTURA ruas Ciasem-Pamanukan. Dalam analisis kondisi struktural data lendutan FWD (Falling Weight Deflectometer) digunakan untuk menghitung beberapa variabel dalam metoda AASHTO 1993, yaitu: nilai Modulus Resilien dari Subgrade (M R), nilai Modulus Efektif di atas tanah dasar (E p). Kemudian perhitungan dilanjutkan dengan menggunakan data tebal perkerasan dan nilai PSI untuk mendapatkan Structural Number Original (SN O), kumulatif ESAL aktual, Structural Number Effective (SN eff), Umur Sisa Perkerasan dan Structural Number in Future (SN f). Hasil Analisis Struktural memberikan nilai Umur Sisauntuk tiap segmen dan juga rekomendasi penanganan yang diperlukan dengan menggunakan kriteria penanganan menurut Bina Marga,yaitu SN eff /SN f > 0,70. Perhitungan beban sumbu untuk kendaraan berat yang menggunakan WIM (Weight-in-Motion) data menunjukkan nilai Truck Factor yang sangat besar, contohnya : 91,54 untuk Gol.7C-3. Analisis beban sumbu secara umum juga menunjukkan bahwa kendaraan berat lebih suka menggunakan jalur cepat untuk setiap arah. Secara umum penelitian ini membuktikan bahwa Jalan Nasional PANTURA membutuhkan program pemeliharaan yang sangat intensif setiap tahun karena volume lalu lintas yang tinggi dan nilai Truck Factor yang sangat besar pada beberapa kendaraan berat.
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