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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).
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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
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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.
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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
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