MODUL 2

PERENCANAAN PERKERASAN JALAN (3 SKS)

Ir. Alizar,M.T.
POKOK BAHASAN :

SEJARAH PERKEMBANGAN DAN TYPE KONSTRUKSI

MATERI KULIAH :
Pendahuluan, sejarah perkerasan, kriteria lapis perkerasan, jenis dan fungsi lapisan.

2.1. PENDAHULUAN

Sejarah perkerasan dimulai dengan adanya hasrat manusia untuk memenuhi kebutuhan
hidupnya, sehingga melakukan perjalanan. Pada awalnya hanyalah berupa jejak
manusia dalam mencari kebutuhan hidup dari hutan ke rumah atau sumber air dari
gunung ke lembah, selanjutnya berkembang menjadi jalan setapak.

Dengan meningkatnya kebutuhan, maka perlu jalan yang diratakan sehingga dapat
dilalui oleh hewan pengangkut. Ini terjadi pertama kali di Mesopotamia ± 3500 tahun
SM. Perkembangan konstruksi perkerasan berkembang pesat, hingga terdiri dari
beberapa lapis perkerasan pada zaman keemasan Romawi, dan seakan terhenti
dengan mundurnya kekuasaan Romawi awal abad 18.

2.2. SEJARAH PERKERASAN JALAN

Selanjutnya pada yang sama, bermunculan beberapa ahli dari Perancis dan Skotlandia
sebagai berikut :
• John Louden Mac Adam (1756-1836), memperkenalkan perkerasan makadam
yang terdiri dari batu pecah atau batu kali. Untuk menutup pori-pori di atasnya
digunakan batu yang lebih kecil. Kemudian supaya kedap air, maka datas
lapisan makadam diberi lapis aus berupa aspal yang ditaburi pasir kasar.

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 • Pierre Marie Jerome Tresaguet (1716-1796), orang Perancis yang
mengembangkan sistem batu pecah dengan dilengkapi drainase, kemiringan
melintang serta mulai menggunakan pondasi dari batu.
• Thomas Telford (1757-1834), dari Skotlandia memperkenalkan sistem telford
yang mirip dengan apa yang dilaksanakan Tresaguet. Sistem ini terdiri dari batu
pecah 15/20-25/30 yang disusun tegak dan pori-porinya ditutup dengan batu
kecil yang juga berfungsi utnuk memberikan permukaan yang rata.
• Perkerasan jalan dengan aspal sebagai pengikat, walau telah ditemukan
pertama di Babylon 625 SM, namun tidak berkembang sampai ditemukan
kendaraan bermotor bensin oleh G.Daimler dan Karl Benz 1880.
• Mulai 1920, konstruksi perkerasan dengan aspal berkembang pesat.
• 1828, di London ditemukan konstruksi perkerasan dengan semen sebagai
pengikat. Namun mulai berkembang sejak tahun 1900-an.
• Di Indonesia, pembangunan jalan yang tercatat adalah di Jawa pada akhir abad
18 dengan kerja paksa untuk menghubungkan Anyer dan Panarukan sehingga
memudahkan pengangkutan hasil bumi Indonesia (Jawa) dengan sistem tanam
paksa. Sedangkan di luar Jawa pembangunan jalan hampir tidak berarti kecuali
di Sumatera Tengah ( Menghubungkan Sumatera Barat Riau dan Sumatera
Utara)
• 1970, di Indonesia mulai membangun jalan dengan klasifikasi yang lebih baik.

2.3 Perkembangan Jalan

The first macadam surface in the United States was laid on the "Boonsborough Turnpike
Road" between Hagerstown and Boonsboro, Maryland. By 1822, this section was the
last unimproved gap in the great road leading from Baltimore on the Chesapeake Bay to
Wheeling on the Ohio River. Stagecoaches using the road in winter needed 5 to 7 hours
of travel to cover 10 miles.

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 Painting by Carl Rakeman
1823 - First American Macadam Road

Construction specifications for the turnpike road incorporated those set forth by John
Loudon McAdam of Scotland. After side ditches were dug, large rocks were picked and
raked, then were broken "so as not to exceed 6 ounces in weight or to pass a two-inch
ring." Compacting work for each of the three layers was quickened using a cast-iron
roller, instead of allowing for compacting under traffic.

In 1830, after 5 years of work, the 73-mile National Pike (or Cumberland Road) became
the second American road to be built on the "McAdam principle."

The wearing surface of a road, street, or sidewalk. Parts of Babylon and Troy are
believed to have been paved; Roman roads were noted for their durable stone paving.
Roman empire city streets were normally paved with "basalt slabs". The elevated
sidewalks that were generally built on both sides of the street often took up as much as
half of the total street width and were paved with "peperino stone". Streets outside of the
city proper were also paved as well, or at the very least had a gravel surface.

The first road to be paved with asphalt was in Babylon between 625 and 604 B.C. The
Romans built an impressive road system in Great Britain during their occupation of the

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first through fourth centuries, of which many roads have been used as templates for
modern British roadways.

Credit for modern road construction goes to the Roman Army, their military road building
techniques are the prototype for the roads of today. Roman city streets, with their
curbstones and elevated sidewalks are the basis for the modern street designs that we
see today.

Early roads in the United States were simply ruts carved into the ground by the many
horses and wagons that traversed across this great land. Travel was brutal at best, add
to that any inclement weather conditions and you get the picture. Cobblestones were
common from late medieval times into the 19th cent.

In 1876, President Grant selected a group of army engineers to study the use of asphalt
on roads. This group suggested that Pennsylvania Avenue in Washington, D.C., be
paved with sheet asphalt made from Trinidad Lake asphalt. That pavement remained in
excellent condition for 11 years, despite the traffic at the White House.

Historic Pennsylvania Ave. was first paved with asphalt in 1876. In this photo, taken in 1907, crews
repave with the equipment of the time.

Desirable qualities in pavements include durability, smoothness, quietness, ease of

cleaning, and a nonslippery surface. The requirements conflict to a degree, so no one
material is ideal in all respects. The foundation of a pavement must be crowned, or
slightly arched, for rapid shedding of water; it must be strong enough to withstand heavy
dynamic loads, but capable of responding to temperature changes. It has been
estimated that some 27,000 tons of water fall annually on one mile of road.

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Early in the 19th century, rock asphalt and natural asphalt were being used as building
products. These asphalt products had already been used for the past 7,000 years for
waterproofing. Hot tar was used in England as early as 1820 to bind the broken stones
together. This type of mix, known as tarmacadam, was patented in 1910 by Warren
Brothers in Cambridge, Mass. This company later became APAC, one of the largest
asphalt mix companies in the United States.
The highway builders of the late 1800s depended solely on stone, gravel and sand for
road construction. Road surfaces could be stabilized by adding water to the surface
sand to form a binder, which would support horsedrawn traffic. Mud and dust did not
become a major problem until the introduction of the automobile.

In 1919, the Washington-Richmond Road near Dumfries, Va., about 30 miles (48 km) south of
Washington, D.C., claimed this car. Mud was a serious problem before asphalt paving.

The deplorable conditions of the nations roads became a great public concern in the late
nineteenth century with the invention of the bicycle and later the motor car. In the early
1890's bicycle clubs in the United States pushed hard for road improvements. These
efforts brought about the "National League for Good Roads" in 1892. Continued
dissatisfaction with the conditions of the nations roads resulted in the creation of the
"Office of Road Inquiry" by Congress in 1893.

As the cities and nations continued to grow and expand, a more cost effective way of
building streets was needed. The complete implementation of asphalt on roads,
however, began with a man named John Metcalfe.
Metcalfe was born in Scotland in 1717. Although blind from the age of six, Metcalfe built
180 miles of roads in Yorkshire, England, after the age of 40. He made sure that his
roads drained well and were built on a firm foundation. He built them with three layers:

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the first layer was made up of large stones, the second contained excavated road
material, and the third was a layer of gravel. The road was also arched in the center so
that water would drain off and down into the ditches built along each side.

Thomas Telford, who was born in Eskdale, Scotland, in 1757, perfected the method of
building roads with broken stones. Telford placed the stones at a certain thickness in
accordance with the weight and volume of traffic on that road. He also took into
consideration road alignment and gradient, which are still important factors for
roadbuilders today.

John Loudon McAdam (1756-1836)

Engraving by Charles Turner. By courtesy of the trustees of the British Museum;

photograph, J.R. Freeman & Co. Ltd.

John Loudon McAdam, born in Scotland in 1757, and the general surveyor for the city of
Bristol, England, designed roads using broken stones that were laid evenly and tightly so
that they covered the soil and formed a hard surface. These “macadam roads,” as they
were called, served the purpose of providing a somewhat stable pathway for pedestrians
and horsedrawn traffic.

While Telford and McAdam were contemporaries, they each had different ideas of how
to build the best road. Telford’s designs were more expensive than McAdam’s, but some
scholars say they were superior in quality.

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 Macadam construction diagram.

Macadam consists basically of compacted layers of small stones cemented into a hard
surface by means of stone dust and water (water-bound macadam). However, the main
pavement surfaces in use today are bituminous/asphalt coverings and concrete.

The macadam method of road building uses a layer of well drained and compacted
subsoil to support the load weight of the roadway, while the top layer acts as a wearing
surface built only to shed water. Modern day macadam road construction is based on
this practice and is used worldwide.

The top layer of a macadam road is mostly made of asphalt and rocks, now some
builders use other ingredients to help deter road wear and add traction to the surface.
Nowadays asphalt is made synthetically, but true asphalt in its natural state was
originally found in only one place in the world, in a pitch lake on Trinidad Island.

Sir Walter Raleigh, in his third voyage in 1498, discovered the still-famous pitch lake of
asphalt on the Island of Trinidad, the largest natural asphalt lake in the world. "Trinidad
Asphalt" as it was known, was much prefered over the manmade variety, because it had
a good record for standing up to time and the elements. Trinidad was the first source of
asphalt made available in America; the second source was the Bermudez Lake in
Venezuela.

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 Macadam construction with asphalt.

By 1910, refined petroleum asphalt had gained its permanent market supremacy over
the producers of rock, natural and sheet asphalt. The oil companies could manufacture
asphalt superior to that mined from the natural deposits in Trinidad Lake and Bermudez
Lake. This supremacy even threatened diplomatic relations between the United States
and Venezuela.

In the bituminous macadam pavement, the foundation is macadam, upon which a

bituminous material that penetrates at least 2 in (5 cm) into the foundation is poured,
forming an impervious binder. In the bituminous-mixed macadam pavement, a mixture of
crushed rock, ground glass and other additives, and bituminous binder is spread over a
macadam foundation and rolled into a compact mass.

Key Dates of Interest in United States Road Building

1625 - Earliest known paved American road - Colonial city street - Pemaquid, Maine
1795 - First engineered American road - Philadelphia to Lancaster toll turnpikee
1823 - First macadam road constructed in America - State of Marylande
1877 - First asphalt paving in N. America - Pennsylvania Avenue - Washington, DC
1893 - First rural brick road - Ohioe
1906 - First Bituminous macadam road constructed - Rhode Islande

The two other pavement types use a concrete road slab as a foundation. In the sheet
asphalt pavement, a binder course and a wearing course are laid over a concrete
foundation. The binder course, whose function is to prevent creepage of the upper
course, is composed of broken stone and asphalt cement. The wearing surface is a
mixture of fine sand, filler, and asphalt.

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By far the most common type of pavement for heavy use is rigid concrete. The first
concrete pavement was laid in Bellefontaine, Ohio, in 1894. A modern highway will have
a 6 in (15 cm) base of concrete, on top of which 3 in (7.5 cm) of steel-reinforced
concrete will be laid. Pavements that must withstand only pedestrian traffic may use
brick or wood-blocks, set in a 1 in. (2.5 cm) bedding of sand, cement mortar, or mastic.

1910 - Spreading asphalt Macadam on crushed rock base, State Aid Road No.59 - 85, Yakima County.
Washington State.

1912 - Steam roller compacting macadam. Washington State.

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 1910 - Auto-truck spreading asphalt Macadam, Walla Walla County, Washington State.

1911 - Crushing plant and hauling machinery used in building permanent highway, Yakima County.
Washington State.

The U.S. Corps of Engineers, which had not previously been involved in pavement
matters prior to World War II, was charged with military road and runway construction.
Faced with the production of larger, heavier airplanes, the Corps needed to come up

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with pavement thickness design methods for runways that could handle wheel loads
greater than 12,500 pounds (5,670 kg). Not only did they meet the huge military demand
for heavy-duty pavements, but they would continue to influence all aspects of asphalt
paving long after the war was over.

In 1956, the Federal- Aid Highway Act was established, creating an infrastructure
highway program unmatched by any other in the world. President Dwight D. Eisenhower
stated that the Interstate System would establish “a grand plan for the rebuilding of our
obsolete road and street system.” The basis of the system was a 41,000-mile (65,983-
km) highway network connecting major cities in the Unites States. One component of
this plan was that for every five miles of road, one mile would be straight for use as an
airplane landing strip in time of need.

The network design task was given to the U.S. Bureau of Public Roads and the State
Highway Departments. While many state highway departments requested asphalt for
their part of the interstate system, concrete was also used despite its higher cost of
construction.

Besides cost, another feature that makes asphalt superior to concrete is flexibility.
Maintaining asphalt is also typically less expensive than maintaining concrete.

2.4 Sejarah Perkembangan Jalan

Wheels appear to have been developed in ancient Sumer in Mesopotamia around 5000
BC, perhaps originally for the making of pottery. Their original transport use may have
been as attachments to travois or sleds to reduce resistance. It has been argued that
logs were used as rollers under sleds prior to the development of wheels, but there is no
archeological evidence for this.[5] Most early wheels appear to have been attached to
fixed axles, which would have required regular lubrication by animal fats or vegetable
oils or separation by leather to be effective.[6] The first simple two-wheel carts,
apparently developed from travois, appear to have been used in Mesopotamia and
northern Iran in about 3000 BC and two-wheel chariots appeared in about 2800 BC.
They were hauled by onagers, related to donkeys.[7]

Heavy four-wheeled wagons developed about 2500 BC, which were only suitable for
oxen-haulage, and therefore were only used where crops were cultivated, particularly

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Mesopotamia.[8] Two-wheeled chariots with spoked wheels appear to have been
developed around 2000 BC by the Andronovo culture in southern Siberia and Central
Asia. At much the same time the first primitive harness enabling horse-haulage was
invented.[9]

Wheeled-transport created the need for better roads. Generally natural materials cannot
be both soft enough to form well-graded surfaces and strong enough to bear wheeled
vehicles, especially when wet, and stay intact. In urban areas it began to be worthwhile
to build stone-paved streets and, in fact, the first paved streets appear to have been built
in Ur in 4000 BC. Corduroy roads were built in Glastonbury, England in 3300 BC[10] and
brick-paved roads were built in the Indus Valley Civilization on the Indian subcontinent.

2.5. JENIS KONSTRUKSI PERKERASAN

Konstruksi perkerasan, dikelompokkan menurut bahan pengikatnya yaitu :

1. Konstruksi perkerasan Lentur (Fleksible pavament)
Bahan Pengikat : aspal. Lapisan perkerasan bersifat memikul dan menyebarkan
beban lalu lintas ke tanah dasar. Terdiri dari 3 lapisan atau lebih yaitu lapis
permukaan, lapis pondasi bawah dan tanah dasar.
2. Konstruksi perkerasan kaku (Riqid pavament)
Bahan Pengikat : semen. Pelat beton (dengan atau tanpa tulangan) diletakkan di
tanah dasar dengan atau tanpa lapis pondasi. Beban lalu lintas sebagian besar
dipikul oleh plat beton. Perkerasan kaku, umumnya terdiri dari dua lapis yaitu lapis
permukaan (concrete slab), lapis pondasi (sub base course).

3. Konstruksi perkerasan komposit.

Bahan Pengikat Kombinasi. Perkerasan lentur di tasa perkerasan kaku, atau
perkerasan kaku di atas perkerasan lentur.

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Perbedaan utama dari perkerasan lentur dan kaku adalah :
Jenis Perkerasan lentur Perkerasan kaku
1 Bahan pengikat Aspal Semen
2 Penurunan tanah Jalan bergelombang (mengikuti tanah Bersifat sebagai
dasar dasar) balok di atas
perletakan
3 Repetisi beban Timbul rutting (lendutan pada jalan Timbul retak pada
roda) permukaan
Modulujs kekakuan
tidak berubah dan
timbul tegangan
dalam yang besar.
4 Perubahan Modulus kekakuan berubah dan timbul
temperatur tegangandalam yang kecil

Selanjutnya akan dibahas terlebih dahulu mengenai pekerasan lentur. Sedangkan

perkerasan kaku akan dibahas pada pertemuan tersendiri.

2.4. KRITERIA PERKERASAN LENTUR

Syarat berlalu lintas, permukaan :

• Rata, tidak bergelombang, tidak melendut dan tidak berlubang
• Cukup kaku (tidak mudah berubah bentuk akibat beban)
• Cukup kesat (gesekan yang baik, ban tidak mudah selip)
• Tidak mengkilap (tidak silau jika terkena sinar matahari)

Syarat kekuatan/struktural :
• Ketebalan cukup (mampu menyebarkan beban)
• Kedap air
• Permukaan mudah mengalirkan air
• Kekakuan yang tidak menimbulkan deformasi yang berarti.

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