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All Journal Jurnal Transportasi Prosiding Forum Studi Transportasi Antar Perguruan Tinggi Jurnal Teknik Sipil JITTER (Jurnal Ilmiah Teknologi Informasi Terapan) Jurnal Infrastruktur Journal of Indonesia Road Safety
Aine Kusumawati
Kelompok Keahlian Rekayasa Transportasi, Fakultas Teknik Sipil dan Lingkungan, Institut Teknologi Bandung Jl. Ganesa No.10 Bandung.
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PERBANDINGAN PERILAKU KECEPATAN BERLEBIH PENGEMUDI MOBIL DAN SEPEDA MOTOR Kardina Nawassa Setyo Ayuningtyas; Aine Kusumawati; Estiara Ellizar
Jurnal Infrastruktur Vol 7 No 2 (2021): Jurnal Infrastruktur
Publisher : Jurnal Infrastruktur

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35814/infrastruktur.v7i2.1967

Abstract

Speeding is one of the main causes of road crash fatality. This research aims to compare speeding behavior between car drivers and motorcyclists in terms of speed limit knowledge, excessive speed, the reason for speeding, and recommendation. It was found that motorcyclists tend to have speed limit perception higher than the speed limit based on regulation and more often to do speeding compared to car drivers. Speeding on urban roads was more frequent compared to intercity road. The main reason for speeding is the desire to reach the destination faster and on time. Several recommendations to reduce the speeding behavior are to install a speed reduction facility on urban roads, to separat lanes for motorcycles and cars on intercity roads, and better law enforcement.
Evaluasi Kondisi Struktural Perkerasan Lentur Menggunakan Metoda AASHTO 1993 Studi Kasus: Ruas Ciasem-Pamanukan (Pantura) Frisky Ridwan A.Melania Care; Bambang Sugeng Subagio; Harmein Rahman; Aine Kusumawati
Jurnal Teknik Sipil Vol 19 No 1 (2012)
Publisher : Institut Teknologi Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.5614/jts.2012.19.1.5

Abstract

Abstrak. 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 (MR), nilai Modulus Efektif di atas tanah dasar (Ep). Kemudian perhitungan dilanjutkan dengan menggunakan data tebal perkerasan dan nilai PSI untuk mendapatkan Structural Number Original (SNO), kumulatif ESAL aktual, Structural Number Effective (SNeff), Umur Sisa Perkerasan dan Structural Number in Future (SNf). Hasil Analisis Struktural memberikan nilai Umur Sisauntuk tiap segmen dan juga rekomendasi penanganan yang diperlukan dengan menggunakan kriteria penanganan menurut Bina Marga,yaitu SNeff/SNf> 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.Abstract. The purpose of this research is to evaluate the structural performance of flexible pavement, located in the North Java's National Road, i.e. Ciasem-Pamanukan Section. In the analysis of structural condition, the deflection data resulted from FWD (Falling Weight Deflectometer) was used to calculate some variables in the AASHTO-93 method, those are : the Subgrade Resilient Modulus (MR), the Effective Modulus above the Subgrade (Ep). Then the calculation was continued using the pavement thickness data and PSI value, to obtain the Original Structural Number (SNO), the actual cumulative ESAL, the Effective Structural Number (SNeff), the Remaining Life of pavement, and the Future Structural Number (SNf). The result of Structural Analysis using the AASHTO-93 method gave the Remaining Life for each section, and also recommend the treatment level needed for the same section, using the Bina Marga's Treatment Level criteria i.e. the ratio of SNeff to SNf equal to 0.70. The calculation of axle loading for heavy vehicles, using WIM's (Weight-in-Motion) data showed that a huge number of Truck Factor was obtained, for example : 91,54 for 7C-3 class. The axle-loading analysis showed also that is general, the heavy vehicles prefer to use the fast lane for each direction. In general, this research could justify that the National Road in North Java's corridor always need a very intensive maintenance program every year, due to high volume of traffic, and especially a very high number of Truck Factor for some Heavy Trucks.
Pengembangan Model Prediksi Kecelakaan Lalu Lintas pada Jalan Tol Purbaleunyi Lucky Aquita Rakhmat; Aine Kusumawati; Russ Bona Frazila; Sri Hendarto
Jurnal Teknik Sipil Vol 19 No 3 (2012)
Publisher : Institut Teknologi Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.5614/jts.2012.19.3.8

Abstract

Abstrak. Kondisi keselamatan lalu lintas jalan di Indonesia masih belum baik, kecelakaan lalu lintas masih sering terjadi dan memakan banyak korban jiwa. Salah satu upaya mendasar yang diperlukan untuk meningkatkan kondisi keselamatan lalu lintas jalan adalah dengan cara mengembangkan model prediksi kecelakaan. Model ini menghubungkan frekuensi kecelakaan yang terjadi pada suatu entitas jalan dengan arus lalu lintas dan berbagai faktor lingkungan jalan yang berkontribusi pada terjadinya kecelakaan. Kegunaan model ini adalah untuk mengestimasi dan memprediksi keselamatan suatu entitas jalan, mengidentifikasi lokasi-lokasi jalan berbahaya, dan juga untuk mengevaluasi keefektifan penerapan program penanganan lokasi berbahaya. Makalah ini menyajikan model prediksi kecelakaan pada ruas jalan tol Purwakarta-Bandung-Cileunyi (Purbaleunyi) yang dibangun dengan membandingkan kinerja statistik dari model regresi Poisson, Negatif Binomial (NB), Zero-Inflated Poisson (ZIP), dan Zero-Inflated Negative Binomial (ZINB). Hasil pemodelan mengindikasikan model regresi NB adalah model yang terbaik. Berdasarkan model yang dibangun, frekuensi kecelakaan berkorelasi positif dengan lintas harian rata-rata tahunan, derajat kelengkungan, dan keberadaan median yang tingginya kurang dari 1,75 m dan lebarnya kurang dari 2,5 m. Model yang dibangun kemudian diaplikasikan untuk melakukan identifikasi dan pemeringkatan segmen jalan berbahaya. Hasilnya menunjukkan bahwa KM 92-93 (arah Cileunyi) merupakan segmen yang paling berbahaya pada jalan tol Purbaleunyi. Abstract. Road traffic safety condition in Indonesia still needs improvement that road traffic accidents occur frequently and cause many people died. One way to improve road safety is by developing accident prediction model. The model relates accident frequencies with traffic flow and various roadway geometric/environment characteristics contributing to accident occurrences. The model is useful to estimate and predict safety of a road entity, identify hazardous road locations, and also to evaluate treatment effectiveness applied on hazardous road locations. This paper presents the accident prediction model for Purwakarta-Bandung-Cileunyi (Purbaleunyi) toll road. The model was developed by comparing statistical performances of Poisson, Negatif Binomial (NB), Zero- Inflated Poisson (ZIP), dan Zero-Inflated Negative Binomial (ZINB) regression models. The modeling result indicates that the model which is developed using the NB regression model is the best. Based on the developed model, the accident frequency has positivie correlations with annual average daily traffic, degree of curvature, and presence of median with height less than 1.75 m and width less than 2.5 m. The developed model was subsequently applied to identify and rank hazardous road segments. The result shows that KM 92-93 (direction to Cileunyi) is the most hazardous segment at Purbaleunyi toll road.
The Performance of Warm Mix for the Asphalt Concrete - Wearing Course (AC-WC) Using the Asphalt Pen 60/70 and the Sasobit® Additives Serli Carlina; Bambang Sugeng Subagio; Aine Kusumawati
Jurnal Teknik Sipil Vol 26 No 1 (2019)
Publisher : Institut Teknologi Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.5614/jts.2019.26.1.2

Abstract

Hot Mix Asphalt (HMA) is a type of asphalt mixture commonly used as flexible pavement material. However, HMA has weaknesses in terms of high mixing and compaction temperature, resulting in high CO2 and Greenhouse Gas (GHG) emissions which have a negative impact on the environment. Therefore, a type of asphalt with lower mixing and compaction temperatures is needed. One alternative that can be done is to add Sasobit® additives to the asphalt. This study looks for the best contents of Sasobit® additives that can be added into the asphalt so that resulting the lowest mixing and compaction temperatures. The content of Sasobit® additives studied was 1%, 2% and 3% of the asphalt weight, sasobit contents higher than 3% are not recommended because it will cause the asphalt to be more liquid. The results show that the addition of Sasobit® by 3% may reduce the mixing temperature and the compaction temperature of about 70C lower compared to the mixture without Sasobit® additives. Further, this study compares the performance of asphalt mixtures using Sasobit® additives (mixture of Warm Mix Asphalt / WMA) with asphalt mixtures without Sasobit® additives (Asphalt / HMA Hot Mix mixture). The performance studied includes Marshall Stability, UMATTA Resilient Modulus and Fatigue. As a result, the WMA mixture that uses Sasobit® additives of 3% has a stability value of 1160 kg marshall; this value is higher than the Marshall stability obtained for the HMA mixture 1075 kg. However, the UMATTA testing at temperatures of 250C and 450C resulted in the highest resilient modulus in the mixture of WMA (3080 Mpa and 315 Mpa). The fatigue testing shows that WMA mixture is more flexible because it has an elastic modulus value of 4854 MPa and flexural stiffness 4551 MPa in a tensile 500µԐ strain compared to HMA mixture. Hot Mix Asphalt (HMA) merupakan jenis campuran beraspal yang umum digunakan sebagai material perkerasan lentur. Namun, HMA memiliki kelemahan dari sisi temperatur pencampuran dan pemadatan yang tinggi, sehingga menghasilkan gas CO2 dan Gas Rumah Kaca (GRK) yang berdampak buruk terhadap lingkungan. Dengan demikian, dibutuhkan suatu jenis campuran beraspal dengan temperatur pencampuran dan pemadatan yang lebih rendah. Salah satu alternatif yang dapat dilakukan adalah dengan menambahkan zat aditif Sasobit® ke dalam aspal. Penelitian ini mencari kadar zat aditif Sasobit® terbaik yang dapat ditambahkan ke dalam aspal sehingga diperoleh temperatur pencampuran dan pemadatan yang terendah. Kadar zat aditif Sasobit® yang diteliti sebesar 1%, 2% dan 3% terhadap berat aspal, kadar sasobit yang lebih tinggi dari 3% tidak direkomendasikan karena akan mengakibatkan aspal semakin cair. Hasil penelitian menunjukan penambahan kadar zat aditif Sasobit® sebesar 3% dapat menurunkan temperatur pencampuran dan temperatur pemadatan sekitar 70C lebih rendah dibandingkan dengan campuran tanpa zat aditif Sasobit® . Selanjutnya penelitian ini membandingkan kinerja campuran beraspal yang menggunakan zat aditif Sasobit® (campuran Warm Mix Asphalt/WMA) dengan campuran beraspal yang tidak mengggunakan zat aditif Sasobit® (campuran Hot Mix Asphalt/HMA). Kinerja campuran yang diteliti antar lain Stabilitas Marshall, Modulus Resilien UMATTA dan Fatigue. Hasilnya, campuran WMA yang mengggunakan zat aditif Sasobit® sebesar 3% memiliki nilai stabilitas marshall 1160 kg dimana nilai ini lebih tinggi dibandingkan dengan stabilitas marshall yang diperoleh untuk campuran HMA yaitu 1075 kg. Akan tetapi, hasil pengujian UMATTA pada suhu 250C dan 450C menghasilkan nilai modulus resilien tertinggi pada campuran WMA (3080 Mpa dan 315 Mpa). Hasil pengujian kelelahan Campuran WMA lebih lentur dikarenakan memiliki nilai modulus elastisitas 4854 MPa dan flexural stiffness 4551 MPa pada regangan Tarik 500µԐ dibandingkan dengan HMA.
Analisis Dampak Lalu Lintas dari Gedung Bertingkat Sangat Tinggi pada Kawasan Sentra Bisnis Harun al-Rasyid Lubis; Febri Zukhruf; Aine Kusumawati; Muhammad Farda
Jurnal Teknik Sipil Vol 28 No 2 (2021): Jurnal Teknik Sipil
Publisher : Institut Teknologi Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.5614/jts.2021.28.2.8

Abstract

Abstrak Pembangunan dan operasional gedung sangat tinggi pada kawasan sentra bisnis dapat menarik dan membangkitkan lalu lintas yang signifikan pada jaringan jalan di kawasan dan sekitarnya. Dengan mengunakan simulator jaringan jalan, yaitu Paramics, makalah ini menganalisis dampak lalu lintas dari pembangunan sebuah super high-rise building atau gedung bertingkat sangat tinggi (GBST) pada kawasan sentra bisnis di Jakarta. Simulator ini divalidasi dengan menggunakan data observasi dilapangan, yaitu data arus kendaraan pada jam puncak. Studi ini juga mengusulkan metode estimasi nilai trip rate untuk super high-rise building. Metode pengukuran tersebut dikembangkan berdasarkan survei bangkitan-tarikan dari gedung dengan fungsi atau karakteristik sejenis di kawasan bisnis tersebut. Metode yang telah dikembangkan tersebut kemudian diterapkan untuk sebuah studi kasus. Studi ini kemudian melakukan pengujian dari beberapa tindakan manajemen lalu lintas untuk meminimalkan dampak lalu lintas yang ditimbulkan oleh pengoperasian gedung super tinggi. Tindakan tersebut diantaranya adalah penambahan lajur jalan, sinyalisasi persimpangan dan pengoperasian transportasi publik di sekitar kawasan. Hasil dari studi ini menunjukan bahwa penerapan tindakan-tindakan manajemen lalu lintas tersebut efektif dalam mengurangi dampak lalu lintas yang diakibatkan oleh pembangunan gedung GBST. Keywords: Gedung bertingkat sangat tinggi, analisis dampak lalu lintas, pemodelan jaringan mikroskopik, trip rate. Abstract The development and operation of a super high-rise building in a central business district will attract and generate significant traffic at nearby road network and surrounding area. Using microscopic traffic network simulator, Paramics, this paper assesses  traffic impact of the development of a super high-rise building located in a busy central business district in Jakarta. The simulator  was validated using field observational data, peak hour traffic flow. This paper also outlines a procedure in  estimating potential  trip rate for a super high-rise building. The estimation method is developed based on trip generation and attraction survey at a building with similar function or characteristic surrounding the business district. The method that has been developed is then applied for the case study. This study then examines the effectiveness of several traffic management measures to minimize the traffic impact caused by the operation of the high-rise building, which are lane addition to road segments, intersection signalization and the operation of public transportation around the district. The results shows that the traffic management measures are effective in reducing the negative impact of the super high-rise building to the surrounding traffic. Keywords: Super high-rise building, traffic impact assessment, microscopic network modeling, trip rate.  
Study on Motorcycle Crash Cost in Bandung City Safety Husna Pangestika; Aine Kusumawati; Ade Sjafruddin
Jurnal Teknik Sipil Vol 28 No 1 (2021): Jurnal Teknik Sipil
Publisher : Institut Teknologi Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.5614/jts.2021.28.1.2

Abstract

Crash cost is an important component for conducting economic analysis in selecting countermeasures for crash locations. It is used to convert the benefit of crash or fatality reduction into monetary terms. Many research on crash cost have been carried out in Indonesia. Most of the research utilized gross output/human capital approach. However, this approach has been widely criticized for not being able to describe the quality of life of crash casualties and the costs of pain, grief and suffering (i.e. human cost). The concept of Value of Statistical Life  (VoSL) has been introduced by InDeV (2016) to calculate the human cost, which is assessed by using willingness to pay approach. To obtain a more reliable estimation of crash cost for Indonesia, it is necessary to conduct a study on crash cost involving motorcycles which incorporates the estimation of human cost. The VoSL is obtained by interviewing motorcycle users for willingness to pay with safety equipment. Based on the analysis, it is obtained that the value of statistical life (VoSL) for fatality in a road crash was estimated to be Rp.2.3 billion. The unit cost of fatal injury is Rp.3.08 billion, serious injury is Rp.333 million and slight injury is Rp.24.9 million. The unit cost of fatal crash on arterial roads is Rp.3.23 billion, serious crash is Rp.451 million and the slight crash is Rp.114 million. The unit cost of fatal crash on collector roads is Rp.3.16 billion, serious crashes is Rp.381 million and minor crash is Rp.69.4 million. The unit cost of fatal crash on local roads is Rp.3.09 billion, serious crash is Rp.338 million, and minor crash is Rp.29.8 million. Keywords: Motorcycle crash cost, gross output approach, human capital approach, willingness to pay approach
Evaluation of The Performance of Hot Mix Asphalt with Natural Rubber (Latex) for Asphalt Concrete- Binder Course (AC-BC) Faradina Utami; Bambang Sugeng Subagio; Aine Kusumawati
Jurnal Teknik Sipil Vol 27 No 3 (2020)
Publisher : Institut Teknologi Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.5614/jts.2020.27.3.2

Abstract

This study aims to measure the performance of the Hot Mix Asphalt for Asphalt Concrete Binder Course (AC-BC) with addition of natural rubber (latex) at variations of 0%, 2% and 3% by weight. The method used in this study is an experimental method in a laboratory that consists of natural aggregate testing, rheology testing for asphalt pen 60/70 and asphalt pen 60/70 plus natural rubber (latex) and AC-BC mixture testing. The method used is Marshall Test to obtain optimum asphalt content (OAC) and another method consists of UMATTA Resilient Modulus Test and strain controlled Four Points Fatigue Test. The addition of natural rubber in the AC-BC mixture reduced the optimum asphalt content (OAC) and increased the Marshall stability value, the optimum percentage is 3% natural rubber (latex) with the lowest OAC of 5.4% and the highest Marshall stability. The UMATTA test with 2% natural rubber (latex) resulted in the highest Resilient Modulus value compared to the other two blends. Fatigue testing at strain 500 με, 600 με, and 700 με resulted that the mixture of AC-BC with 3% natural rubber produced the highest fatigue life value compared to the other two mixes. In general, the result of testing and its analysis concluded that the use of natural rubber (latex) can reduce the use of asphalt in the mixture. This can be relified by decreasing the value of OAC in the mixture with natural rubber. The mixture with 3% natural rubber (latex) gives the highest resistance to fatigue cracks in the laboratory. 
Evaluation of Structural Condition of Flexible Pavement Using The AASHTO 1993 and The MEPDG 2008 Method (Case Study: Cipatujah-Kalapagenep-Pangandaran National Road) : Evaluation of Structural Condition of Flexible Pavement Using The Asshto 1993 and the MEPDG 2008 Method (Case Study: Cipatujah-Kalapagenep-Pangandaran National Road Section) Retna Ayu Kirana Djuhana; Bambang Sugeng Subagio; Aine Kusumawati
Jurnal Teknik Sipil Vol 28 No 3 (2021): Jurnal Teknik Sipil
Publisher : Institut Teknologi Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.5614/jts.2021.28.3.2

Abstract

Abstract Flexible pavement on Cipatujah-Kalapagenep-Pangandaran National Road has a structural damage which marked by potholes and cracks on the pavement caused by excessive load trucks, so the pavement needs an overlay to improve the pavement condition. This analysis using AASHTO 1993 and MEPDG 2008 method. These methods used because the MEPDG 2008 was developed from AASHTO 1993 method, so the output will be more economic. But, the MEPDG 2008 has not applied yet in Indonesia, so the method will be studied to determine the method feasibility to be applied in Indonesia. This research was analyzed with two skenarios of CESAL, four trial thicknesses, and three CBR numbers. The overlay thickness value using the AASHTO 1993 was at 10 cm and 11 cm for scenario 1 and 2, while the overlay thickness using the MEPDG 2008 was at 10 cm for the two scenarios. The result from AASHTO 1993 was chosen because the MEPDG 2008 needs to studied further yet about suitable calibration factor for Indonesian pavement condition. The cause of difference result are structural damage assessment for AASHTO 1993 method based on deflection value from FWD while MEPDG 2008 method based on stresses and strains respond, material characteristics, and local calibration.   Keywords: AASHTO 1993, MEPDG 2008, stress and strain response, FWD deflection value, local calibration factors, overlay thickness. Abstrak Perkerasan lentur jalan Nasional Cipatujah-Kalapagenep-Pangandaran mengalami kerusakan struktural yang ditandai dengan lubang dan retak pada perkerasan badan jalan yang disebabkan oleh truk pengangkut pasir yang memiliki beban berlebih, sehingga diperlukan penambahan tebal lapis tambah pada perkerasan jalan eksisting untuk mengembalikan kondisi kemantapan jalan. Dalam penelitian ini dilakukan analisis terhadap kondisi struktural perkerasan jalan lentur eksisting menggunakan Metoda AASHTO 1993 dan Metoda MEPDG 2008 dengan pertimbangan bahwa MEPDG 2008 merupakan pengembangan dari AASHTO 1993. Namun, Metoda MEPDG 2008 belum diterapkan di Indonesia, maka perlu dilakukan kajian awal untuk mengetahui kelayakan metoda tersebut diterapkan di Indonesia. Analisis ini menggunakan dua skenario nilai CESAL, empat macam tebal dan tiga macam nilai CBR. Berdasarkan hasil analisis, diperoleh tebal overlay menggunakan metoda AASHTO 1993 sebesar 10 cm dan 11 cm untuk skenario 1 dan 2, sedangkan tebal overlay menggunakan metoda MEPDG 2008 diperoleh tebal overlay sebesar 10 cm untuk kedua skenario. Namun dalam penelitian ini dipilih hasil dari metoda AASHTO 1993 dikarenakan MEPDG 2008 masih memerlukan kajian lanjut terkait faktor kalibrasi berdasarkan kondisi perkerasan di Indonesia. Dari penelitian diketahui faktor yang menyebabkan perbedaan hasil adalah Metoda AASHTO 1993 berdasarkan nilai lendutan FWD, sedangkan MEPDG 2008 berdasarkan respon tegangan dan regangan, karakteristik material, dan kalibrasi lokal. Kata-kata kunci: AASHTO 1993, MEPDG 2008, respon tegangan dan regangan, nilai defleksi FWD, faktor kalibrasi lokal, ketebalan lapisan.  
Structural Evaluation of Flexible Pavement with 2017 Road Pavement Design Manual (MDP) and 2017 Austroads Method (Case Study: Tanah Runtuh – Tawaeli National Road Section) Ligar Fitrianingsih; Bambang Sugeng Subagio; Aine Kusumawati
Jurnal Teknik Sipil Vol 29 No 1 (2022): Jurnal Teknik Sipil
Publisher : Institut Teknologi Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.5614/jts.2022.29.1.2

Abstract

Abstract National roads in urban and rural areas use flexible pavement in general. If damage occurs on the pavement, structural road maintenance can be analyzed. The most commonly used evaluation for structural pavements is conducting a deflection survey using the Falling Weight Deflectometer (FWD) tool, where the results from the deflection evaluation can be used to determine the overlay. This research aims to conduct a structural evaluation of the Tanah Runtuh – Tawaeli National Road section and determine the required overlay thickness using the 2017 MDP and Austroads method. The road segment is divided into STA 10+000 to 12+656 and STA 14+400 to 18+700. The required overlay thickness using the 2017 MDP for average pavement temperatures of 47°C, 42°C, 41°C, 38°C, and 35°C is 80 mm for both segments. The required overlay thickness using Austroads method is 114mm and 98mm for a temperature of 47°C, 105mm for a temperature of 42°C, 97mm for a temperature of 41°C, 85mm for a temperature of 38°C, and 83mm for a temperature of 35°C. The analysis results using the 2017 MDP is not affected by the pavement temperature, meanwhile the overlay thickness from the Austroads method show that the pavement temperature affects the required overlay thickness. Key words: Flexible pavement, deflection, FWD, overlay thickness, MDP 2017, austroads. Abstract Jalan nasional di perkotaan maupun luar kota masih umum menggunakan perkerasan lentur. Apabila terjadi kerusakan pada perkerasan dapat dilakukan pemelihaaran jalan secara struktural pada perkerasan tersebut. Evaluasi yang paling umum digunakan untuk struktural perkerasan adalah dengan melakukan survey lendutan dengan menggunakan alat Falling Weight Deflectometer (FWD) yang mana hasil dari evaluasi lendutan dapat digunakan untuk menentukan lapis tambah (overlay). Penelitian ini bertujuan untuk melakukan evaluasi struktural pada ruas jalan Nasional Tanah Runtuh – Tawaeli dan menentukan tebal lapis tambah menggunakan metoda Manual Desain Perkerasan Jalan 2017 dan Austroads. Ruas dibagi menjadi 2 (dua) segmen yaitu segmen STA 10+000 s/d 12+656 dan STA 14+400 s/d 18+700. Kebutuhan tebal lapis tambah menggunakan metoda MDP 2017 untuk nilai temperatur rata-rata perkerasan 47°C, 42°C, 41°C, 38°C, dan 35°C adalah 80 mm untuk kedua segmen. Kebutuhan tebal lapis tambah dengan menggunakan metoda Austroads adalah 114 mm dan 98 mm untuk temperatur 47°C, 105 mm untuk temperatur 42°C, 97 mm untuk temperatur 41°C, 85 mm untuk temperatur 38°C, dan 83 mm untuk temperatur 35°C. Hasil analisis dengan menggunakan metoda MDP 2017 tidak dipengaruhi oleh temperatur perkerasan, sementara tebal overlay yang dihasilkan dari metoda Austroads menunjukkan bahwa temperatur perkerasan mempengaruhi tebal overlay yang dibutuhkan. Key words: Flexible pavement, deflection, FWD, overlay thickness, MDP 2017, austroads.
PENGEMBANGAN MODEL KESELAMATAN UNTUK PENYEBERANGAN JALAN KOTA BANDUNG (STUDI KASUS SIMPANG BERSINYAL) Istiqomah Nurhidayati; Aine Kusumawati; Sri Hendarto
Jurnal Ilmiah Teknologi Infomasi Terapan Vol. 5 No. 2 (2019)
Publisher : Universitas Widyatama

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (1094.366 KB) | DOI: 10.33197/jitter.vol5.iss2.2019.279

Abstract

Traffic crashes are the 10th main cause of death in Bandung. Pedestrians are road users who are more vulnerable to crashes. Pedestrian crashes often occur at intersections as diverseroad users move in the same road space, thus making interaction between road users more complex. Currently, pedestrian safety at intersection is still very low, so it is important to do a study to reduce the number of pedestrian crashes. A model that has been developed by FHWA (Federal Highway Adminstration) for pedestrian safety at intersection is PedISI (Pedestrian Intersection Safety Index). This model can be used to determine which intersections need to be addressed before a crash occurs based on PedISI values. PedISI values show the level of pedestrian safety at intersection. This thesis develops Pedestrian Intersection Safety Index (PedISI) model for signalized intersection in Bandung. The data used consist of pedestrian crashes data, intersection characteristic data, behavioral(conflicts) data and safety rating data. Data were collected from 16 signalized intersections of types 8/2 D, 6/2 D, 4/2 D, 4/2 UD and 2/2 UD. PedISI model formed for signalized intersection in Bandung is PedISI = 3,184 + 0,032THRULNS - 0,005MEDIAN + 0,001SPEED85th with R2 = 0,525. PedISI values for signalized intersections in Bandung based on the model is 3,24 ? 3,45. The average value of PedISI is 3,35 with a standard deviation of 0,06. This model is able to describe the safety conditions of intersection though it has small variation in PedISI values. This is due to the results of surveys that indicated uniformity in respondents perceptions of safety rating values. Thus, it is necessary to improve the safety data collection techniques to obtain a better model.
Co-Authors Ade Sjafruddin Bambang Sugeng Subagio Bambang Sugeng Subagio Bambang Sugeng Subagio Bambang Sugeng Subagio Bambang Sugeng Subagio Bambang Sugeng Subagio Carlina, Serli Dhuha Ahdika Husnudzon Elsa Tri Mukti Estiara Ellizar Estiara Ellizar Faradina Utami Febri Zukhruf Friskadewi, Annisa Frisky Ridwan A.Melania Care Frisky Ridwan A.Melania Care, Frisky Ridwan A.Melania Hamsyin Rivai Harmein Rahman Harun Al Rasyid S. Lubis, Harun Al Rasyid S. Istiqomah Nurhidayati Kardina N.S. Ayuningtyas Kardina Nawassa Setyo Ayuningtyas Ligar Fitrianingsih Lucky Aquita Rakhmat Lucky Aquita Rakhmat, Lucky Aquita Muhammad Farda Nindya Meydita Nindya Meydita Octaviani, Resti Sapta Retna Ayu Kirana Djuhana Russ Bona Frazila Safety Husna Pangestika Serli Carlina Sony Sulaksono Wibowo, Sony Sulaksono Sri Hendarto Sri Hendarto Sri Hendarto, Sri Subagio, Bambang Sugeng Widyarini Weningtyas, Widyarini