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STUDI PASIR SUNGAI SEBAGAI AGREGAT HALUS PADA LASTON PERMUKAAN (ASPHALTIC CONCRETEWEARING COURSE, AC-WC) ., Surat; ., Yasruddin
POROS TEKNIK Vol 7, No 1 (2015)
Publisher : Politeknik Negeri Banjarmasin

Show Abstract | Download Original | Original Source | Check in Google Scholar

Konstruksi perkerasan jalan lentur Laston permukaan (Asphaltic Concrete-WearingCourse, AC-WC) harus memiliki sifat-sifat, kuat memikul beban lalu lintas, keawetan tinggi,kedap air, permukaan rata tahan aus dan kekesatan yang cukup. Bahan campuran Lastonpermukaan (AC-WC) terdiri dari fraksi agregat kasar, medium, halus, filler dan bahanpengikat menggunakan aspal. Agregat fraksi halus terdiri dari kombinasi batu pecah danpasir sungai. Deposit pasir sungai cukup banyak. Pasir sungai mempunyai kualitas baik,didapat gradasi dan berat jenis yang bervariasi. Batu pecah dari quary Gunung Martadahdan pasir sungai dari Sungai Awang Bangkal, Sungai Rantau, Sungai Pengaron dan SungaiBarito.Penelitian menggunakan material batu pecah quary Gunung Martadah B denganproporsi fraksi agregat kasar 18%, fraksi agregat medium 40%, fraksi agregat halus 30%,pasir sungai10%, filler menggunakan semen portland 2%. Proporsi pasir sungai disamakansebesar 10%, (Sungai Awang Bangkal atau Sungai Rantau atau Sungai Pengaron atauSungai Barito). Gradasi agregat gabungan mendekati kurva Fuller, persen lolos saringanNo.100 dan No.200 mendekati batas bawah spesifikasi untuk Laston Permukaan (AC-WC)gradasi kasar.Dengan berat jenis semakin besar nilai kepadatan campuran makin besar padagradasi, kadar aspal dan enerji pemadatan yang sama. Nilai kepadatan dipengaruhi olehgradasi, kadar aspal, berat jenis agregat dan enerji untuk memadatkan. Semakin tinggikepadatan (density) maka nilai VIM, VMA lebih rendah dan sebaliknya VFB tinggi didapatstabilitas dan durabilitas tinggi.Pengujian Marshall dengan perendaman selama 24 jam dan60Â°C untuk material batu pecah Gunung Martadah B dan pasir sungai (Sungai AwangBangkal atau Sungai Rantau atau Sungai Pengaron atau Sungai Barito) pada campuranLaston permukaan (AC-WC) diperoleh niliai stabilitas Marshall sisa lebih besar dari 90persen sehingga dinyatakan memenuhi persyaratan.

Studi Pasir Sungai Sebagai Agregat Halus Pada Laston Permukaan (Asphaltic Concretewearing Course, AC-WC) Surat Surat; Yasruddin Yasruddin
POROS TEKNIK Vol. 7 No. 1 (2015)
Publisher : P3M Politeknik Negeri Banjarmasin

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.31961/porosteknik.v7i1.591

Konstruksi perkerasan jalan lentur Laston permukaan (Asphaltic Concrete-WearingCourse, AC-WC) harus memiliki sifat-sifat, kuat memikul beban lalu lintas, keawetan tinggi,kedap air, permukaan rata tahan aus dan kekesatan yang cukup. Bahan campuran Lastonpermukaan (AC-WC) terdiri dari fraksi agregat kasar, medium, halus, filler dan bahanpengikat menggunakan aspal. Agregat fraksi halus terdiri dari kombinasi batu pecah danpasir sungai. Deposit pasir sungai cukup banyak. Pasir sungai mempunyai kualitas baik,didapat gradasi dan berat jenis yang bervariasi. Batu pecah dari quary Gunung Martadahdan pasir sungai dari Sungai Awang Bangkal, Sungai Rantau, Sungai Pengaron dan SungaiBarito.Penelitian menggunakan material batu pecah quary Gunung Martadah B denganproporsi fraksi agregat kasar 18%, fraksi agregat medium 40%, fraksi agregat halus 30%,pasir sungai10%, filler menggunakan semen portland 2%. Proporsi pasir sungai disamakansebesar 10%, (Sungai Awang Bangkal atau Sungai Rantau atau Sungai Pengaron atauSungai Barito). Gradasi agregat gabungan mendekati kurva Fuller, persen lolos saringanNo.100 dan No.200 mendekati batas bawah spesifikasi untuk Laston Permukaan (AC-WC)gradasi kasar.Dengan berat jenis semakin besar nilai kepadatan campuran makin besar padagradasi, kadar aspal dan enerji pemadatan yang sama. Nilai kepadatan dipengaruhi olehgradasi, kadar aspal, berat jenis agregat dan enerji untuk memadatkan. Semakin tinggikepadatan (density) maka nilai VIM, VMA lebih rendah dan sebaliknya VFB tinggi didapatstabilitas dan durabilitas tinggi.Pengujian Marshall dengan perendaman selama 24 jam dan60Â°C untuk material batu pecah Gunung Martadah B dan pasir sungai (Sungai AwangBangkal atau Sungai Rantau atau Sungai Pengaron atau Sungai Barito) pada campuranLaston permukaan (AC-WC) diperoleh niliai stabilitas Marshall sisa lebih besar dari 90persen sehingga dinyatakan memenuhi persyaratan.Kata kunci: Laston permukaan (AC-WC), batu pecah, pasir sungai, karakteristik Marshall

PEMANFAATAN ABU TERBANG DAN ABU BATU STONE CRUSHER SEBAGAI FILLER PADA LAPIS BETON SEMEN PONDASI BAWAH (CEMENT TREATED SUBBASE/CTSB) Yasruddin Yasruddin; Fauzi Rahman; Ayu Kumala Sari
INFO-TEKNIK Vol 18, No 2 (2017): INFOTEKNIK VOL. 18 NO.2 2017
Publisher : Universitas Lambung Mangkurat

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20527/infotek.v18i2.4351

Subbase course is a part of pavement courses between the base course and subgrade. The types of subbase course commonly used in Indonesia include: using good aggregate gradation and Cement Treated Base stabilization, Lime Treated Base stabilization, Soil Cement Stabilization and soil stabilization with lime (Soil Lime Stabilization). In the General Specification 2010 of the Ministry of Public Works of the Directorate General of Highways, aggregate stabilization with cement in the subbase course is called Cement Treated Subbase (CTSB). This CTSB has specifications with aggregate compositions which must meet the requirements in the sieve analysis specification: 95 - 100% pass the sieve in 1½ inche; 50 - 100% pass the sieve in ¾ inche; 20 - 60% pass the sieve of number 8 and 0 - 15% pass the sieve of number 200. The minimum compressive strength at 28 days should not be less than 75 kg/cm2 (7.5MPa). This research use fly ash and stone ash of stone crusher as filler which passing sieve number 200. The research begins with mortar research by varying the content of fly ash and stone ash of stone crusher by 0%, 5%, 10% and 15%. Mortar compressive strength was tested at age 3, 7, 14, 21, and 28 days. In this mortar research sought the largest compressive strength (optimum) to be continued to concrete research. The planned compressive concrete strength of 7.5MPa is tested at 28 days. Optimum mortar compressive strength was found on fly ash filler 10% age 28 day equal to 23.4MPa, stone ash of stone crusher filler 5% age 28 day equal to 17.21MPa and normal filler 0% age 28 day equal to 25.0MPa. As for compressive strength for CTSB normal concrete the average value is 13.49MPa, CTSB fly ash concrete 10% the average value is 14,72MPa and CTSB stone ash of stone crusher concrete 5% the average value is 11,80MPa at age 28 days. CTSB concrete strength test results in accordance with the General Specification 2010 of the Ministry of Public Works of Directorate General of Highways with a minimum compressive strength of 7.5MPa. Based on the result of concrete testing, fly ash and stone ash of stone crusher as filler can be used for CTSB (Cement Treated Subbase).

PERFORMANCE ANALYSIS OF UNSIGNALIZED INTERSECTION ON PERJUANGAN AND VETERAN STREET MARTAPURA BANJAR DISTRICT Achmad Fajar; Yasruddin Yasruddin
CERUCUK Vol 4, No 1 (2020): CERUCUK VOL. 4 NO. 1 JAN 2020
Publisher : Universitas Lambung Mangkurat

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20527/crc.v4i1.3578

The intersection of Jl. Perjuangan – Jl. Veteran is located in Martapura City, Banjar Regency, South Kalimantan Province. At this intersection there are only cautionary street lights or yellow lights, then the Intersection condition which is the road to residential areas, schools, shops, and traditional markets to support the occurrence of traffic jams and accidents Primary data or data taken from the field include geometric conditions, environmental conditions, side barriers, traffic volume at the Intersection of Jalan Perjuangan - Jalan Veteran Martapura City. Secondary data includes the number of residents in Martapura City and data on the growth of the number of vehicles. Furthermore, the data samples were analyzed using the Indonesian Road Capacity Manual (MKJI, 1997) to find out whether Intersection performance is still feasible or not. If the results of the analysis show that the Intersection performance is no longer feasible, it is necessary to solve the problem. At the intersection, Jl. Perjuangan - Jl. Veteran, Martapura City, Banjar Regency, on a unsignal condition, obtained a degree of saturation (DS) of 0.76 and delay (D) of all intersections of 12.7 seconds / smp with the Service Level Index at B, which indicates that at the intersection still has good conditions. After forecasting analysis, it is found that in the 6th year the degree of saturation (DS) is 1.11 and the whole delay is 26.21 seconds / smp with the Service Level Index in class D where the intersection has reached a bad condition or must be done intersection management analysis. By analyzing the form of intersection management when applied with a signalized intersection, the alternative 2 phase proposal is the best which is seen from the degree of saturation and delay with the value of Degree Saturation (DS) 0.74 and Delay (D) 18,33 seconds / smp with the intersection service level becomes C.

SURFACE CHARACTERISTICS HRS (HOT ROLLED SHEET) FILLER BASE USING FLY-ASH, BOTTOM ASH, CEMENT AND ABU STONE Radi Tyo; Yasruddin Yasruddin
CERUCUK Vol 1, No 2 (2017): CERUCUK VOL. 1 NO. 2 FEBRUARI 2017
Publisher : Universitas Lambung Mangkurat

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20527/crc.v1i2.896

The results showed that the stability of Marshall on a combination of filler (Fly-ash, bottom ash, cement,dust stone) all mixtures meet the specifications from Bina Marga is 800 kg. Flow on a combination of filler (Fly-ash, bottom ash, cement,dust stone) all mixtures meet the specifications from Bina Marga is 3 mm. VFB on a combination of filler (Fly-ash, bottom ash, cement,dust stone) all mixtures meet the specifications from Bina Marga is 68%. VIM on a combination of filler (Fly-ash, bottom ash, cement,dust stone) all mixtures meet the specifications from Bina Marga is 4-6% except filler Fly-Ash (3.6%) and bottom ash (3%) did not meet specifications. VMA on a combination of filler (Fly-ash, bottom ash, cement,dust stone) all mixtures meet the specifications from Bina Marga 17%. MQ on a combination of filler (Fly-ash, bottom ash, cement,dust Stone) all mixtures meet the specifications From Bina Marga is 250 kg / mm. So we get the rest of the stability index immersion with combination All filler meets the specifications from Bina Marga is 90%. A mixture of filler that can be used as road pavement materials standard specifications from Bina Marga (2010) is cement and dust Stone.

UTILIZATION OF FLY ASH AS MATERIAL MIXED SOIL LAYER BASICS IN HIGHWAY CONSTRUCTION Rina Aulia; Yasruddin Yasruddin
CERUCUK Vol 1, No 2 (2017): CERUCUK VOL. 1 NO. 2 FEBRUARI 2017
Publisher : Universitas Lambung Mangkurat

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20527/crc.v1i2.897

The use of coal-fired electricity generation and industries including the unit Asphalt Mixing Plant (AMP) coal ash waste leaving the lot and become a problem for the environment. Utilization of coal waste is done in a variety of purposes including for construction, namely a mixture of base soil layer in road construction.The purpose of this study to determine the value of the characteristics of each combination of soil, cement and fly ash as a mixture of soil layer base with the composition of the mixture of 1 fly ash 25%, cement 15%, soil 60%, a mixture of 2 fly ash 30%, cement 10%, 60% land, and the mixture 3 35% fly ash, cement 5%, 60% land. The testing is done is test Atterberg limits, the specific gravity hydrometer, sieving, compacting and CBR.From the results of the third study variations in the mixture obtained value of the CBR highest in the combination of fly Ash 1 was 54%, which exceeds the value of the common specifications are a minimum of 6% as a heap of unusual, but the value of active obtained from the three test objects, none of which meet the specification of <1:25. So the combination of fly ash 1, 2, and 3 can be used as embankment usual with the terms of materials used only on the bottom of the heap or on the backfilling that does not require carrying capacity or strength of the shear is high, besides the material can only be used above 30 cm from the ground water level or the layer directly below the bottom of the pavement or road shoulder or shoulder of the road subgrade. Keywords: Fly Ash, Soil Characteristics Basic Specifications of Highways.

THIKCNESS DESIGN OF RIGID PAVEMENT ON THE ROAD SECTION GUBERNUR SUBARJO (STA 6 + 000 S / D STA 11 + 000) BANJARMASIN Ibnu Kasfuddin; Yasruddin Yasruddin
CERUCUK Vol 2, No 1 (2018): CERUCUK VOL. 2 NO. 1 JANUARy 2018
Publisher : Universitas Lambung Mangkurat

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20527/crc.v2i1.909

Gubernur Subarjo Jalan Banjarmasin is one of inter-provincial road traffic of that activity is quitehigh. As the road plays an important role road transport is still experiencing problems namely: increasing the amount of traffic, especially on heavy vehicles which resulted in pavement damagethese. Therefore it is necessary to choose the alternative pavement suitable for use at this location according to road conditions and environment. This thesis aims to calculate the pavement thickness and the draft budget the Gubernur Subarjo roads Banjarmasin.On the roads studied, pavement used is rigid pavement structure (Rigid Pavement) the calculation using the method Pavement Design Manual No. 02 / M / BM / 2013 which is controlled by the method of Pd T-14-2003 and for the calculation of the budget using the guidelines Employment Analysis Unit Price (AHSP), 2013. Total segment length is used as a research location is 5000 m long.The results obtained for road width of 7.5 m and 2 m wide shoulders, a new pavement covering the rigid pavement with 265 mm thick, with thick layers of foundation LMC and Aggregate Class A is 150 mm. Budget obtained Rp. 29.903 billion corresponding unit price is determined.

PLANNING EVALUATION OF RIGID PAVEMENT’S THICKNESS ON INTERSECTION OF A ROAD SEGMENT OF SIKUI KM. 34 NATIONAL ROAD STA. 0+000 S/D 0+300 EAST BARITO DISTRICT Agung Rubian Dwi Putra; Yasruddin Yasruddin
CERUCUK Vol 5, No 1 (2021): CERUCUK VOL. 5 NO. 1 JANUARY 2021
Publisher : Universitas Lambung Mangkurat

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20527/crc.v5i1.4293

East Barito is one district that has a variety of natural resources such as agriculture and mining, Sikui KM of National Highway 34 is one of the roads that used to be accessed by one party mobilization of existing mines in Central Kalimantan. But on the other hand, the national road Sikui KM 34 is also used for connecting roads between provinces or cities. Based on the above actual national roads not intended for large-laden vehicles.Path planning is aimed to obtain a rigid pavement thickness based on the Pavement Design Manual Nomor 02/M/BM/2017 which controlled by “Pedoman Perencanaan Perkerasan Jalan Beton Semen Pd T-14-2003” and calculating the budget plan on the intersection of a road segment of Sikui KM 34 national road, East Barito disctrict.On the planning of rigid pavement’s thickness by using “Manual Desain Perkerasan Jalan Nomor 02/M/BM/2017” it is found that the concrete plate layer = 28,5 cm; LMC base layer = 10 cm; drainage layer = 15 cm and by using “Pedoman Perencanaan Perkerasan Jalan Beton Semen Pd T-14-2003” also found that the concrete plate layer = 21 cm; base layer = 15 cm. After that, on the existing condition obtained concrete plate layer = 30 cm; K-125 concrete layer = 10 cm. Then, it is found that the efficient pavement’s thickness which taken by using “Pedoman Perencanaan Perkerasan Jalan Beton Semen Pd T-14-2003” is more efficient rather than the existing condition. Moreover, this thesis also discusses the budget plan on the intersection of a road segment of Sikui Km. 34, East Barito district.

RIGID PAVEMENT DESIGN NATIONAL ROAD REGION II SOUTH KALIMANTAN PROVINCE SIMPANG HANDIL BAKTI-MARABAHAN ROAD (KM 11+350 - KM 16+350) REGENCY OF BARITO KUALA Siti Muliani; Yasruddin Yasruddin
CERUCUK Vol 1, No 2 (2017): CERUCUK VOL. 1 NO. 2 FEBRUARI 2017
Publisher : Universitas Lambung Mangkurat

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20527/crc.v1i2.899

Simpang Handil Bakti-Marabahan Road is one of the provincial highways whose traffic activity is quite high. As a road that plays an important role in this road segment is still experiencing transportation problems, namely: increasing the amount of traffic, especially on heavy vehicles that result in easy pavement damage. Therefore, it is necessary to select suitable pavement alternatives for use at this location in accordance with road conditions and the environment. This thesis aims to calculate the pavement thickness and cost draft of Simpang Handil Bakti-Marabahan road.On the roads studied, the road pavement used is a rigid pavement structure (Rigid Pavement) which calculations using the Road Pavement Design Manual No. 4. 02 / M / BM / 2013 which is controlled by the Pd T-14-2003 Method and for the calculation of the cost budget using the Work Unit Price (AHSP) 2013 guideline. The total length of the segment to be used is 5000 m.The results obtained for the road width of 7 m shoulder width 2 x 1.5 m, new pavement includes rigid pavement with 275 mm thick, with LMC thick and Class A Aggregate layer of 150 mm. Budget Costs obtained for Rp. 28.2 million according to the specified unit price.Keywords: Rigid Pavement, Manual Design Method of Pavement Road No. 02 / M / BM / 2013, Method Pd T-14-2003.

UTILIZATION OF BOTTOM ASH AS MATERIAL MIXED SOIL LAYER BASICS IN HIGHWAY CONSTRUCTION Muhammad Amir Wardana; Yasruddin Yasruddin
CERUCUK Vol 1, No 1 (2017): CERUCUK VOL. 1 NO. 1 JANUARI 2017
Publisher : Universitas Lambung Mangkurat

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20527/crc.v1i1.895

The use of coal as a power plant in the Asam-Asam produce residues such as bottom ash which cause environmental pollution. Therefore, research is conducted using bottom ash as a mixture of soil layer on the basis of the highway construction.This experiment is Atterberg Limit Testing, Testing Density, Sieve Analysis, hydrometer, compaction, and testing of CBR (California Bearing Ratio). In this study, using three types of combinations mixture of bottom ash, cement, and ground. Of the three combinations tested a whole has a high value of CBR and meet General Specifications, but the value of PI and Activity of the overall value combination does not meet specifications.The third combination can only be classified as ordinary soil embankment because of the three combinations all have a CBR value that meets specifications, but on the whole combination had PI values and the value of active that do not meet specifications. The combination can be regarded as an ordinary pile on condition combination is only used on the bottom of the heap or the backfilling that do not require the carrying capacity or high shear strength.Keywords: Bottom Ash, General Specifications, PI value, the value is On, the value of CBR.

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