7/27/2019 perancangan dan perkerasan jalan

http://slidepdf.com/reader/full/perancangan-dan-perkerasan-jalan 1/4

About Macadam

The original system involved a triple layer of stone. The bottom two layers were

comprised of hand-broken rocks laid to a depth of 8 in (20.3 cm) over a

formation level called a subgrade. The top layer was much smaller rocks, made

to be no more than 2 in (5 cm) thick. The entireroad was then compacted and

crushed together by use of an enormous roller. In addition, macadamized roads

had a slightly convex shape, so that water would run off into drains on either 

side, rather than collecting on the road.

The paving process became popular throughout the world, particularly in the

quickly expanding American Northeast. The first American

macadamized road was a remade 10-mile (16-km) section of unpaved road that

connected the Maryland towns of Boonsboro and Hagerstown. The Boonsboro

Turnpike was completed in 1823, using McAdam’s specific directions. In 1830,

work was completed on the 73-mile (117.5-km) National Road, which remains

one of the only roads in America to still contain macadam sections.

These roads were initially created for use with carriages and horse-powered

travel. With the advent of automobiles, the process underwent a variety of 

changes to meet new challenges posed by the vehicles. Dust thrown up byautomobile wheels became a serious problem for travelers, leading to the

invention of tar-bound macadam or  tarmac. The new process used a layer of tar 

on the subgrade and bound the rock layers together during rolling with sand and

tar. Many early airports used tarmac pavement around the terminals, leading to

the modern usage of the term for the disembarking area around a plane.

 Advances in road construction lead to the gradual phase-out of macadam in

industrialized nations. Replacements, such as concrete and asphalt, became

popular as technology and synthesized materials became available to aid

production. In America, the passage of the 1956 Federal Highways act lead to

the modernization of most of the country’s major roads, mostly eliminatingmacadamized constructions. Some developing nations still use the process,

and a few remaining areas of such road are protected as historical sites in some

 American towns.

Water-bound macadam

McAdam's road building technology was applied to roads by other engineers. 

One of these engineers was Richard Edgeworth, who filled the gaps between

the surface stones with a mixture of stone dust and water, providing a smoother 

surface for the increased traffic using the roads. This basic method of 

construction is sometimes known as water-bound macadam. Although this

method required a great deal of manual labour, it resulted in a strong and free-

draining pavement. Roads constructed in this manner were described as

"macadamized."

Tar-bound macadam

With the advent of motor vehicles, dust became a serious problem on macadam

roads. The area of low air pressure created under fast-moving vehicles sucks

dust from the road surface, creating dust clouds and a gradual unravelling of the

road material. This problem was approached by spraying tar on the surface to

create tar-bound macadam. On March 13, 1902 in Monaco, a Swiss doctor,

Dr. Ernest Guglielminetti, came upon the idea of using tar from Monaco's

Gasworks for binding the dust. Later a mixture of coal tar and ironworks slag, 

patented by Edgar Purnell Hooley as tarmac , was introduced.

 A more durable road surface, modern mixed asphalt pavement, sometimes

referred to in the US as blacktop, was introduced in the 1920s. This pavement

method mixed the aggregates into the asphalt with the binding material before

they were laid. The macadam surface method laid the stone and sandaggregates on the road and then sprayed it with the binding material. While

macadam roads have now been resurfaced in most developed countries, some

are preserved along stretches of roads such as the United States' National

Road. 

Due to uses of macadam as a road surface in former times, roads in some parts

of the United States (as parts ofPennsylvania) are often referred to as

macadam, even though they might be made of asphalt or concrete. Similarly,

the term "tarmac" is sometimes colloquially misapplied to asphalt roads or 

aircraft runways. Tar-bound macadam

Dry-bound macadam  – Crushed aggregates laid in two separate sizes,

coarse and fine, compacted dry by rolling and/or vibration to a dense

layer (Smith and Collis 1993).

Water-bound aggregate, or water-bound macadam  – Usually a road

base or sub-base in which a layer of aggregate

has sand watered in to fill the voids (Smith and Collis 1993).

7/27/2019 perancangan dan perkerasan jalan

http://slidepdf.com/reader/full/perancangan-dan-perkerasan-jalan 2/4

What is tack coat?

Tack coat (also known as bond coat) is a light application of asphalt emulsion

between hot mix asphalt layers designed to create a strong adhesive bond

without slippage. Heavier applications may be used under porous layers or

around patches where it also functions as a seal coat.

Why use tack coat?

Without tack coat the asphalt layers in a road way may separate which reduces

the structural integrity of the road and may also allow water to penetrate the

structure.

What type of emulsion should be used for tack coats?

The type of emulsion used for tack coats varies from country to country. Normal

practice in the USA is to use a slow-setting emulsion that is diluted with water

before application. In many European countries cationic rapid setting or

specially designated low viscosity medium setting emulsions are used, which

are applied undiluted.

Why use prime coat?

Prime coats protect the integrity of the granular base during construction and

help reduce dust. In the case of a base which is to be covered with a thin hot

mix layer or a chip seal for a low volume roadway, priming ensures a good bond

between the seal and the underlying surface which otherwise would have a

tendency to delaminate.

RECYCLING (Teknologi Daur Ulang Perkerasan Jalan)Tar-bound macadam

Volume dan beban kendaraan cenderung terus bertambah sehingga diperlukan

suatu inovasi dalam bidang pemeliharaan jalan guna mempertahankan atau

menambah umur rencana jalan dalam melayanani beban lalu-lintas. Disadari

bahwa dibutuhkan infrastruktur yang kuat untuk menyehatkan ekonomi dan

 jalan yang baik merupakan bagian yang sangat vital dari infrastruktur ini. Jika

dana tidak mencukupi maka metode rehabilitasi jalan yang lebih efektif dan

efisien harus didapatkan. Peningkatan jalan dengan cara penambahan lapis

tambahan yang terus menerus akan mengakibatkan tebal lapis perkerasan

semakin tebal dan bahan yang diperlukan semakin menipis.

Diperlukan inovasi untuk mencari

metode pembangunan alternatif yang

dapat menaikkan keefektifan

penggunaan biaya yang ada, yaitu

dengan cara mengusahakan lebih

banyak jalan yang direhabilitasi dari

biaya yang dikeluarkan. Metode daur 

ulang (recycling) merupakan salah

satu cara untuk mengatasi masalah

ini. Penanganan dengan teknologi

daur ulang perkerasan merupakan

suatu alternatif untuk mengatasi

masalah ini karena memiliki beberapa

keuntungan seperti dapat mengembalikan kekuatan perkerasan dan

mempertahankan geometrik jalan serta mengatasi ketergantungan akan

material baru.

Daur ulang yang diproses dan ditunjang dengan peralatan yang memadai akan

menghasilkan bahan campuran yang nilai strukturnya dapat mengimbangi

campuran yang baru. Penambahan bahan baru dan atau bahan tambahan

7/27/2019 perancangan dan perkerasan jalan

http://slidepdf.com/reader/full/perancangan-dan-perkerasan-jalan 3/4

pada material bekas garukan perkerasan lama merupakan salah satu alternatif 

untuk meningkatkan daya dukung dari material bekas garukan.

Inovasi yang dikembangkan oleh Pusat Litbang Jalan dan Jembatan-Badan

Litbang PU ini, untuk menjawab kebutuhan pasar akan peningkatan

infrastruktur yang baik. Tetapi tetap terbatas oleh keuangan Negara. Sehingga

lewat daur ulang aspal ini, diharapkan mampu mengatasi kerusakan jalan yang

terjadi dan meningkatkan mutu jalan.

Penggunaan

Dikenal beberapa teknik daur ulang yaitu daur ulang pelaksanaan di lapangan

(in place) dan ditempat pencampur (in plant ) .

Dilapangan (in place) : Penggarukan,

pembentukan dan pemadatan ditempat.  Ditempat pencampur (in plant ) : Hasil

garukan dibawa ke alat pencampur untuk

diperbaiki propertiesnya. Ketebalan lapis

perkerasan yang dibutuhkan dapat

disesuaikan.

Pemilihan jenis daur ulang antara lain

mempertimbangkan kondisi permukaan, lalu

lintas, ketersediaan alat konstruksi yang dipilih.

Cara Pencampuran

Berdasarkan cara pencampurannya daur ulang dibagi menjadi 2(dua), yaitu :

1. Daur ulang campuran dingin (cold recycling ) misal : CTRB (Cement 

Treated Recycling Base),CTRSB (Cement Treated Recycling Sub Base),

campuran dengan pengikat aspal emulsi, campuran dengan pengikataspalcair, Foam Bitumen. 

2. Daur ulang campuran panas (hot recycling ) misal : daur ulang bahan

garukan yang dipanaskan kembali di AMP(in plant ), permukaan (in

 place).

Pengembangan Teknologi Konstruksi yang Berkelanjutan untuk memberikan

kontribusi pada terwujudnya usaha jasa konstruksi yang ramah lingkungan

(environmentally friendly construction).

DAUR ULANG UNTUK PERKERASAN ASPAL JALAN 

Limbah perkerasan aspal jalan, merupakan sumber daya yang berharga yang

dapat dimanfaatkan kembali. Limbah ini semakin banyak didaur ulang tidak

hanya yang ada di kota-kota di mana sulit mendapatkan lokasi pembuangan,

tetapi juga di seluruh Jepang untuk konservasi lingkungan dan sumber daya.

7/27/2019 perancangan dan perkerasan jalan

http://slidepdf.com/reader/full/perancangan-dan-perkerasan-jalan 4/4

Diagram aliran daur ulang limbah perkerasan aspal pada Pabrik Pengolahan  

(source: OCAJI, The Overseas Construction Association of Japan, Inc.)

Present Serviceability Index

The present serviceability index (PSI) is based on the original  AASHO Road

Test PSR. Basically, the PSR was a ride quality rating that required a panel of 

observers to actually ride in an automobile over the pavement in question.

Since this type of rating is not practical for large-scale pavement networks, a

transition to a non-panel based system was needed.

To transition from a PSR serviceability measure (panel developed) to a PSI

serviceability measure (no panel required), a panel of raters during 1958 to

1960 rated various roads in the states of Illinois, Minnesota, and Indiana for 

PSR. This information was then correlated to various pavement measurements

(such as slope variance (profile), cracking, etc.) to develop PSI equations.

Further, the raters were asked to provide an opinion as to whether a specific

pavement assessed for PSR was “acceptable” or “unacceptable” as a primary

highway (see PSR). Thus, although PSI is based on the same 5-point rating

system as PSR it goes beyond a simple assessment of ride quality. About one-

half of the panel of raters found a PSR of 3.0 acceptable and a PSR of 2.5

unacceptable. Such information was useful in selecting a “terminal” (or failure)

serviceability (PSI) design input for  empirical structural design equations. It is

interesting to note that the original AASHO Road Test rater opinions are basedon car ride dynamics; it is unclear whether such levels are acceptable for trucks.

Pavement performance can then be defined as “The serviceability trend of a …

(pavement segment) with increasing number of axle applications” (Highway

Research Board, 1972). Figure 1 further demonstrates this concept.

Concept of pavement performance using Present Serviceability Index (PSI)

(Hveem and Carmany, 1948