160211 Rigid Pavement SAMP Buat Report

1. GENERAL

1.1 OUTLINE OF STRUCTUREProject : PODOMORO INDUSTRIAL PARKClient : PT SAMPLocation : KARAWANGStructure Name : RIGID PAVEMENT FOR MAIN ROAD

1.2 DESIGN PHILOSOPHY1.2.1 Unit of Measurment

Unit of measurment in design is in metric/imperial system1.2.2.Computer Software that is used in design analysis

- MS Excel

1.3 CODE AND STANDARD1.3.1.General Codes and Standard

- Pd T-14-2003Departemen Permukiman dan Prasarana Wilayah - Perencanaan Perkerasan Jalan Beton Semen

- AUSTROAD 2004Guide To Pavement Technology , Part 2 : Pavement Structural Design

- PCAPortland Cement Association

- SKBI 1.3.53 - 1987 Indonesian Loading Code for Building

- ACI 318 - 08Building Code for Structural Concrete

- ASTMAmerican Society for Testing and Material

1.3.2.Spesific Codes and Standard- TPP-00-A0-ES-001-R

Design Specification for Civil & Structural

1.4 USED MATERIAL AND ALLOWABLE STRESS1.4.1 Concrete

Compressive Strength of concrete at 28 days ( Cilinder Test ) shall be as follows ,unless otherwise specified

fc' > For Leveling Concrete

f s = For Road and Pavementf c' = (K-350)

Concrete Specific Gravity 2400 kg/m3

1.4.2 Reinforcing Steel BarMaterial Grade Yield Strength ( Min. )

Wiremesh fyw kg/cm2Deformed Bar fyd kg/cm2Plain Bar fyp kg/cm2

Steel Specific Gravity 7850 kg/m3

2. ROAD / PAVEMENT DESIGN

2.1. Design Parameters :1. Pavement Type =2. Width of concrete pavement =3. Number of Lane =4. Concrete Shoulder =5. Drainage Facility =6. Subgrade Design =7. Subbase Thickness (see figure 1) = bound type8. Effective Subgrade Strenght (see figure 1) =9. Distribution Coefficient (see table 1) = (C)10. Desired project reliability =11. Load Safety Factor (see table 2) = LSF12. Conc. Pav. Trial Thickness (see table 3) =13. Design traffic Periods =14. Traffic Growth per Year =

20 years4%

150 mm27.5% CBR

0.790%1.1

250 mm

JRCP8 m

2NO

Good4% CBR

10.4 MPa

4.5 MPa29.05 MPa

500039002400

160211-Rigid-Pavement-SAMP-buat-report 1 of 9 By PT INDOKOEI INTERNATIONAL

15. Estimation of ADT (Average Daily Traffic), "based on NIPPON KOEI report on KIIC project " : a. Lot Area (Ha) = 213 ~ Hab. Employee (90 persons/ha) = (a)*90 = personsc. Cargo Volume (ton/day) = (a)*0.8 ton/year/m2/300 day = ton/dayd. Truck Traffic = (c)/4 t/0.6 (load efficiency) = vehicles/daye. Bus Traffic = (b)/40*2 (in & out) = vehicles/dayf. Passenger Car (Commuting) = (a)*10 pass/Ha*2/1.25 personcar = vehicles/dayg. Passenger Car (Business) = (b)*0.045/mployee*2 = vehicles/dayh. Total Traffic Load - ADT = (d)+(e)+(f)+(g) = vehicles/day

figure 1

Table 1

Table 2

HVAG = High Vehicle Axles Group

1,2004,2002,10010,400

26023,4006,9332,900

Table3


2.2. TRAFFIC DESIGNThis section contains procedures for determining traffic loading for the design of a broad range of pavements.Axle numbers, load distribution, loading rate (speed) and tyre pressures can all have a significantinfluence on pavement performance. Not only must the current traffic be taken into account, butalso the change in volume, axle loads and composition must be estimated during the design period.

Axle Load Configuration (from Bina Marga 1983)

To calculate the cumulative HVAG in the design lane, an estimate is required of the average over the first year(of the projects operation) of the daily number of heavy vehicles in the design lane. This averaging over an entire year isconducted to ensure that the estimate is unaffected by day-to-day (or, often of more significance, season-to-season)fluctuations in daily traffic loadings.

Ratio of Traffic Volume by Each Weight Classified Trucks are Assumed as Following :1,1 L axles truck 30% 870 vehicles/day1,2 H axles truck 20% 580 vehicles/day1,22 axles truck 20% 580 vehicles/day1,2-2,2 axles trailer 15% 435 vehicles/day1,2-2 axles trailer 10% 290 vehicles/day1,2+22 axles trailer 5% 145 vehicles/day

vehicles/day

Traffic AnalysisA road pavement must be wide enough and of suitable geometry to permit all vehicles to safelyoperate at an acceptable speed. In addition, it must be strong enough to cater for both theheaviest of these vehicles and the cumulative effects of the passage of all vehicles.

The damage caused to a pavement by the passage of a heavy vehicle depends not only on itsgross weight but also on how this weight is distributed to the pavement. In particular, it depends on:- the number of axles on the vehicle- the manner in which these axles are grouped together into axle groups- the loading applied to the pavement through each of these axle groups the axle group load.

25.0 tons31.4 tons26.2 tons42.0 tons

2,900

8.3 tons18.2 tons


Number of Axle Groups per Vehicles and Heavy Vehicles Axle Groups (HVAG / JSKNH):

Axle TotalTraffic Num.per axles BS JS BS JS BS JS

Volume Vehic. (nos.)(nos.) (nos.) JSKNH (ton) nos (ton) nos (ton) nos (3) (4) (5) (6) (7) (8) (9) (10) (11)

1. Pass.Car 1 1 2,1002. Bus (1,2) 3.06 5.94 1,200 2 2,400 3.06 1,200 5.94 1,2003. Truck 2 axles (1,2L) 2.82 5.48 870 2 1,740 2.82 870 5.48 870

4. Truck 2 axles (1,2H) 6.19 12.01 580 2 1,160 6.19 580 12.01 5805. Truck 2 axles (1,22) 6.25 18.75 580 2 1,160 6.25 580 18.75 5806. Trailer 4 axles (1,2-2,2) 5.65 8.79 8.48 8.48 435 4 1,740 5.65 435 8.79 435

8.48 8707. Trailer 3 Axles (1,2-2) 4.72 10.74 10.74 290 3 870 4.72 290 10.74 5808. Trailer 3 Axles (1,2-22) 7.56 11.76 22.68 145 3 435 7.56 145 11.76 145 22.68 145

9,505 4,100 4,680 725Remarks:

RD = Front Tyre STRG = Single Axle with Dual TyresRB = Rear Tyre STdRG = Tandem Axle with Dual TyresRGD = Front Articulated Wheel BS = Axle Load (ton)RGB = Rear Articulated Wheel JS = Number of AxlesSTRT = Single Axle Single Tyre

Based on historical evidence, it is reasonable to expect that the daily volume of traffic (both light and heavy vehicles)will increase either for the entire design period or up to the stage where the traffic capacity of the road is reached.This evidence also indicates that the growth is geometric in nature, i.e. it can be modelled by conventional compoundgrowth formulae.

Total number of axcle load (JSKN) within design periodJSKN = 365 x JSKNH x R

== Axles

where, R = = 29.78R = Factor of traffic growthi = Annual grouth of traffic = 4%

UR = Design period =

Design number of axcle load (JSKN) = C x= 0.70 x= Axles

Where "C" is symbol for The distribution Coefficient of traffic loading across the lanes that dependent on:- the number of traffic lanes- the presence of parked vehicles in the left lane- the proximity of intersections- the primary and secondary functions of the road., that indicated in Table 1

ESTIMATING AXLE REPETITIONSIn the pavement design process, the first step in assessing the ability of a pavement configuration to withstand the design trafficis to determine the extent of damage caused to the configuration by a reference Axle Group termed the Standard Axle.The candidate pavement is analysed to determine the allowable number of Standard Axle Repetitions (SAR)

Total 725 1.00Cumulative of Repetitions 7.23.E+07

7.2E+07 1.1E+0618.75 580 0.80 0.08 7.2E+07 4.4E+06

Total 4,680 1.00

STdRG 22.68 145 0.20 0.08

5.48 870 0.19 0.49 7.2E+07 6.6E+065.94 1,200 0.26 0.49 7.2E+07 9.1E+068.48 870 0.19 0.49 7.2E+07 6.6E+06

7.2E+07 4.4E+068.79 435 0.09 0.49 7.2E+07 3.3E+06

4.4E+0611.76 145 0.03 0.49 7.2E+07 1.1E+06

STRG

12.01 580 0.12 0.49 7.2E+07

10.74 580 0.12 0.49

Total 4,100 1.002.82 870 0.21 0.43 7.2E+07 6.6E+063.06 1,200 0.29 0.43 7.2E+07 9.1E+064.72 290 0.07 0.43 7.2E+07 2.2E+065.65 435 0.11 0.43 7.2E+07 3.3E+06

0.14 0.43 7.2E+07 4.4E+066.19 580 0.14 0.43 7.2E+07 4.4E+06

(7) =(4)x(5)x(6)

STRT

7.56 145 0.04 0.43 7.2E+07 1.1E+066.25 580

(1) (2) (3) (4) (5) (6)

Design Traffic Number of(ton) Numbers Loads Axle Groups (JKSN) Repetition

[ (1 + i)UR - 1 ] / i

20 years

1.03E+081.03E+08

7.23E+07

Type of Axles Axle Group Loads Axle Proportion of Proportion of

(1) (2)

Total

20 years

365 x 9,505 x R1.03E+08

STRG STdRG(ton)

RD RB RGD RGBType of Vehicles

Axle Loads STRT


FATIGUE AND EROTION ANALYSISRigid pavement design procedures based on two models of damage:1. Fatigue cracking in the concrete base2. Erosion of the subbase or subgrade deflection caused by recurrent connections and a crack on the planned

The procedure to consider whether there is a connection or dowel on the shoulder. Continuously rigid pavement with reinforcement being considered as a continuous pavement with installed dowel

Substantial kerbs (such as urban kerb and channel) can be considered to provide with shoulder support provided that:- they are constructed of structural grade concrete of a strength consistent with the pavement- they are effectively tied to the pavement and the joint has a corrugated face for load transfer.

Damage Damage

% %

(6) (7)=(4)x100/(6) (8)(9)=(4)x100

/(8)TE= 0.7 UL - UL -

FRT= 0.16 UL - UL - FE= 1.92 UL - UL -

UL - UL - UL - UL - UL - UL - UL - UL -

TE= 1.15 UL - 1.1E+07 40.12%FRT= 0.26 UL - 1.50E+07 7.36%

FE= 2.52 UL - 2.60E+07 16.97%UL - UL - UL - UL - UL - UL - UL - UL -

TE= 1 UL - 6.0E+06 18.39%FRT= 0.22 UL - 2.6E+07 16.97%

FE= 2.66- < 100% 99.8% < 100%

ket : TE = Tegangan Ekivalen; FRT Faktor Rasio Tegangan; FE = Faktor Erosi; UL = Unlimited

Slab thickness and total estimated chosen fatigue and erosion damage is calculated based on the composition of trafficover the life of the plan.Thick is thick plan estimates that have the smallest total or total fatigue and erosion damage is less than or equal to 100%.If the fatigue damage or erosion of more than 100%, increase the estimated thickness and the repeat the process.Values for Stress/Erotion Factor and Fatigue/Erotion Analysis are determined by table 4 and nomograms below(based on Bina Marga Standard - Pd T-14-2003)

Concrete Pavement Thickness

Total Damage (%)

250 mm

54.8 15.07 6.6E+06

STdRG226.8 31.19 1.1E+06187.5 25.78 4.4E+06

84.8 23.32 6.6E+0659.4 16.34 9.1E+06

107.4 29.54 4.4E+0687.9 24.17 3.3E+06

28.2 15.51 6.6E+06

STRG120.1 33.03 4.4E+06117.6 32.34 1.1E+06

47.2 25.96 2.2E+0630.6 16.83 9.1E+06

34.38 4.4E+0661.9 34.05 4.4E+0656.5 31.08 3.3E+06

(1) (2) (3) (4) (5)

STRT75.6 41.58 1.1E+0662.5

Erotion Analysis

Axle Loads wheel loadAllowable load

Repetition

Allowable load

Repetition(kN)

Type of Axles Number of Repetition Stress & erotion Factor

Fatigue Analysis

(kN)

Table4


3. REINFORCEMENT DESIGNIn JRCP the purpose of reinforcing steel is not to prevent cracking of the concrete, but to holdtightly closed any cracks that do occur in such manner that the load carrying capacity of the concrete is preserved.Experience has shown that the use of slab lengths between 8 m and 12 m provides an optimumbalance of joint performance, cost, and ride quality.

Design Parameters :- Coefficient of Friction (see table 5) = - Distance between Joint/Slab Length = L1- Width of Pavement = L2- Conc. Pav. Thickness = h- Flexural Strenght of Concrete = f s- Yield Strenght of Steel = f s- Concrete Specific Gravity = M- Gravitation = g

Longitudinal Reinforcement

= 132.44 mm2/m'

As min/m = 0.1% 1000 = 250 mm2/m' > As Needed,Steel Reinforcement Used M7 - 150 = 256 mm2/m' > As min. (OK)

Transverse Reinforcement

= 35.32 mm2/m'

As min/m = 0.1% 1000 = 250 mm2/m' > As Needed,Steel Reinforcement Used M7 - 150 = 256 mm2/m' > As min. (OK)

Joints :Joints are provided in concrete street pavements to control concrete shrinkage and warping caused by variations intemperature and moisture. Joints are also required to divide a pavement into suitable lengths and widths for construction purposes.The objectives of joint design are to develop a jointing system which will control cracking and provide adequate load transferacross joints so that the pavement will have adequate riding qualities over its design life. Joints in major roads should be sealedto minimise the intrusion of water and incompressible solids into the joint.

Longitudinal JointA longitudinal joint spacing in the range of 3.0 to 4.5 m, typically 3.7 m, provides longitudinalcrack control. Steel tiebars are typically used to hold the joint tightly closed to provideeffective load transfer. It is recommended that no more than four lanes be tied together.Longitudinal joints should be located away from concentrated heavy vehicle wheel paths.Longitudinal joints should be induced by a depth reduction of 33%, as they can take sometime to crack. These joints are sometimes called warping joints as they relieve warping andcurling stresses.

At = 204 ~ use Tie Bar of D 13 - 500 =I = 572.9 ~ use Tie Bar length of

x 250 x

265 mm2/m'600 mm

4.5 MPa500 MPa

2400 kg/m39.81 m/s2

x 250 x

1.5015 m

4.00 m0.25 m

Table5


Transverse Joint Pd T-14-2003. Ch. 5.3.6.5For jointed reinforced concrete pavements, with typical joint spacings of 8 m to 12 m, dowelsare required in all transverse contraction joints to provide effective load transfer due to theopening width of the contraction joint.

Dowel Bar Use D 36 - 300 , length of Dowel 500 mm

4 ILLUSTRATION DRAWING

Db 36@300, length 500mm W = 4m

Db 13@500, length 600mm W = 4m

Steel Reinforcement Used Double Layer M7 - 150Concrete Pavement Thickness

L = 15m

250 mm

TRANSVERSE JOINT

LONGITUDINAL JOINT


160211 Rigid Pavement SAMP Buat Report

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