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WORLDWIDE SLAB TRACK DEVELOPMENT AS CONSIDERATION FOR

INDONESIAN SLAB TRACK DESIGN CONCEPT

Conference Paper · October 2016

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 ISBN: 978-602-60286-0-0

Konferensi Nasional Teknik Sipil 10

Menuju Masyarakat Industri Konstruksi

Berdaya Saing Tinggi
dan Pembangunan Infrastruktur Berkelanjutan

Editor :
Harijanto Setiawan
Ferianto Raharjo
Siswadi

Program Studi Teknik Sipil Fakultas Teknik

Universitas Atma Jaya Yogyakarta
Konferensi Nasional Teknik Sipil 10

Menuju Masyarakat Industri Konstruksi

Berdaya Saing Tinggi
dan Pembangunan Infrastruktur Berkelanjutan

ISBN : 978-602-60286-0-0

Editor :
Harijanto Setiawan
Ferianto Raharjo
Siswadi

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 DAFTAR ISI

halaman
HALAMAN JUDUL ................................................................................................................................................ i
SAMBUTAN KETUA PANITIA ............................................................................................................................ iii
SAMBUTAN SEKJEN BMPTTSSI ........................................................................................................................ v
SAMBUTAN KETUA PROGRAM STUDI TEKNIK SIPIL FT UAJY ................................................................ vii
DAFTAR ISI ............................................................................................................................................................ ix

Topik: MATERIAL

014
PERILAKU TANAH EKSPANSIF YANG DISTABILISASI DENGAN ABU AMPAS
TEBU-LIMBAH KARBIT DAN INKLUSI SERAT POLYESTER ................................................................. 1
John Tri Hatmoko dan Hendra Suryadharma

015
PENGARUH ASPAL MODIFIKASI DENGAN PENAMBAHAN ABU CANGKANG SAWIT
TERHADAP KINERJA CAMPURAN PERKERASAN ASPHALT ................................................................ 9
Elsa Eka Putri, Romi Putra, Frenzy Alvila Rusdi dan Herik Pernanda

050
SIFAT MEKANIK DAN DURABILITAS BETON DENGAN MEMAKAI LIMBAH FLY ASH
HASIL REKAYASA SEBAGAI CEMENTITIOUS ............................................................................................ 17
Erwin Rommel, Yusuf Wahyudi dan Dini Kurniawati

080
PEMANFAATAN SERBUK KACA DALAM PEMBUATAN BATAKO ........................................................ 25
Nursyamsi dan Ivan Indrawan

084
PROGRAM PENGOLAHAN SMOOTHING DATA HASIL UJI LABORATORIUM MATERIAL
DAN ELEMEN STRUKTUR ................................................................................................................................ 31
Kevin Gunawan, Bryan Robby, Hardi Wibowo dan Han Ay Lie

096
PENGARUH KOMPOSISI SERAT POLYPROPYLENE TERHADAP SIFAT MEKANIK BETON .......... 41
Ade Lisantono dan Mikhael Frederikus Kung

128
PENGARUH CURING AIR LAUT TERHADAP SERAPAN DAN PERMEABILITAS BETON
MUTU TINGGI DENGAN BAHAN TAMBAH ABU SEKAM PADI .............................................................. 47
Galuh Chrismaningwang, Achmad Basuki, Kusno Sambowo dan Achsan Nurcholis

143
PENGARUH DURASI DAN SUHU PEMBAKARAN TERHADAP KUAT TEKAN BETON
CAMPURAN CANGKANG KERANG (Dengan Menggunakan Beton K-250 Pada FAS 0,42) ..................... 53
Wahyuni dan Keumala Citra Sarina Zein

163
DINDING POLYSTYRENE DENGAN PERKUATAN KAWAT LOKET MENGGUNAKAN
TEKANAN KEMPA 2 MPa .................................................................................................................................. 61
Ade Okvianti Irlan

202
PENENTUAN NILAI STABILITAS MARSHALL DENGAN MENGGUNAKAN ARTIFICIAL
NEURAL NETWORK .......................................................................................................................................... 71
Rendi Pratama Siregar, Zulkarnain A. Muis dan Irwan Suranta Sembiring

ix
x

208
PERENCANAAN CAMPURAN FUNCTIONALLY GRADED CONCRETE (FGC) UNTUK
MEMBENTUK BETON GRADASI .................................................................................................................... 81
Choeririzky Sholikhah, Dita Ratnafuri, Han Ay Lie, Purwanto dan Arif Hidayat

224
PENGARUH PENGGUNAAN PASIR SILIKA SEBAGAI BAGIAN BAHAN AGREGAT HALUS
DALAM CAMPURAN AC-WC TERHADAP KARAKTERISTIK MARSHALL ......................................... 91
Harmiyati

238
GERABAH SEBAGAI AGREGAT KASAR PADA BETON ........................................................................... 101
Kane Ligawan dan Angelina Eva Lianasari

249
EFISIENSI PENAMPANG BALOK BETON DENGAN SANDWICH MUTU MATERIAL ....................... 111
Bernardinus Herbudiman dan Yongki Aldino

256
PENGARUH PENGGUNAAN ABU TERBANG TERHADAP SIFAT MEKANIS REACTIVE
POWDER CONCRETE .......................................................................................................................................... 119
Widodo Kushartomo dan Kelvin Tandio

262
SIFAT MEKANIS BETON AKIBAT PENGARUH STEEL SLAG SEBAGAI BAHAN
SUBTITUSI AGREGAT HALUS .......................................................................................................................... 127
Alex Kurniawandy, Ermiyati dan Rizki Wirma

291
PERILAKU BETON GEOPOLIMER BERDASARKAN KEHALUSAN FLY ASH ..................................... 137
Firdaus dan Ishak Yunus

Topik: STRUKTUR

018
PERENCANAAN DAN PELAKSANAAN JEMBATAN PELENGKUNG BETON BERTULANG
TYPE LANGER SAMOTA .................................................................................................................................. 143
Sutarja, I Nyoman

019
PERFORMANCE EVALUATION OF SEMI RIGID STEEL COLUMN BASE CONNECTIONS
ON CONCRETE FRAMES USING PUSHOVER ANALYSIS ........................................................................ 149
Andy Prabowo

023
STUDI PENGGUNAAN WIREMESH DAN SCC SEBAGAI MATERIAL RETROFIT TERHADAP
KEKUATAN GESER BALOK BETON BERTULANG ................................................................................... 159
A. Arwin Amiruddin, Herman Parung dan Riswal K

056
ANALISA KONSTRUKSI RUMAH TRADISIONAL TORAJA (TONGKONAN) ....................................... 167
Reni Oktaviani Tarru dan Yusri Limbongallo

068
GAYA UPLIFT DALAM PERENCANAAN UNDERGROUND RESERVOIR ............................................. 185
Johannes Tarigan, Simon Dertha dan Philip Amsal Apriano Ginting
 xi

078
BALOK BETON KOMPOSIT CAMPURAN MORTAR DAN PARTIKEL KAYU DALAM POLA
RESPON MEKANIK LENTUR DAN GESER ................................................................................................... 195
Shyama Maricar, Nirmalawati dan Agus Rivani

079
ANALISIS PERILAKU GESER BALOK KASTELLA KOMPOSIT MORTAR .......................................... 201
Andina Prima Putri, Iman Satyarno dan Suprapto Siswosukarto

095
STUDI NUMERIK SAMBUNGAN DENGAN BAUT-GUSSET PLATE PADA STRUKTUR GABLE
FRAME TIGA SENDI ........................................................................................................................................... 207
Pinta Astuti, Martyana Dwi Cahyati dan Hakas Prayuda

108
KEKUATAN BALOK LENTUR TERSUSUN DENGAN KAYU LOKAL ..................................................... 213
Parang Sabdono, Sukamta, Davied Hamonangan dan Faldy

109
PERBAIKAN ELEMEN STRUKTUR BALOK BETON BERTULANG AKIBAT KEBAKARAN
DENGAN METODE INJEKSI DAN GRAVITASI GROUT ............................................................................. 219
Hazairin, Bernardinus Herbudiman dan Egi Nuamsyah Kosasih

134
FAKTOR-FAKTOR YANG MEMPENGARUHI BOND STRENGTH STRUKTUR BETON
DENGAN SELUBUNG PIPA PADA SISTEM STRUKTUR PRACETAK ..................................................... 229
Ninik Catur E.Y

138
KAPASITAS DAN DAKTILITAS AKSIAL KOLOM PENAMPANG PIPIH DENGAN TULANGAN
TRANSVERSAL DARI GALVANIZED WELDED WIRE FABRIC (G-WWF) ..................................................... 237
I Ketut Sudarsana, I GN Oka Saputra dan Putu Ayu Rapita Astri

148
EVALUASI DAKTILITAS KURVATUR PILAR JEMBATAN BETON BERTULANG ............................. 245
Bambang Hadibroto dan Ade Faisal

150
GRUP TULANGAN DIAGONAL SEBAGAI PERKUATAN DINDING PANEL BETON RINGAN
MENGURANGI KEGAGALAN GESER ........................................................................................................... 255
Yenny Nurchasanah, Muhammad Ujianto dan Gagah

178
OPTIMALISASI PEMASANGAN PENGHUBUNG GESER BAUT PADA BALOK BAMBU SUSUN ...... 263
Noverma

182
PERKUATAN LENTUR BALOK BETON BERTULANG DENGAN FIBER GLASS TIPE WOVEN
ROVING .................................................................................................................................................................. 271
Johanes Januar Sudjati dan Paulinus Perjuangan Zebua

206
PENGARUH PERUBAHAN BEBAN GEMPA TERHADAP KINERJA MODEL GEDUNG
PERKANTORAN LIMA LANTAI PADA KONDISI TANAH SEDANG DI WILAYAH CILACAP .......... 277
Gathot Heri Sudibyo, Yanuar Haryanto dan Eva Wahyu Indriyati

221
STUDI GAYA LEDAK ELSTERNAL PADA STRUKTUR BANGUNAN ..................................................... 285
Jack Widjajakusuma dan Eric Christopher
xii

240
ANALISIS KINERJA STRUKTUR BETON BERTULANG DENGAN KOLOM MODIFIKASI
YANG DIPERKUAT LAPIS CFRP .................................................................................................................... 293
Ida Bagus Rai Widiarsa dan Ida Bagus Dharma Giri

241
ANALISIS PERKUATAN BALOK BAJA DENGAN MEMPERHITUNGKAN EFEK
REDISTRIBUSI MOMEN .................................................................................................................................... 299
Wiryanto Dewobroto dan Petrus Ricky

243
PENGARUH STEEL FIBER TERHADAP KUAT GESER REACTIVE POWDER CONCRETE ............. 305
Daniel Christianto, Widodo Kushartomo dan Wiratman Wangsadinata

257
KINERJA STRUKTUR GEDUNG BERATURAN SISTEM GANDA BERDASARKAN
PERENCANAAN BERBASIS PERPINDAHAN LANGSUNG ........................................................................ 315
Raja Parulian Purba, Zulfikar Djauhari dan Reni Suryanita

290
KAJIAN PENGARUH PERILAKU TEGANGAN REGANGAN TEKAN BETON YANG
DIPERKUAT SERAT SINTETIS TERHADAP PERILAKU MOMEN KURVATUR .................................. 325
Rosidawani, Iswandi Imran, Saptahari Sugiri dan Ivindra Pane

294
APLIKASI INCREMENTAL DYNAMIC ANALYSIS UNTUK PENILAIAN KERENTANAN DAN
RESIKO SEISMIK JEMBATAN ........................................................................................................................ 333
Niam A. Wibowo, Dean H. Wardana, Mutiara Puspahati C, Senot Sangadji, Edy Purwanto
dan S. A. Kristiawan

295
FUNGSI FRAGILITY (KERAPUHAN) SEBAGAI ALAT EVALUASI KINERJA SEISMIK
STRUKTUR TIPIKAL JEMBATAN JALAN RAYA BETON ........................................................................ 341
Enjels N. Tropormera, Agus Trisyanto, Mutiara Puspahati C, Senot Sangadji, Agus Supriyadi dan Supardi

297
PENYEDERHANAAN PERHITUNGAN GAYA GESER DASAR SEISMIK (V) SNI GEMPA 2012
UNTUK TIPIKAL BANGUNAN GEDUNG SEKOLAH DI JAWA TENGAH .............................................. 349
Himawan Indarto dan Hanggoro Tri Cahyo Andiyarto

298
PREDIKSI RESPONS STRUKTUR BANGUNAN BERDASARKAN SPEKTRA GEMPA
INDONESIA MENGGUNAKAN JARINGAN SARAF TIRUAN .................................................................... 359
Reni Suryanita, Hendra Jingga, Harnedi Maizir dan Enno Yuniarto

Topik: TRANSPORTASI

012
THE RELATIONSHIP AMONG LAND USE PATTERN, SOCIO ECONOMIC FACTORS AND
TRAVEL BEHAVIOURS ..................................................................................................................................... 369
Dewa Made Priyantha Wedagama

013
KAJIAN KELAYAKAN FINANSIAL PENGEMBANGAN ANGKUTAN WISATA DI KOTA
DENPASAR ........................................................................................................................................................... 377
Putu Alit Suthanaya, Dyah Ayu Lestari
 xiii

022
ESTIMASI MATRIK ASAL TUJUAN PERJALANAN DI KOTA SURAKARTA DENGAN
MODEL GRAVITY ............................................................................................................................................... 385
Syafi’i, Slamet Jauhari Legowo dan Lydia Novitriana Nur Hidayati

031
IDENTIFIKASI KADAR EMISI GAS BUANG CO2 AKTIVITAS TRANSPORTASI PADA JALAN
LINGKUNGAN DI WILAYAH BANDUNG TIMUR ........................................................................................ 395
Atmy Verani R Sihombing

034
AKURASI INFORMASI WAKTU PERJALANAN BERDASARKAN PERSEPSI PENGGUNA
JALAN (Studi Kasus : Ring Road Utara Surakarta) ......................................................................................... 405
Amirotul MH Mahmudah, Dewi Handayani dan Arief Rahman Hakim

058
STUDI KOMPARASI PENGGUNAAN LIGHT WEIGHT DEFLECTOMETER (LWD) PUSJATAN
DAN FALLING WEIGHT DEFLECTOMETER (FWD) PADA LAPIS PONDASI JALAN ........................... 413
Siegfried dan Afrizal Naumar

061
PERHITUNGAN KEBUTUHAN TEBAL OVERLAY ASPAL MENGGUNAKAN PROGRAM
EVERSERIES 5.0 DAN METODE BINA MARGA Pd.T-05-2005-B ............................................................... 419
Ria Askarina dan Angga Marditama Sultan Sufanir

066
KELAYAKAN FINANSIAL PEMBANGUNAN GEDUNG PARKIR SEPEDA MOTOR
UNIVERSITAS SEBELAS MARET SURAKARTA ......................................................................................... 427
Dewi Handayani, Raden Ajeng Dinasty Purnomoasri dan Slamet Jauhari Legowo

067
PROBABILITAS PENGGUNA KERETA API CEPAT JAKARTA BANDUNG MENGGUNAKAN
MODEL LOGIT BINER ....................................................................................................................................... 435
Kartika Seinari Manggala dan Dwi Prasetyanto Sudiatmono

070
WORLDWIDE SLAB TRACK DEVELOPMENT AS CONSIDERATION FOR INDONESIAN
SLAB TRACK DESIGN CONCEPT ................................................................................................................... 441
Dian Setiawan M

074
PENGARUH KONDISI JALAN DESA TERHADAP PEREKONOMIAN WILAYAH ................................ 451
Dwi Ardianta Kurniawan

081
PEMILIHAN MODA TRANSPORTASI KE KAMPUS OLEH MAHASISWA UNIVERSITAS
GADJAH MADA ................................................................................................................................................... 457
Ibnu Fauzi dan Imam Basuki

085
EVALUASI KINERJA LALU LINTAS JALAN RAYA MAGETAN – MAOSPATI AKIBAT
PEMBANGUNAN PABRIK GARMEN SUKOMORO ..................................................................................... 467
Rosyid Kholilur Rohman dan Setiyo Daru Cahyono

087
KLASIFIKASI KERUSAKAN JALAN RAYA MENGGUNAKAN LEARNING VECTOR
QUANTIZATION ................................................................................................................................................... 475
Setiyo Daru Cahyono dan Pradityo Utomo
xiv

097
ANALISIS PENGARUH PENYEMPITAN JALAN (BOTTLENECK) TERHADAP TINGKAT
PELAYANAN JALAN DENGAN PENDEKATAN SIMULASI MIKRO ....................................................... 483
Tri Sudibyo dan Meiske Widyarti

124
METODE REDISTRIBUSI PADA SISTEM PENGGUNAAN SEPEDA LISTRIK BERSAMA DI
LINGKUNGAN KAMPUS UNIVERSITAS SEBELAS MARET .................................................................... 491
Lydia Novitriana Nur Hidayati, Djumari dan Fajar Sri Handayani

162
ANALISIS TINGKAT PELAYANAN DAN TINGKAT KEPUASAN TRANSJAKARTA ........................... 499
Najid

175
EVALUASI KINERJA PELAYANAN SHUTTLE BUS INTRANS BINTARO, TANGERANG
SELATAN .............................................................................................................................................................. 507
Ferdinand Fassa

177
AKSES PENUMPANG KRL MENUJU KAMPUS UNIVERSITAS PANCASILA JAKARTA .................. 517
A.R. Indra Tjahjani, Firman Ariesandy, Deffi Putri Arum P, Ilham Haji Nugroho, Mohamad Yudha P,
Try G. Daeli dan IndraAdhyapratama

186
ANALISIS SISTEM MANAJEMEN KESELAMATAN (SAFETY MANAGEMET SYSTEM) DI
BANDAR UDARA INTERNASIONAL SULTAN HASANUDDIN MAKASSAR .......................................... 523
Sudirman Hi. Umar dan Imam Basuki

211
STUDI PENGELOLAAN SAMPAH KOTA SEMARANG (STUDI KASUS DI TIGA KECAMATAN) .... 533
Petra Aprilian Bustani, Edward Dion Palma, Djoko Suwarno dan Rudatin Ruktiningsih

230
THE IMPACT OF MOTORCYCLE DOMINATED MIXED TRAFFIC ON SATURATION FLOW
RATE AT SIGNALISED JUNCTIONS .............................................................................................................. 541
D.M Priyantha Wedagama, I.W Suweda dan I.N Widana Negara

283
ANALISIS KEBUTUHAN RUANG PARKIR DI KAWASAN PASAR KLANDASAN
BALIKPAPAN, KALIMANTAN TIMUR .......................................................................................................... 547
Indra Pramana Putra dan P. Eliza Purnamasari

299
CAR PARKING EVALUATION : TUGU YOGYAKARTA RAILWAY STATION .................................... 557
Okkie Putriani dan P. Eliza Purnamasari

300
EVALUASI KINERJA ANGKUTAN PENUMPANG JALUR 1 DAN 2 DI KOTA KUPANG NUSA
TENGGARA TIMUR ........................................................................................................................................... 567
JF. Soandrijanie Linggo dan Frederika Putri Manu

301
EVALUASI KERUSAKAN RUAS JALAN PULAU INDAH, KELAPA LIMA, KUPANG DENGAN
MENGGUNAKAN METODE PAVEMENT CONDITION INDEX .................................................................. 577
JF. Soandrijanie Linggo dan Lusianti Ayubiana Dala
 xv

Topik: GEOTEKNIK

016
PENGUJIAN KUAT TEKAN BEBAS PADA STABILISASI TANAH LEMPUNG DENGAN
CAMPURAN KAPUR ........................................................................................................................................... 587
Yetty Saragi, Patar Pasaribu, Johan Simanjuntak

020
KARAKTERISTIK TANAH ALUVIAL PASANG-SURUT DI MANDOMAI KALIMANTAN
TENGAH ................................................................................................................................................................ 597
I Ketut Suwantara, Putu Ratna Suryantini

040
KAJIAN EFEKTIFITAS PENGGUNAAN SEMEN DAN LIMBAH KARBIT TERHADAP
STABILITAS TANAH LEMPUNG DENGAN PENGUJIAN KUAT TEKAN BEBAS
(UNCONFINED COMPRESSION TEST) ............................................................................................................ 607
Ika Puji Hastuty, Roesyanto dan Faraditha Yesika

086
PENENTUAN LEBAR MAKSIMAL PADA PENAMBANGAN BATUAN KAPUR BAWAH
PERMUKAAN DI KABUPATEN PAMEKASAN .............................................................................................. 615
Faisal Estu Yulianto dan Supriadi

098
PENGGUNAAN SIRTU SEBAGAI BAHAN STABILISASI TANAH LEMPUNG ....................................... 621
Henrianto Masiku, Marthen L. Paembonan, Parea R R, Efriansi Tangketasik

110
PENGARUH UKURAN BUTIR TANAH DAN KONDISI PEMADATAN TERHADAP NILAI CBR
PADA PENGUJIAN DI LABORATORIUM ...................................................................................................... 629
Aniek Prihatiningsih, Gregorius Sandjaja Sentosa dan Djunaidi Kosasih

120
KESTABILAN LERENG TERHADAP VARIASI PENEMPATAN DAN PANJANG PERKUATAN
SHEET PILE PADA RUAS JALAN BANDA ACEH – CALANG .................................................................. 637
Banta Chairullah, Halida Yunita dan Sigit Haryadi

156
PERILAKU CAMPURAN PASIR DAN TANAH RESIDUAL TROPIS YANG DIPADATKAN
AKIBAT PEMBEBANAN AKSIAL TEKAN ..................................................................................................... 643
Christy Anandha Putri dan Erza Rismantojo

168
KARAKTERISTIK KUAT TEKAN TANAH FERRO LATERIT DENGAN PEMERAMAN
SEBAGAI LAPISAN PONDASI JALAN ............................................................................................................ 653
Zubair Saing, Lawalenna Samang, Tri Harianto dan Johannes Patanduk

192
PEMODELAN PONDASI DANGKAL PADA TANAH LUNAK DENGAN PERKUATAN CERUCUK
KAYU DAN BAN BEKAS .................................................................................................................................... 659
Sumiyati Gunawan, Vienti Hadsari, Mulyono Alibasah

200
PENGUJIAN MUTU MATERIAL TIMBUNAN BIASA DAERAH GUNUNG SARIAK SEBAGAI
TANAH DASAR JALAN ...................................................................................................................................... 667
Rina Yuliet, Abdul Hakam dan Febi Adriani
xvi

237
ANALISIS TEKANAN AIR PORI MENGGUNAKAN METODE ELEMEN HINGGA DENGAN
PEMODELAN MOHR-COULOMB PADA PLAXIS ........................................................................................ 675
Undayani Cita Sari, Sri Prabandiyani Retno Wardani, Suharyanto dan Windu Partono

247
A REVIEW OF RESILIENT MODULUS CHARACTERISTICS OF STABILIZED SUBGRADE
SOILS ..................................................................................................................................................................... 685
Dian Hastari Agustina

270
SIMULASI DAMPAK ALIRAN LUMPUR AKIBAT KEGAGALAN TANGGUL PADA SISI
BARAT-SELATAN TANGGUL PENAHAN LUMPUR SIDOARJO .............................................................. 691
Fransisca dan Budijanto Widjaja
 Konferensi Nasional Teknik Sipil 10 1
Universitas Atma Jaya Yogyakarta, 26-27 Oktober 2016

WORLDWIDE SLAB TRACK DEVELOPMENT

AS CONSIDERATION FOR INDONESIAN SLAB TRACK DESIGN CONCEPT

Dian Setiawan M

Program Studi Teknik Sipil, Universitas Muhammadiyah Yogyakarta,

Jl. Lingkar Selatan, Tamantirto, Kasihan Bantul, Yogyakarta
*Email: dian_setiawanm@yahoo.co.id

ABSTRAK
Technology modernization concept of Indonesian railways should be directed to the use of
infrastructure technology and powerful mass transportation facility, high speed, energy-savings, and
environmentally friendly (RIPNas 2010-2030). Modern technology of railway had rapid
development notably the slab track technology (non-conventional type). The importance of slab
track development for Indonesian railway industry was encouraged by the need of higher axle load
and railway speed, and by the reality of high life cycle cost of conventional track (Michas, 2012).
The development of slab track was also grounded by the worries of difficulty to get wooden sleeper
and gravel ballast material that met the construction requirement of conventional track. Until now,
Indonesian railway did not have appropriate type of slab track to be applied. Indonesian railway was
limited in regulation and policy related to slab track, for example in RIPNas 2010-2030 and UU No.
23 2007. This research analyses and discusses the development of slab track worldwide, its
characteristics, advantages, disadvantages, economic efficiency, construction cost and maintenance
cost, to study the most proper and the most efficient of Indonesian slab track design concept. Rheda
2000 system was selected as slab track design concept and was also considered as an alternative,
which has a longer life cycle, higher structural track stability, lower maintenance need, and lower
thickness requirement.
Keywords: ballast, slab track, axle load, speed, life cycle cost

1. INTRODUCTION
Technology modernization concept of Indonesian railways should be directed to the use of infrastructure technology
and powerful mass transportation facility, high speed, energy-savings, and environmentally friendly (RIPNas 2010-
2030). Modern technology of railway had rapid development notably the slab track technology (non-conventional
type). Unfortunately, until now, Indonesian railway did not have appropriate type of slab track to be applied.
Indonesian railway was limited in regulation and policy related to slab track, for example in RIPNas 2010-2030 and
UU No. 23 2007. Indonesian government along with related party had planned high-speed railway connecting
Jakarta-Surabaya and Jakarta-Bandung, and is also constructing the Mass Rapid Transit in Jakarta. Aside from being
an alternative to the conventional track, slab track was also the most proper type to be applied for high speed railway
system. In addition to high-speed railway system, in some countries, slab track also can be applied in light rail
transit system, which at the time the construction was increasingly needed as solution of traffic congestion in major
cities (Esveld, 2009). The use of slab track in Indonesian railway industry technology deeply expected would give
important breakthrough in creating competitive railway, integrated, modern technology, industrial synergy,
affordable, large capacity, high speed, and environmentally friendly in accordance with national railway vision in
2030. This research analyses and discusses the development of slab track worldwide, its characteristics, advantages,
disadvantages, economic efficiency, construction cost and maintenance cost, to study the most proper and the most
efficient of Indonesian slab track design concept.

2. CHARACTERISTIC AND CLASSIFICATION OF SLAB TRACK TECHNOLOGY

Several main causes of conventional track performance degradation: damage and wear of structure; incompatibility
of material specification; repeated load; inappropriate material selection so that easily broken/worn; lack of ballast
thickness; lack of frequency of ballast treatment and ballast washing; damage of subgrade and foundation; and
drainage condition that not functioned properly.
Based on the fact above, conventional track structure is susceptible and risky if it is operated for high speed train.
Moreover, maintenance and supervision of conventional track structure has to be done periodically, and the
identification of structure damage and failure become important in preventive action. Modern railway technology
had rapid development notably the slab track technology (non-conventional type). The importance of slab track
development for Indonesian railway industry was encouraged by the need of a masssive rail track infrastructure
development, the need of higher axle load and railway speed, and by the reality of high life cycle cost of
conventional track (Michas, 2012). The development of slab track was also grounded by the worries of difficulty to
get wooden sleeper and gravel ballast material that met the construction requirement of conventional track. In
general, the whole structure of slab track is mainly composed by five layers as shown in Figure 1: subgrade or
subsoil (foundation), frost protective layer, hydraulically bonded bearing layer, concrete/asphalt bearing layer, and
the rail (Michas, 2012).

Figure 1. The usual construction profiles for slab tracks (Source: Michas, 2012)
The so-called slab track is a concrete or asphalt surface that is replacing the standard conventional track. This
structure is made of stiff and brittle materials, hence the required elasticity can be obtained by inserting elastic
components below the rail or/and the sleeper (Lichtberger, 2005). Concrete is the prevailing material in slab track
applications throughout the world. Only in very special occasions asphalt has been used as material for slab track
constructions, and this is due to its high construction demands The slab track design can be found mainly in civil
structures in high-speed lines and light rail (Michas, 2012).
Slab Track Classification
According to Michas (2012), there are various slab track systems developed around the world. As shown in Table 1,
they are divided into two main categories, discrete rail support systems and continuous rail support systems.
Furthermore, these two are divided into four and two subcategories respectively.
Table 1. Different slab track systems

Source: Michas, 2012

The various slab track systems can be distinguished according to their structural stability, flexural stiffness, structure
height, noise production, speeds, maintenance need, construction costs, construction speed, and lengths of
constructed tracks. It is essential to know these differences in order to realize which slab track design meets the
required needs. There is no slab track system suitable for all cases. Therefore, a good knowledge of each system
characteristics is the only way to make the best possible decision (Michas, 2012). As shown in Table 2, each slab
track system has different superstructure height which is decisive for its use. Systems with low overall height are
very often used in tunnels where the free space is limited. A low height slab track system often results to lower
tunnel construction costs (Esveld, 2001 in Michas 2012).
 Table 2. Comparison of overall heights of various slab track designs (mm)

Source: Esveld, 2001, in Michas 2012

Track Resilience
According to Esveld (1997), on conventional track, the ballast bed and the other half by the subgrade providing
approximately half the resilience needed to absorb dynamic forces. High frequency vibration is filtered out by a rail
pad inserted between the rail and the sleeper. This rubber component allows the use of relatively stiff concrete
sleepers, which are susceptible to scratching. On slab track, and on bridges where the rails are fixed down directly,
additional resilience must be added to the system to compensate for the absence of ballast. As shown in figure 2, in
principle there two ways of achieving this: adding extra resilience under the rail by, for instance, inserting extra
thick rail pads and inserting a second resilient layer under the supporting blocks or the sleepers.

Figure 2. Track resilience in slab track (Source: Esveld, 1997)

3. WORLDWIDE SLAB TRACK
There are many different slab track designs. Table 3 is illustrating the current lengths (km) of constructed slab track
designs worldwide (Michas, 2012).
Table 3 Total length of various slab track systems constructed worldwide
Slab Track Design Country Design Total Construction (km)
Bögl Germany 4391
Shinkansen Japan 3044
Rheda Germany 2205
Sonnevile-LVT Swiss 1031
Züblin Germany 606
Stedef France 334
Infundo-Edilon Netherlands 211
ÖBB-Porr Austria 122
IPA Italy 100
PACT UK 95
SATO Germany 36
FFYS Germany 33
Source: Michas, 2012
Bogl
The Bögl slab track system was developed and first used in Germany in 1977 (Bastin, 2005 in Michas 2012). This
prefabricated system is made of steel fiber concrete (B55 or C45/55) plates 20 cm thick, 6.45 m long and 2.55 or
2.80 m wide, having a total construction depth of 475 mm as shown in Figure 3 (Esveld, 2003). The plates are
laterally prestressed and longitudinally normally reinforced by the so called ‘GEWI’ bars (see Figure 3) (Bastin,
2005 in Michas 2012). These prefabricated slabs are designed with special breaking points arranged between the
supporting points in order to prevent random crack formation in the slab (Lichtberger, 2005). This design is turned
to be a system of many wide sleepers joined together due to these specifically designed cracking points.

Figure 3. Max-Bögl track system (Source: Bastin, 2005 in Michas 2012)

Shinkansen
This slab track system was first developed and used in Japan in 1972 (Lichtberger, 2005). It consists of a sub-layer
stabilised with cement, and assembly plates of 4.95m × 2.34m × 0.19 m and 0.16 m thick in tunnels with low
pretension are used in longitudinal and lateral dimension (Esveld and Markine, 2003). These slabs weight
approximately 5 tons each and are adjusted on top of a hydraulically bonded surface (HBL), under the slab is
injected a minimum 4 cm thick bituminous mortar, except few cases where a rubber mat in some antivibration
versions is used (Esveld, 2003). The slabs are hold longitudinally and laterally by concrete cylinders (dowel) which
are rigidly connected with the structural concrete of the bearing plate (Lichtberger, 2005). Details on the shinkansen
slab track system can be observed in Figure 4.

Figure 4. Shinkansen slab track (Source: Bastin, 2005 in Michas 2012)

Rheda
It has discrete rail support, when the continuous rail is attached on supporting points (usually fastened on sleepers).
It also has the sleepers or blocks encased in concrete. The name “Rheda” originates from the first slab track system
constructed in the Rheda-Wiedenbruck station (Germany) in 1972 (Lichtberger, 2005). The Rheda system in its
various forms is one of the most popular and most commonly used slab track systems worldwide, with 2205 km in
Germany, 150 km in Holland, 2×26 km in Taiwan, 2×28 km in Spain, 40 km trial section near Tschechien in China,
22 km in Greece, as well as two short sections in Britain and other shorter sections in various countries (Michas,
2012).
 Figure 5. Rheda 2000 on earthworks (Source: Rail One, 2011)
Sonneville-LVT
All the technical details for the Sonneville-LVT system are illustrated in Figure 6. This system is very similar to
Stedef systems using a rubber boot (Esveld, 2003). The fastenings that have been used for this system are Vossloh
W14, Pandrol e-clip or fastclip and Sonneville S.75 (www.sonneville.com). This system is one of the oldest and
most used around the world, having 1031 km of LVT constructed tracks in total. One of the most significant LVT
constructions worldwide is the Channel tunnel (France – England) 100 km double track.

Figure 6. Sonneville-LVT track system (Source: www.sonneville.com, 2016)

Zublin
The züblin slab track system development started as early as the late 1970s (www.zueblin.de). It is consisted of
concrete twin-block or mono-block sleepers embedded in a monolithic concrete slab as shown in Figure 7 and the
sleepers are pushed in the fresh concrete by means of vibration (Lichtberger, 2005; Esveld, 2001 in Michas). This
system was developed in order to modernise the mechanical equipments of construction in order to increase the
construction speed and reduce costs. In general terms, the züblin slab track system is placed on a HBL 30 cm thick
and a FPL 50 cm thick under the HBL. The concrete bearing layer (CBL) is normally 28 cm thick and 2.8 m wide
(Lichtberger, 2005). The most recent züblin developed system as shown in Figure 7 is 24 cm thick and the two
individually reinforced concrete sleeper heads are connected by steel lattice trusses to form a twin-block sleeper.
This developed system has been used in China in a 460 km long high speed double track in 2005 (www.zueblin.de).

Figure 7. Most recent developed Züblin system (Source: www.zueblin.de)

Advantages of Slab Track
In general, the most important advantages of the slab track today are seen in the reduced maintenance costs, and
consequently, the lower traffic hindrance costs. It also has higher serviceability life, higher structural track stability,
and lower structural height compared to conventional track system. According to the references (Esveld and
Markine, 2003; Lichtberger, 2005; Profillidis, 2006; Esveld, 2009; Michas, 2012) the reasons that may lead to the
construction of a slab track system instead of a conventional track are the following: The expected life cycle of the
slab track (50-60 years) is longer than that of the conventional track (25-30 years); The slab tracks are more
favourable locations of the lines which can be adapted to the terrain and to existing structures by applying higher
superelevation and superelevation deficiency values; The slab track can compensate any excess in superelevation
and in cant deficiency with freight trains or passenger trains without fears for dislocation of the track; No ballast or
soil particles are whirled up on slab track; No problems with flying ballast particles at high-speed; Optimum design
for high speed trains since it does not experience any problems such as drag forces at ballast; The slab track can
ensure very good geometrical stability of the track comparing to the conventional track; High structural track
stability and high lateral track resistance which allows future speed increases in combination with tilting technology;
Reduction of structure height; It is often economically efficient when used in bridges and tunnels, because it allows
a smaller cross-section and facilities maintenance; Lower maintenance need and higher availability during its life
cycle. Maintenance works like tamping, ballast cleaning, and track lining are unnecessary. Maintenance costs
amount to 20-30% of the maintenance costs of conventional track.

Disadvantages of Slab Track

In general, the higher investment costs combined with the longer manufacture and installation time needed for its
construction as well as the limited options in adjustments after construction and the higher air-borne vibration
emissions, are few of the main reasons slab track is not the dominant track type used (Michas, 2012). According to
the references (Lichtberger, 2005; Esveld, 2009; Michas, 2012), the disadvantages of slab track are stated as
follows: Slab track cannot be built in certain geological circumstances, such as deep cutting in clay soils,
embankments on soft peat layers, or in earthquake areas; Slab track requires homogeneous sublayers which are
capable to carry the imposed loads, with minor or no settlements. This means that in many cases and especially in
earth structures special attention should be given in the foundation preparations. The high costs which are associated
with the above mentioned fact is the main reason for the limited use of the slab track; It has small adaptability to
large displacements in the embankment. Large displacements in the slab track can be compensated only by
significant amounts of work; Cement concrete slab tracks are rigid bearing layers, which can break after their
operational strength has been reached – this might be compared to the occurrence of rail fracture. The deterioration
of the track geometry in this case occurs suddenly and unforeseeably; Derailments can cause damage to sensitive
fastening elements which leads to long-term and expensive track closures; At the moment, no sufficient or only very
expensive repair concepts exist to remedy damage after derailment or other serious damage caused by
environmental influences (large residual settlement, hollowing out from below, etc.). Curing and hardening of
concrete takes a long period of time. This means that a serious accident leads to a total closure of the line and to long
operational hindrances; To a large extent, construction and maintenance (possible repairs) are not automated. The
quality of slab track has to be guaranteed by appropriate high-level quality assurance measures. This means extra
cost and time for the construction works and their control. Any quality defect would remain for the entire expected
life cycle (50-60 years) and can be eliminated only by applying costly measures; The Rheda systems repairment
requires a longer track closure. Level correction of a greater magnitude can hardly be carried out. In practice,
individual sleepers cannot be replaced due to the existence of a through longitudinal reinforcement; The noise
emissions of the slab track are much higher than of the conventional track (5 db). Therefore, the appropriate (mostly
expensive) noise protection measures have to be taken for the slab track; Transitions between conventional track and
slab track require special attention.

Construction Cost, Maintenance Cost, Economic Efficiency

Economic efficiency of slab track as against conventional track can be calculated only from the increased
maintenance expenses required for conventional track. The slab track to a certain extent also requires maintenance,
as shown by the example of increased maintenance works for grinding the slab track. If the next generation of
railway engineers meet significant damage to slab track, the economic efficiency of the slab track as against
conventional track will look bad. Repair works for the slab track are complicated, cost-intensive and time-
consuming. The operation hindrance cost in case of longer closures of slab track lines due to damage are extremely
high and can hardly be calculated or predicted today (Lichtberger, 2005). The establishment of slab track is more
expensive than that of traditional conventional track. Although recent feasibility studies show that the cost of slab
track is reduced with the increasing of the constructed line length, the price factor still remains 1.5 to 2 times more
than the costs of a conventional track even if the construction methods are optimised, and the ordered lengths are
increased. However, according to Profillidis (2006), the maintenance costs for Rheda slab track systems in Germany
have been proved to be approximately 10% respectively of that required for conventional track. The slab track is
economically efficient as against the conventional track in tunnels and in stable circumstances without additional
measures being taken for the substructure. As shown in figure 8, the construction cost of slab track is 30 % higher
than that of ballasted track. But daily maintenance cost is one forth, then the total cost balances after 20 years after
construction.

Figure 8. Life Cycle Cost of Slab Track vs Ballasted Track (Source: Rudolf & Dirk, 2007 in Michas 2012)
However, normally, in the open and on earth structures the slab track is not economically efficient, when compared
to the conventional track. The additional cost that requires for the use slab track in the open to limit long-term
settlement in the substructure is higher than for conventional track by the factor 2-2.5 (Lichtberger, 2005).

4. INDONESIAN SLAB TRACK DESIGN CONCEPT (RHEDA 2000 SYSTEM)

Rheda 2000 system was selected as slab track design concept and was also considered as an alternative, which has a
longer life cycle, higher structural track stability, lower maintenance need, and lower thickness requirement. This
system is widely used due to its adequate performance and long experience comparing to other slab track systems. It
has high flexural stiffness to provide extra strength and adequate resistance acting as a bridge across weak spots and
local deformations in weak unreliable soils. The Rheda 2000 design is free of any patent rights. Therefore, during
the past years a multitude of structural versions have been developed by various contractors, and many different
structural versions have been created to fulfill different specifications in various projects (Michas, 2012). The
overall heights of the various Rheda designs are between 830 mm and 961 mm (rail top to the below of the HBL).
Concrete Bearing Layer
As shown in Figure 9, the required profile tolerance on the surface of concrete bearing layers is + 2 mm; The quality
must correspond to the concrete quality B35 and be highly resistant to frost; The cement content in the concrete is
between 350 and 370 kg/m³; Typical thickness is 200 mm; The necessary reinforcement to limit the formation of
cracks must be between 0.8 and 0.9% of the cross section of the concrete. This standard ensures that the width of
cracks will not exceed 0.5 mm.

Figure 9. Rheda slab track systems prior to concrete pouring (Source: www.calenberg-ingenieure.de, 2016)
Hydraulically Bonded Bearing Layer
A so-called hydraulically bonded bearing layer is inserted below the concrete bearing layer and contributes to an
increase in the total bearing capacity of the entire system. In the Rheda 2000 systems, the typical layer thickness is
30 cm. A hydraulically bonded bearing layer is a mix of mineral aggregate (mix of natural sandstone, crushed sand
and stone chips) of graded grain size (maximum grain size 32 mm), compacted by a hydraulic bonding agent.
Portland cements are used as a bonding agent, and its content is about 110 kg/m3. A minimum width of the
hydraulically bonded bearing layer of 3.8 m should be observed. The hydraulically bonded bearing layer should
contribute to ensure a modulus of elasticity E > 60 MPa on the top surface of the embankment layer (Lichtberger,
2005). Figure 10 shows the preparation work of Hydraulically Bounded Layer.

Figure 10. Preparation work of Hydraulically Bonding Layer (Source: www.calenberg-ingenieure.de, 2016)
As stated by Michas (2012), some key features of this layer are the following: The laying of the hydraulically
bonded bearing layer is carried out by a road finisher usually in two layers of thickness ≥12 𝑐𝑚 and their connection
should be obtained while they are still wet; As the finisher lays the hydraulically bonded layer, automatically creates
pseudo joints every 5 m with thickness 35% of the total thickness of the layer in order to control and reduce
cracking; The deviations of thickness from the anticipated level should be ≤+0.5 𝑐𝑚 and ≤−1.5 𝑐𝑚 (where + is
upwards and –downwards); The edges of the hydraulically bonded layer should be constructed with an outward ≥4%
inclination to prevent water infiltration between the hydraulically bonded bearing layer and the concrete bearing
layer.
Frost Protective Layer
According to Lichtberger (2005), this layer is protecting the upper layers from frost; it can also compensate the
differences in stiffness of the various layers towards the subsoil and leads the surface water away rapidly. It is
resistant to weathering and frost and is consisted of fine gravel to prevent water from rising from the subsoil. This
layer should have very low permeability values (1×10−5 or 1×10−4 𝑚/𝑠) to serve adequately. According to Michas
(2012), the modulus of deformation at least at the upper part of this layer should be of 𝐸  ≥120 𝑁/𝑚𝑚2. To achieve
that, the upper part of this layer should be laid with materials similar to the above hydraulically bonded bearing
layer.
Subgrade and Soil Foundation Requirements
The slab track requires the subgrade and soil foundation which are almost free of deformation or settlement. This is
why most times slab track is found in tunnels and bridges (Lichtberger, 2005). It is a fact that the adjustments to the
track geometry after construction are very limited. Hence, special preparation of the subgrade before construction is
essential (Esveld, 2001 in Michas 2012). According to Lichtberger (2005), the substructure requirements are the
following: Extensive soil investigations have to be carried out before a slab track can be built on earth structures.
For this purpose, a soil survey has to be performed every 50 m up to a depth of 6 meter; The substructure of slab
track has to be stabilised and secured down to a depth of 2.5 m below the bearing plate by appropriate earthworks
constructions. Therefore, it is a challenge for the designer of slab track at grade to figure out the suitable and
adequate system of the earthwork construction; If the bearing capacity of existing soil is insufficient, so the soil has
to be exchanged. The soft, cohesive or organic soils in the subgrade should be exchanged at a depth of at least 4 m
below the upper edge of the track; The modulus of elasticity of the top surface of the substructure taken from the
second load step in a plate loading test for newly constructed track should be E ≥ 60 N/mm2. These parameters of
bearing capacity are achieved by consolidating the subgrade, using lime or cement to stabilise it and other methods.
The subsoil has to be compacted to a depth of 3 m (Esveld, 2001 in Michas 2012). The consequences of structural
measures, such as digging or filling the ground or lowering the groundwater level, must be considered and checked
to a higher extend for slab track than for conventional track. On earthworks, these requirements lead to far higher
construction and material costs than those for conventional track. In return, slab tracks provide increased life time
and decreased maintenance costs, when designed in an appropriate way (Lichtberger, 2005).

Figure 11. Rheda 2000 Slab Track systems

Figure 11 shows complete Rheda Slab Track systems. According to Setiawan (2013), Rheda 2000 slab track
systems design for Indonesian Railways require lower overall structural thickness, but higher material properties and
mechanical strength compared to conventional track systems design. Table 4 is illustrating the comparisons of
conventional and Rheda 2000 slab track systems components for Indonesian Railways.
Table 4. Conventional and unconventional tracks components for Indonesian Railways

Source: Setiawan, et.al, 2013

5. CONCLUSIONS
Findings
There are various slab track systems developed around the world. They are divided into two main categories,
discrete rail support systems and continuous rail support systems. The various slab track systems can be
distinguished according to their structural stability, flexural stiffness, structure height, noise production, speeds,
maintenance need, construction costs, construction speed, and lengths of constructed tracks. Each slab track system
has different superstructure height which is decisive for its use. Systems with low overall height are very often used
in tunnels where the free space is limited. A low height slab track system often results to lower tunnel construction
costs. It is essential to know these differences in order to realize which slab track design meets the required needs.
There is no slab track system suitable for all cases. Therefore, a good knowledge of each system characteristics is
the only way to make the best possible decision.
Bogl, Shinkansen, Rheda, Sonnevile-LVT, and Zublin are the most popular and most commonly used slab track
systems worldwide. In general, the higher investment costs combined with the longer manufacture and installation
time needed for its construction as well as the limited options in adjustments after construction and the higher air-
borne vibration emissions, are few of the main reasons slab track is not the dominant track type used. However, the
most important advantages of the slab track today are seen in the reduced maintenance costs, and consequently, the
lower traffic hindrance costs. It also has higher serviceability life, higher structural track stability, and lower
structural height compared to conventional track system.
Rheda 2000 system was selected as slab track design concept and was also considered as an alternative, which has a
longer life cycle, higher structural track stability, lower maintenance need, and lower thickness requirement. This
system is widely used due to its adequate performance and long experience comparing to other slab track systems. It
has high flexural stiffness to provide extra strength and adequate resistance acting as a bridge across weak spots and
local deformations in weak unreliable soils. The Rheda design is free of any patent rights. Therefore, during the past
years a multitude of structural versions have been developed by various contractors, and many different structural
versions have been created to fulfill different specifications in various projects. The overall heights of the various
Rheda designs are between 830 mm and 961 mm (rail top to the below of the HBL). The maintenance costs for
Rheda slab track systems in Germany have been proved to be approximately 10% respectively of that required for
conventional track. The slab track is economically efficient as against the conventional track in tunnels and in stable
circumstances without additional measures being taken for the substructure. The construction cost of slab track is 30
% higher than that of conventional track. But daily maintenance cost is one forth, then the total cost balances after
20 years after construction.
 Recommendations
There are several recommendations:
a. Slab tracks are designed with a top speed of 250-300 km/h for high speed railway lines and for heavy axle
loads up to 32 tonnes mainly due to their higher structural stability, significantly lower need of maintenance,
and longer life cycle. In the future, the slab track could be the solution when there is an increasing demands
for high speed railways and heavy freight trains, especially in Java island and other regions which has higher
subgrade bearing capacity. However, it must be select the most suitable slab track type according to the needs
of each project;
b. The construction costs of ballastless systems maybe higher, but the reduced need for maintenance combined
with the high structural stability and their longer lifespan as well as the higher demands of the new high
speed lines suggest that in many cases the use of slab track construction is more feasible. To select the
appropriate track system to be used, the definition of specific evaluation criteria which can reliably test its
efficiency is crucial. The Life Cycle Cost studies are the possible criteria to be considered in order to indicate
the best solution. It is recommended that LCC should be included in the decision process of track form
selection.
Areas for Further Work / Research
The author would like to propose the need for further research in slab track performance in terms of structural
stability, maintenance need and overall cost analysis for Indonesian Railways applications in order to have better
understanding of the limitations of the slab track concept. In addition, the author also sees that it needs to conduct a
further study and analysis about slab track construction method in order to determine in which of cast in place or
prefabricated is the most appropriate construction method to be implemented for Indonesian Slab Track Design.
Finally, however, it is also urgent for Indonesian Slab Track design concept to consider how to minimize the slab
track disadvantages in the present to produce the most proper Indonesian slab track with the most efficient life cycle
cost.

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