PERENC.

& PEMODELAN
PERKERASAN JALAN
Prof. DR. Ir. H. SUGENG WIYONO, MMT

•Model : representasi dari suatu sistem (obyek /fenomena)

•Suatumodel dikatakan memadai/memuaskan jika model tsb,

memenuhi tujuan yg ingin dicapai oleh si pembuatnya

•Informasi yg terkandung dalam suatu model tidaklah selengkap

yang ada pada sistem yg diwakilinya

•Model dapat dipandang sebagai suatu penyederhanaan atau

idialisasi dari suatu sistem yang dihadapi

•Model matematika: representasi simbolik yang melibatkan formulasi

matematika.
 Sistem, Model dan Simulasi
• Sistem : kumpulan dari entitas yang bertindak dan berinteraksi
satu sama lain dalam menghasilkan sesuatu bentuk, tujuan,
dll.
• Sistem : kumpulan dari variabel-variabel yang dapat
merepresentasikan keadaan suatu objek/kejadian/dll.
• Sistem : ada 2 kategori ; kontinyu dan diskrit.
• Sistem kontinu : variabel status berubah secara kontinyu
terhadap waktu (misal : Traffic flow/kendaraan yang sedang
berjalan, dimana varibel status berubah secara kontinu
terhadap waktu.)
• Sistem diskrit : variabel status berubah hanya pada interval-
interval tertentu.(misal : kerusakan jalan. Jalan akan rusak jika
ada kendaraan yang lewat dll)
• Simulasi :Teknik “meniru” operasi-operasi (perilaku)
suatu atau beberapa fasilitas atau proses. Fasilitas
atau proses biasanya disebut sistem
• Model : representasi dari suatu sistem (sistem yang
diselidiki dinyatakan dalam suatu model)
• Apabila sistem tidak terlalu rumit, dapat digunakan
model matematik. (solusi analitik atau “exact
solution”)
• Sistem nyata biasanya sangat rumit/komplek,
solusinya digunakan metode simulasi.
• Metode simulasi biasanya menggunakan komputer.
 SISTEM

Experimen dengan Experimen dengan suatu

Sistem aktual model Dari sitem tersebut

Model Model
fisik Matematik

Solusi Solusi
Eksak Pendekatan

Gambar 1 cara mempelajari sistem

Secara umum model digunakan untuk :
• Memberikan gambaran (description),
• Memberikan penjelasan (explanation),
• Memberikan perkiraan / proyeksi (prediction),

Sistem yang sebenarnya

(probematika)

MODEL

Gambar 2
Pengertian Model
Model yang baik harus memiliki karakteristik :
1. Mempunyai tingkat generalisasi yang tinggi
2. Mempunyai mekanisme yang transparan
3. Memiliki potensi untuk dikembangkan
4. Mempunyai kepekaan terhadap perubahan asumsi

PRINSIP DASAR PENGEMBANGAN

MODEL

a. Elaborasi
Pengembangan model sebaiknya dimulai dari sesuatu yang sederhana, kemudian secara
bertahap dielaborasi hingga diperoleh model yang lebih representatif. Penyederhanaan
permasalahan dapat dilakukan dengan menggunakan sistem asumsi yang ketat dan hal ini
tercermin pada :
* Jumlah variabel
* Sifat variabel, misalnya diskrit – kontinu
* Relasi variabel, misalnya non linier-linier
b. Analogi
Pengembangan model dari suatu permasalahan dilakukan dengan
menggunakan prinsip-prinsip, hukum, teori yang sudah dikenal secara
luas tetapi belum pernah digunakan untuk memecahkan masalah yang
sedang dihadapi.
c. Dinamis
Pengembangan model bukanlah merupakan proses yang bersifat
mekanistik dan linier (bergerak lurus dan sekali jadi). Oleh karena itu,
dalam tahap-tahap pengembangannya, mungkin saja perlu dilakukan
pengulangan.
KLASIFIKASI MODEL
Model dapat diklasifikasikan berdasarkan kriteria tertentu, misalnya :
1. Fungsi
2. Struktur
3. Dimensi
4. Tingkat Kepastian
5. Referensi waktu
6. Tingkat generalisasi
7. Interaksi dengan lingkungan
8. Tingkat kuantifikasi
Hasil klasifikasi model berdasarkan kriteria tersebut dapat dilihat dalam
tabel 12-1 berikut :
Tabel -1 : Klasifikasi Model
Kriteria Jenis Model

Fungsi 1. Deskriptif
2. Prediktif
Struktur 1. Ikonik
2. Analog
3. Simbolik
Dimensi 1. Dwi dimensi
2. Multi dimensi
Derajat Kepastian 1. Deterministik
2. Probabilistik / Stokastik
3. Tidak pasti (uncertainty)
Referensi waktu 1. Statis
2. Dinamis
Derajat generalisasi 1. Model khusus
2. Model umum
Interaksi dengan lingkungan 1. Model tertutup
2. Model terbuka
Derajat kuantifikasi 1. Kualitatif
2. Kuantitatif
PENGEMBANGAN MODEL
Pengembangan model dilakukan :
1. Identifikasi permasalahan dan tujuan
2. Pendefinisian sistem (model konseptual)
3. Identifikasi variabel
4. Formulasi model
5. Parameterisasi model
6. Validasi model
7. Implementasi

Identifikasi Permasalahan dan Tujuan

Perumusan permasalahan merupakan langkah awal yang paling kritis
dalam pengembangan model, karena jika permasalahan dirumuskan
secara salah, maka konsekuensi logisnya adalah pemecahan masalah yang
dihasilkan (model) tidak akan menyelesaikan masalah yang dihadapi.
Perumusan masalah dapat dianalogikan sebagai seorang dokter yang
melakukan diagnosis terhadap seorang pasien. Informasi yang diperoleh
dokter pada dasarnya hanya berupa sympton. Berdasarkan symton ini
seorang dokter memperkirakan penyakit apa yang diderita oleh pasien.
Untuk dapat merumuskan permasalahan, diperlukan pengetahuan,
kreativitas dan pengalaman ; karena permasalahan harus dapat dilihat dari
berbagai sudut pandang. Oleh karena itu, perumusan masalah, seringkali
harus melalui tahapan :
• Ekslorasi
• Seleksi
• Formulasi
Pendefinisian Sistem
Pendefinisian sistem dilakukan berdasarkan perumusan masalah dan
tujuan yang telah diidentifikasi pada langkah sebelumnya. Pada tahap ini
dihasilkan model konseptual. Secara umum, model konseptual
memperlihatkan :
1. Aspek Struktural ; Memperlihatkan konfigurasi dari elemen-elemen
permasalahan
2. Aspek fungsional : Memperlihatkan perilaku (behavior) dari setiap
elemen permasalahan
3. Aspek lingkungan : memperlihatkan batas sistem / ruang lingkup
permasalahan (System boundary).
Pendefinisian sistem ini memerlukan asumsi-asumsi tertentu. Asumsi
dalam hal ini merupakan anggapan dasar mengenai fenomena yang
sedang dipelajari.

Identifikasi Variabel
Terdapat tiga jenis variabel yang perlu diidentifikasikan pada suatu sistem,
yaitu :
1. Ukuran keberhasilan sistem (dependent variabel)
2. Variabel yang dapat dikendalikan (controllable variabel)
3. Variabel yang tidak dapat dikendalikan (uncontrollable variabel)
Dalam mengidentifikasi variabel-vaiabel ini, perlu dipertimbangkan
kriteria :
1. Relevansi
2. Jumlah (minimum)
3. Kelengkapan
4. Operasional
Formulasi Model
Secara simbolik, model dapat dinyatakan sebagai berikut :
V  f  X i ,Y j 
Dimana :
V = Ukuran keberhasilan sistem
Xi = Variabel yang dapat dikendalikan
Yj = Variabel yang tidak dapat dikendalikan
f = Relasi yang menunjukkan hubungan fungsional
Formulasi model, harus dapat mencerminkan fenomena perilaku sistem
dalam mencapai tujuan. Perilaku ini dipresentasikan melalui relasi antar
variabel yang membentuk sistem tersebut. Pada dasarnya, terdapat tiga
jenis relasi antar variabel yang mungkin terjadi :
1. Relasi deterministik
2. Relasi probabilistik
3. Relasi korelatif
Ketiga jenis relasi tersebut, dapat dibedakan berdasarkan persyaratan
perlu dan cukup. Apabila memenuhi kedua persyaratan tersebut, maka
relasi yang terjadi bersifat deterministik. Selanjutnya, jika hanya
memenuhi persyaratan perlu, maka relasinya bersifat probabilistik. Sedang
jika kedua persyaratan tidak dipenuhi, maka relasinya bersifat korelatif.
Sebagai ilustrasi untuk menggambarkan kedua persyaratan tersebut, ambil
contoh relasi antar biji dan buah. Biji merupakan syarat perlu bagi buah,
tetapi biji bukanlah syarat cukup bagi buah. Untuk memperoleh buah,
diperlukan adanya unsur lain ; seperti curah hujan, kesuburan tanah,
kondisi angin dan lain-lain.
Beberapa hal yang perlu dipertimbangkan dalam menentukan relasi :
1. Bersifat linier atau non linier
2. Mempunyai efek langsung atau tidak langsung
3. Bersifat aditif atau multiplikatif

Parameterisasi Model
Parameterisasi model merupakan proses penentuan parameter dari model yang telah
dikembangkan berdasarkan permasalahan dan tujuan studi. Misalnkan, model yang
menggambarkan hubungan antara berat badan dengan tinggi badan, dapat dinyatakan
sebagai berikut :
W a b.H
Dimana :
W = berat badan
H = tinggi badan
Dalam contoh ini, a dan b merupakan parameter model.
Dalam bidang transportasi/sipil :
QD = 34,714 + 1,625 * X ; R2 =0,775 (model bangkitan perjalanan penumpang trip/hr, X jumlah
penduduk)
Qi = 1885,4 X -7E07 (R2 = 0,792), Qi = jml bangkitan perjalanan barang (ton/hr), X = jumlah kendaraan
angkutan barang
Untuk mengestimasi nilai-nilai parameter tersebut, memerlukan data yang
menggambarkan relasi antara kedua parameter tersebut, melalui suatu
pengamatan. Oleh karena itu, estimasi ini perlu mempertimbangkan :
1. Faktor ketersediaan data
2. Faktor kuantitas data
3. Faktor kualitas data
4.Faktor variabilitas data
Metode yang dapat digunakan dalam melakukan estimasi parameter
adalah :
1.Metode obyektif, misalnya menggunakan metoda statistika atau
standard tertentu (SII, DIN)
2.Metoda subyektif, misalnya melalui pendapat pakar atau menggunakan
metoda delphi
3.Kombinasi kedua metoda diatas.
Validasi Model
Sebagaimana telah dikemukakan diatas, model merupakan representasi
dari suatu fenomena / sistem. Namun, untuk dapat mengatakan bahwa
model X merupakan model yang baik, tidak cukup dengan hanya melihat
kemampuan model itu dalam menggambarkan kembali sistem yang
sebenarnya, karena tujuan akhir dari pemodelan sistem adalah model
tersebut harus dapat diimplementasikan dan memberikan nilai guna.

Oleh karena itu, validasi model seharusnya meliputi aspek-aspek berikut :

1.Kemampuan model dalam menggambarkan kembali sistem yang
sebenarnya (degree of representativeeness).
2.Kemampuan model untuk dapat digunakan (useability)
3.Manfaat yang dapat dihasilkan oleh model (usefullness)
4.Biaya yang diperlukan ; mulai dari biaya untuk pengembangan model
sampai dengan implementasi dan operasionalnya.
Implementasi Model
Agar model dapat diimplementasikan, maka pengembangan model perlu
melibatkan pengambil keputusan dan pemakai model sejak dini. Bagi
seorang pengambil keputusan, pertimbangannya terutama terletak pada
efisiensi dan efektivitas model dalam memecahkan permasalahan yang
dihadapi.
Sebaliknya, pertimbangan yang perlu dipikirkan oleh perancang model,
khususnya terhadap pemakai model (users) adalah faktor-faktor yang
mungkin dapat menjadi penghambat.
Hal ini perlu dipertimbangkan mengingat pengimplementasian suatu model
biasanya mempunyai dampak terhadap kebiasaan kerja.
 PEMODELAN MATEMATIK
•Mengajarkan dan melatih proses pemodelan masalah
nyata(Contoh : industri, lingkungan, hayati, kehidupan sehari hari)

•Proses pemodelan : identifikasi masalah, formulasi masalah,

konstruksi model matematika, interpretasi dan (bila mungkin)
validasi model

•Melatih dan mengajarkan kemampuan problem solving dari dunia

nyata melalui pemodelan matematika
Mekanisme pemodelan
Pemodelan perekerasan jalan

Gambar : Letak Tegangan atau Regangan Kritis Pada Perkerasan Lentur

METODE ANALITIS MULTYLAYER
Analitical method 3 dimension multylayer
-Material property homogeneous
- Have finite thicknes except lower
Layer and lateral direction
-All Layer Isotropic
-Full friction
- Surfeace shearing force not prese
at the surface
- Two characteristic material E , μ
sses in FlexiblePavements ( 3 dimension )
 Faktor-faktor yang terkait dalam pemodelan
kerusakan perekerasan jalan
• Lalu lintas (load traffic)
• Lingkungan/environment ( Suhu, rainfall, water table)
• Sifat tanah dasar
• Sifat bahan
• Kriteria perencanaan terkait dengan umur rencana, fungsi,
kelas jalan, Performance
• Change in condition as a function = f (current
condition, pavement strength, age
characteristics, environment, incremental
time and incremental traffic)
1. Lalu Lintas2. Faktor Lingkungan 3. Sifat Bahan 4. Kriteria Perencanaan
Gambar 7. Faktor-faktor yang Kinerja
terkait dalam perencanaan konstruksi
perkerasan
Catatan : Hubungan nilai CBR dengan
garis mendatar kesebelah kiri diperoleh
nilai DDT atau 4.3 * log (CBR) +1.7

Gambar : Korelasi DDT dan CBR

  PSlo  PSlt 
log  
 ITP   4.2  1.5   log  1   0.372  DDT  3
Log N  9.36 log  1  0.20   
 2.54  1094  RF 
0.4  5.19
 ITP 
 1
 2.54 

where :
N = cumulative number of standard axles over a design life (ESA)
ITP = Structural Number, SN (cm)
PSlo & PSlt = initial and terminal Present Serviceability Index
RF = Regional Factor
DDT = Soil Support, S = 4.3 log (CBR) + 1.7

Figure 1 : (b) Pavement Design Model

Peta Desire Line
A. POLA KEDATANGAN KONSTAN
Urutan
Kedatangan
t t t t t t

Waktu
Gambar 11-
Pola Kedatangan
2 Konstan

B. POLA KEDATANGAN PROBABILISTIK

t1 t2 t3 t4 t5

Waktu

Gambar 11-
Pola Kedatangan
3
Jumlah Kedatangan
Mekanisme Kerusakan Jalan (Paterson)

RETAK FAKTOR Yang Mempengaruhi Kerusakan Jalan

(% luas)
ALUR
(mm) • Faktor LALU LINTAS
• Beban
• Distribusi Beban
• Repetisi
• Faktor NON LALU LINTAS:
UMUR UMUR
• Kekuatan tanah dasar dan material
AIR MERESAP
PERCEPATAN
DEFORMASI
perkerasan
PENURUNAN KEKUATAN
DAN KEKAKUAN
• Pemadatan tanah dasar dan lapis
AMBLAS/ perkerasan
SUNGKUR
• Faktor pengembangan dan penyusutan
PELEPASAN BUTIRAN
PERBEDAAN MUTU
tanah dasar
LUBANG
DAN KINERJA
• Kedalaman muka air tanah
GELOMBAG/KERITING

(TAMBALAN) (TAMBALAN)
PERUBAHAN
GESER&VOLUME
• Curah hujan
(TAMBALAN DALAM)
• Variasi temperatur sepanjang tahun
KETIDAKRATAAN

Beban Kendaraan  Tegangan & Regangan

Perulangan Beban/Tekanan  Retak Lelah & Deformasi (Lapis Perkerasan)
Cuaca  Rapuh/Getas  Perluasan Retak & Disintegrasi (Pelepasan Butir)  Lubang
Air Mempercepat Deformasi, Penurunan Kekuatan Geser & Perubahan Volume
Deformasi Kumulatif  Ketidakrataan (Roughness)

57
 Konsep Dasar Evaluasi
IPo

Kondisi ideal (dengan

Perkerasan
pemeliharaan rutin & berkala)
Indeks Pelayanan Jalan (IP)

Kasus : Tanpa
Pemeliharaan Tingkat Pelayanan
(rutin & berkala) Mantap

Kasus : Tanpa
Pemeliharaan
lPt Berkala Titik KRITIS
Tingkat Pelayanan
Tidak Mantap
Titik FAILURE

Umur Rencana Jalan Tingkat Pelayanan

Kritis

Masa Pelayanan (Service Life)

*) lPo : Nilai konstruksi indeks/ indeks Pelayanan awal (hasil pembangunan/peningkatan)

lPt : Nilai konstruksi indeks pelayanan akhir (Batas pelayanan)
Nilai lPo dan lPt tergantung pada klasifikasi fungsi jalan (arteri, kolektor, lokal) serta vol.LHR

Konsep Dasar Biaya Pemeliharaan Rutin

Pemeliharaan IPo
Pemeliharaan Berkala
Kondisi ideal (dengan
Peningkatan
pemeliharaan rutin & berkala)

Indeks Pelayanan Jalan (IP) Kasus : Tanpa

Pemeliharaan Tingkat Pelayanan
(rutin & berkala) Mantap

Kasus : Tanpa
Pemeliharaan
lPt Berkala

Batas Titik Kritis Tingkat Pelayanan

Tidak Mantap
Titik FAILURE

Umur Rencana Jalan Tingkat Pelayanan

Kritis

Masa Pelayanan (Service Life)

*) lPo : Nilai konstruksi indeks/ indeks Pelayanan awal (hasil pembangunan/peningkatan)

lPt : Nilai konstruksi indeks pelayanan akhir (Batas pelayanan)
Nilai lPo dan lPt tergantung pada klasifikasi fungsi jalan (arteri, kolektor, lokal) serta vol.LHR
58
 30,0
Faktor Perusakan Jalan Oleh Kendaraan

Vehicle Damaging Factor (VDF)

(VDF, FE, ESA)
4
 P 
VDFSingle   
20,0
 8,16 
4
 P 
VDFTandem  0,086 *  
 8,16 
10,0
4
 P 
VDFTripple  0,053 *  
 8,16 

0,0
0 5 10 15 20

Beban Kendaraan (Ton)

Jumlah Kumulatif ESA (CESA)

Dimana,
n CESAL = Cummulative Equivalent Standar Axle
CESA   m * 365 * FE * C * N Load
m = Kategori jenis kendaraan dalam lalu
i 1
lintas
365 = Jumlah hari dalam setahun
1 (1  r ) 
n 1
FE = Faktor ekivalen beban sumbu
N  1  (1  r )  2(1  r )
n
 kendaraan = ESA = VDF
2 r  C = Koefisien distribusi kendaraan
N = Faktor hubungan umur rencana
59
perkerasan jalan yang sudah disesuaikan dengan
OVERLOADING OVERWEIGHT CESA 

MAINTENANCE COSTS 

Pemeliharaan Berkala Peningkatan

lP0
Indeks Pelayanan Jalan (IP)

Overloadi
ng
Tidak
Overloadi
lPt
ng
Pemeliharaan Rutin Pemeliharaan Rutin

Masa Pelayanan (Service Life)

1 2 3 4 5 6 7 8 9 10
Kendaraan Mini Bis/ Truk Truk Truk Truk Semi Trailer Semi Trailer Semi Trailer Bus
Ringan Mini Truk 2 sumbu 3 sumbu 4 sumbu Gandengan 1 sumbu 2 sumbu 3 sumbu Besar
60
Berat Total Kendaraan Yang Diijinkan,
Distribusi Beban dan Besaran ESA Normal

Klasifikasi Konfigurasi JBI Tol Beban Sumbu (Ton) ESA

No Kendaraan Sumbu (Ton) 1 2 3 4 5 6 Normal
1 Kendaraan Ringan 1,1 2,5 0,5 2 0,004
2 Medium Truck/Bus Kecil 1,2 14,0 4 10 2,313
3 Truk 2 sumbu 1,2 16,0 6 10 2,548
4 Truk 3 sumbu 1,22 23,0 5 9 9 3,101
5 Truk 4 sumbu 1.2 22 33,0 5 10 9 9 5,356
6 Truk gandengan 1.2 - 2.2 35,0 5 10 10 10 6,907
7 Traktor + semi-trailer 1 sumbu 1.2 - 2 25,0 5 10 10 4,652
8 Traktor + semi-trailer 2 sumbu 1.22 - 22 41,0 5 9 9 9 9 6,060
9 Traktor + semi-trailer 3 sumbu 1.22 - 222 44,0 5 9 9 7 7 7 4,725
10 Bus Besar 1,2 14,0 4 10 2,313

61
 Perkembangan Studi Tarif di Indonesia

No Topik Penelitian Peneliti Variabel Yang Diteliti/Konsepsi

1 Analisis Biaya Kereta Api Barang Untuk Sakti Silaen,  Variabel Cost: loko, gerbong, crew dan jam operasi.
Kebijakan Tarif Dengan Menggunakan Program Magister  Fixed Cost: biaya terminal, balai yasa, dan dipo.
Konsep Full-Costing (Rute Bandung- TR ITB, 1991.
Jakarta)

2 Evaluasi Tarif Kereta Api Penumpang Kusdyanto, Program  Tarif berdasarkan waktu/jadwal pemberangkatan
Komersil (Studi Kasus Kereta Api Magister TR ITB,
Parahyangan Jakarta-Bandung Pp) 1994

3 Evaluasi Tarif Retribusi Parkir Di Kota Harno Trimadi,  Volume lalu lintas di ruas jalan, kecepatan rata-rata ruas, biaya kehilangan
Cirebon Berdasarkan Perhitungan Biaya Program Magister waktu (time cost), biaya peningkatan BOK, in-out parking rate, MCC akibat
Kemacetan TR ITB, 2003 in-out parking.
4 Laporan Advis Teknis: Perhitungan Doni J. Widiantono,  Tarif tol sebagai fungsi biaya kompensasi kerusakan jalan dan biaya nilai
Penyesuaian Tarif Tol Akibat Overloading Puslitbang tambah lainnya (kompensasi manfaat)
Prasarana  Mengkombinasikan konsep finansial dan ekonomi secara langsung
Transportasi, 2005

5 Penentuan Indeks Tarif Jalan Tol Akibat
Pengaruh Beban Sumbu Kendaraan (Studi
Kasus: Jalan Tol Jakarta-Cikampek, Ruas
Cibitung-Cikampek)
6 Pemodelan Tarif Jalan Tol Berdasarkan
Simulasi Kontribusi Faktor Perusakan
Jalan (Studi Kasus Jalan Tol Tangerang-
Merak)
Aris Wibowo,  Indeks Tarif, ESAL, CESAL, Umur Rencana Perkerasan Jalan.
Program Magister  Indeks Tarif Sebagai Analogi Tarif Berdasarkan Rasio ESAL Kendaraan
Sistem dan Teknik Terhadap ESAL Standar (Rasio Tarif dianggap sama dengan Rasio ESAL
Jalan Raya, 2006 --- Hubungan Langsung).
Harlan Pangihutan  ESA, CESA, Umur Rencana Perkerasan Jalan, Biaya Pemeliharaan Jalan,
Adeltua, Program Biaya Investasi, Kontribusi Perusakan Jalan Berdasarkan Golongan
Magister Kendaraan, Koefisien Kontribusi, Tarif Dasar, Tarif Overloading.
Transportasi, 2007  Hubungan Tarif dengan Kontribusi Faktor Perusakan (ESA) Jalan dilihat
dalam konteks Mekanisme Cashflow Kelayakan Investasi (Hubungan Tarif
dengan Kontribusi ESA bersifat tidak langsung).
 Tarif tol sebagai fungsi satuan biaya pengembalian investasi dan satuan
peningkatan biaya investasi sebagai akibat dampak overloading

62
 Metodologi
Penelitian

Pendekatan Studi
63
Proses Penentuan
Besaran Tarif

Proses Penentuan Koefisien Model

64
 BEBERAPA CONTOH MODEL MATEMATIKA
DALAM JALAN RAYA
1. Model Performa jalan
There are several models to represent serviceability;
the original equation for the Present Serviceability Index (PSI)
of the flexible pavements is given by the equation 2.1 (AASHTO,
1993):
PSI  5.03  1.9 log(1  SV)  0.01 (C  P)  1.38(RD 2 )

where:
PSI= present
serviceability
SV = mean index
slope variance obtained from the road test profillometer
C+P = amount of cracking and patching, in linear ft/(1000ft 2) area and ft2/(1000ft2) area of cracking and patching, respectively.
RD = mean rut depth, in inches, measured with a-foot straightedge
2. Rutting Models
1. Initial Rut Depth
RD0 = Kid a0 (YE4 106) (a1 + a2DEF + a3 MMP ACX) SNCa4 COMPa5 (2.22)
where
Kid is the initial densification calibration factor (default = 1)
a0 to a5 are coefficients depending on pavement type
2. Structural RD
RDST = Krst [(a0 + a1 DEF + a2 MMP ACX)/AGE3
+ a3 MMP ACX ln(max(1, AGE3 YE4)) RDMa T] (2.23)
where
ACX is the predicted change in the area of structural cracking due to road deterioration in
the analysis year, in percentage of carriageway area
ACX’ is max (ACX, 0)
Krst is the progression factor for structural deformation
T is the fraction of the year or season being modelled
RDMa is the rut depth at the start of the year
3. Plastic Deformation RD

• RDPD = Krpd a0 YE4 Sha1 HSa2 VIMa4 T (2.24)

• where
RDPD is the predicted contribution of plastic deformation within the asphalt layers of the
pavement to the mean rut depth, in mm
Krpd is the user specified factor for progression of plastic deformation (default = 1)
HS is the thickness of the bituminous layer, in mm
SP = SPi + SPm + SP (2.25)
SP = a0 VIMa PTa1 (2.26)
where
SP is the softening point of binder within the mix at the end of analysis period, in °C
SPi is the initial softening point of the binder (°C), as determined with Ring and Ball test
SPm is the increase in softening point of binder due to mixing and placement in °C
SP is the incremental increase in softening point during analysis year, in °C
VIMa is the voids in the mix, as percentage, at the start of the analysis year
PT is the pavement temperature in °C at depth of 20 mm below surface, during analysis year
a0 and a1 are variables of the equation, default values in Table
4. Surface wear RD

RDW = 2.48 10-5PASS1.02CW-0.46S1.22SALT0.32 (2.30)

where
RDW is the rut depth due to studded tires in mm
PASS is the number of vehicles with studded tires in one
direction expressed in ..thousands
S is the vehicle speed in km/h
• SALT is a variable for salted or unsalted roads (2 = salted; 1 =
unsalted)
• To date, there is no vehicle with studded tires that cause surface
wear found in the location of study, so that RDW is not discussed.
3. Raveling Model
a. Raveling Initiation Model
IRV = Kvi (a0 exp(-a1 CDR –a2 YAX))
where
CDR is the construction defects factor for ravelling
a0 to a2 are parameters which depend upon pavement type

b. Raveling Progression
where
ARV is the change in ravelled area in the analysis year, in per cent
Kvp is the ravelling progression factor, default = 1
zr is 1, if ARVa < 50; else zr = -1
a0 is a constant, default = 4.42
a1 is a constant, default = 0.352
TRV is 0, if AGE2 < IRV and ARVa = 0
is (AGE2 - IRV), if AGE2 - 1 < IRV  AGE2 and ARVa = 0
is 1, if IRV  AGE2 - 1 or ARVa > 0
SRV is min (ARV, 100 - ARV)
4. Potholing Models
a. Initial potholing

IPT = max(2 + 0.04 HS - 0.5 YAX, 2) if base is not cemented

IPT = max(6 - YAX, 2) if base is cemented
where
IPT is the time to initiation of potholing in years
HS is the total thickness of bituminous surfacing
YAX is annual vehicle axles in millions per lane per year
b. Occurrance potholing

APOT = Kpp
where
APOT is occurrence of new potholes in per cent area/year
ACRW is wide cracking in per cent area
ARV is ravelling in per cent area
CQ is the construction quality indicator: 1 = faulty construction, 0 = no faults
SNC is the modified structural number for the pavement
Kpp is user specified progression factor (default = 1.0)
CW is carriageway width in m
ELANES is the effective number of lanes
c. Enlargement of existing potholes
EPOT = APOT Kbase YAX (MMP + 0.1)
 
Kbase = max(2 - 0.02 HS, 0.3) granular base
= 0.6 cemented base
= 0.3 bituminous base
where
APOT is the potholed area in per cent
EPOT is the enlargement of existing potholes in per cent
area/ per year
MMP is the average rainfall in m/month

5. CRACKING MODELS (DIBAHAS LEBIH DETAIL DALAM CONTOH KASUS)

PEMODELAN CRACK PROGRESSION UNTUK PERKERASAN LENTUR
 

DR. Ir. Sugeng Wiyono

(Univ. Islam Riau)
 I. Background
The service life of a roadway will decrease functionally
and structurally function of time.

• To avoid sharp rise in the demands of highway

expenditures, is necessary to develop and implement an
improved road management.
• Formulation of an efficient & effective road network
maintenance schemes is difficult to define due to
variations in types of damages and levels of distresses.
• Simulation model of road deterioration is an important
tool in road management.
• Crack are important damage (trigger the other damages)
Figure 1.1 PERFOMANCE DEFINED BY THE TREND OF SERVICEABILITY WITH TIME
(Paterson, 1987)
 II. Problem Statements

• Change in condition as a function = f (current condition, pavement

strength, age characteristics, environment, incremental time and
incremental traffic)

• Road deterioration is the dependent variable, and various pavement

characteristics, traffic and environment are the explanatory variables

III. Aim And Objectives

• To develop an empirical model for predicting the crack initiation and

progression for asphalt pavement
 IV. Scope of Work and Limitation
4.1. Scope
1. Problem identification & literature review
2. Data collection & analysis
3. Traffic simulation on the single carriageway road
4. Road deterioration simulation
5. Calibration and validation of the existing model road deterioration

4.2. Limitation

1. On the Flexible Pavement Single Carriage Way

2. Observation will be done in short time (18 months)
3. The model derived from mechanistic & probabilistic , uses equation that developed
Paterson, 1987 & Bennett, at al., 1995
4. This study focuses on the coefficient of the crack initiation and progression to suit local
environment.
 Equation to be used

1.Initial Crack (Paterson, 1987)

( a1 YE 4 / SNC 2 )
ICX  K icx a0 e

Where
ICX = time of initiation of structural cracking in years
YE4 = annual number of equivalent standard axle loads, in millions per lane
SNC = the modified structural number of pavement
Kicx = structural cracking initiation factor
a0 and a1 = are calibration parameters

2. Thermal Crack (Bennett et al., 1995)

CRKSPACE = 0.305 AGE2 a010 a1

where
CRKSPACE is the spacing between transverse (thermal) cracks, in m
AGE2 is pavement surface age, in years
a0 and a1 are calibration parameters
a o'

Equation to be used (Continued)

3. Structural cracking progression (Bennett at al., 1995)

CRX t  (1  z )50 z[ za0' a2 NEci  z0.5a 2 (1  z )50 a 2 ]1/ a 2

where
CRXt is the incremental area of cracking at time t
z is 1, if TCI < t50; otherwise z = -1
a o' = a0 SNCa1 with a0 and a1 default values
a2 are calibration parameters
TCI is the time since cracking initiation, in years
Neci is the cumulative ESAs since cracking initiation
'
t50 is 50a2 - 0.5a2/a o a2; i.e., time to 50 per cent area cracked
 Start

Step 1 Problem Identification

-is necessary to develop and improved road To avoid sharp rise in - Measurement of service and
management the demands of performance are difficult to define
-Mathematical model of road deterioration highway expenditure, - Roads deteriorate through a variety
are an essential componen of any road of different mechanism
managemen system

Literature Review and Research Proposal

Step 2

Development of Model Conceptual Data Collection

-Technical/structural data of particular road
-Traffic data (AADT, Axle load, growth,)
Traffic Simulation -Environment (Climatic, terrain)
-Damage road (rutting, cracking, potholes)
-Pavement properties (MS, MR,CBR, Thickness)
No
Calibration and
Validation

Yes

Road Damages Simulation

Step 3
Calibration and
Validation
No
Yes
Road Damage Prediction Model

Finish

Figure 4.1 Work program

 V. Research Methodology
V.1. Data Required for the Study
A. Pavement condition: Pavement properties, Deflection of pavement, CBR of sub grade
B. Pavement distresses: Crack intensity in %,
C. Environment condition: Rain fall and Temperature
D. Traffic data:Traffic volume and traffic growth, Axle loading

V.2. Field Data Collection Procedure

A. The techniques used to observe field data is the “window monitoring”, Hodge, et.al (1975).
B. The data was collected every six months; i.e. March 2002, September 2002, and March 2003,
C. Monitoring pavement damages use appropriate tools based on :
Bina Marga Standard and Paterson (1987)
E. Crack, as defined by Paterson (1987).
1. Consider all type of crack (Structural crack, Thermal crack, Reflection crack)
2. Five attributes used are extent, severity, intensity, pattern, location
D. Segmented of pavement is named OP
E. Location : 3 section ( two existing & one new paved road), shown in Figure 5.2.
 Figure 5.1

Location 1 Sorek section

Location 2 Kandis section
 (a) Coring activity (b) Crack identification

(c) Recording Deflection Using Benkelman Beam

Figure 5.2 : Monitoring Data Activity
(d) Crack Measurement (e) Pothole Measurement

f. Ruting measurement
Figure 5.2 Monitoring Data Activity
 V. Research Methodology

V.3 Development of Model

A. Development of traffic and road deteriorate simulation divided two : Traffic and
Simulation ; Road deteriorate simulation.

B. Traffic simulation needed several model are: Road model, Vehicle arrival model
,Overtaking model, Car following model, Handicap model

C. Road deteriorate simulation needed several model are: Environment model, Road
structure model, Formula to count damage/deteriorate

D. The simulation which used in microscopic approach.

E. The simulation make Delphi programme and can be run in certain time
 DEVELOPMENT MODEL TRAFFIC SIMULATION ROAD DETERIORATE PREDICTION SIMULATION

START START

SIM. COMPONENT SIM. DATA/COMPONENT

-Road & traffic model - Road Structure reference
-Reference - Civil Work Index, Envi. index
-Formula - Observation point
No
- Formula to account: Paterson,
1987; Bennett et al., 1995
Traffic TRAFFIC SIM. Out Put
-CESA Calib
Yes
Statistic Traffic SIM PREDICTION/OUT PUT
data. -AADT ration result -Road Damages & Performance
(0year) -YE4, Traffic Distr. & data
Valid -Focus On Cracks Damages
at ion

No
Calibration No
Validation
With Observed
Data (Cracks
Damages)

Yes
Development Formula
Figure 5.3 : Model Development - Initial Crack (all of Crack)
-Progression Crack (Structural &
Termal Crack)
-Correlation any type of cracks
 V. Research Methodology
V.4. Traffic Simulation
1. Abstraction of Traffic Data & OP
2. Table 2.1 : Abstraction of Traffic Data
Critical
Daerah area
Kritis

A. General vehicle B Timber Vehicle

1. Passenger Car 1. 2 Axle Truck (Medium) Observation Point

2. Small Bus 2. 2 Axle Truck (Large)

3. Large Bus 3. 3 Axle Truck Observation Point

4. 2 Axle Truck (Medium) 4. Trailer

5. 2 Axle truck (Large) Observation Point

6. 3 Axle Truck
Critical area
Daerah Kritis
100 M
7. Trailer

Figure 5.4 : Observation Point

 V. Research Methodology

V.5. Modeling concept

A. Used Cellular Automata Method

- The road is subdivided into cells
- Can be either empty or occupied by one vehicle
- Developed by Esser and Schreckenberg, 1997

B. The four basic steps are performed simultaneously for all vehicles:
1. Acceleration : V  min ( V + 1, Vmak )
2. Avoiding crashes : V min (V, gap )
3. Randomization : if rand ( ) < ρ dec then V  mak ( V-1, 0)
4. Update : Each vehicle is advanced V cells

C. Cellular Automata method have been modified with the other model of traffic
character (Mahdi, 1991)
 V. Research Methodology

V.6. Calibration & validation traffic simulation

Start

Number of Vehicle (Monitoring Results) Development Traffic Simulation

-T.D Diagram
- DriversCar following behaviur No
- Vehicle arrival model distribution

Yes

Development Traffic Simulation

- Sensitivity
- Monitoring Result

No
Valid ?

Yes

Finish

Figure 5.6 : Process Calibration and Validation

 V. Research Methodology

V.7. Road Deteriorate prediction simulation

1. Result of traffic simulation i.e CESA is used to simulate road damage

2. Road deteriorate simulation separated from traffic simulation
3. Component of road deteriorate simulation are :
- Formula to count road damages, Formula to count road performance,
- Structural reference ( Surface, Base, Sub Base, Sub grade type) and
-- Axle Data ( Import from traffic simulation )
 V. Research Methodology

V.8 Calibration & Validation Road Deterioration Simulation Model

Damages formula Damage Formula

Calibrate Validate Result of

Coefficients
Validation

Field Data Sept 2002 Field Data March 2002

Sept 2002
March 2003

Figure 5.7 : Calibration and Validation Process of Road Damages

 VI. ANALYSIS, RESULT & DISCUSSION

• Data analysis, as in Table 6.1 (used to input data)

• To develop traffic simulation
1. Traffic model calibration : vehicle arrival distribution, time distance diagram,
distribution of drivers’ car following behavior (shown in Figure 6.1, 6.2, 6.3)
2. Traffic model validation : number of vehicle ( as in Figure 6.4)
• Process to establish coefficient for initial and progression of
crack
1. Calibration & validation, Shown in Figure 6.5, 6.6, 6.7, 6.8, 6.9
2. Used “t” test to evaluate validation result (Table 6.2 and Table 6.3)
3. Coefficient for initial and progression as in Table 6.4 ; 6.5 ; 6.6 (the validation results
is good enough)
• Discussion
1. The behavior of crack progression and propagation
2. The simulation result Compared with Paterson, 1987 model
 Table 6.1 Collecting and Analysis Data

No Type data Analysis

1 a. Traffic Data: a. Traffic growth :Com. Vehicle = 0.648%-19.12%, Non Com Vehicle=
Axle load, 53%-96%, Logging Vehicle =-(38%-48%)
volume, vehicle
type a. ESA/day : Kandis 5333 – 7190 ESA, Sorek 2800 – 2860 ESA, more than
0.6 MSA/year , High traffic categories
b. Vehicle arrival Distribution
2 Pavement Properties a. Correlation btw defl. With rebound, defl. & rebound function of time.
b. Coring; (CBR, Pavement layer, VIM, MS, crack propagation )

3 Road Damages a. An. Rut Depth ; correlation btw rut & shove , RDM distrib. Analysis
b. Crack analysis ; initiation of crack, progression & propagation of
crack, dominant tendency that contribute cracks
c. Potholing analysis, progression of potholes as number of standard size
per lane-km
4 Environment a. Pavement temperature ( 40-55ºC), field temperature (30-33ºC. Monthly
Rainfall average is 40 mm-125 mm.
b. Environment categories are tropic categories wet no freeze
 120.00%

100.00%

80.00%

60.00% Series1
Percentage of Acceptance

40.00%

20.00%

0.00%

Poisson Normal Log Normal Exponential

Distribution Distribution Distribution Distribution

Figure 6.1 : Comparation of Poisson, Normal, Figure 6.2 : Vehicle trajectories in direction
Log Normal and Exponetial Distribution 1 with traffic flow 200 veh/h/dir
 30.00%
Simulation 30.00%

25.00% Hunt (1997) (Che Simulation

Puan. O, 1999) 25.00%
Hunt (1997) (Che Puan.
20.00%
Frequency - %

20.00% O, 1999)

Frequency - %
15.00%
15.00%

10.00%
10.00%

5.00%
5.00%

0.00%
0.00%

70
0

10

20

30

40

50

60

80

90

10

30

40

50

60

70

80

90
20

100
Headway - m
Headway - m

(a) Speed Group : 40 – 50 km/h (b) Speed Group : 50 – 60 km/h

Figure 6.3 Drivers car following behavior
4000 4000

3500
3500

3000
3000

2500 march
2500
march
Simulate

simulate
2000
october
2000 october Line 450C
1500
Line 45 C0

1500
1000

1000
500

500
0
0 500 1000 1500 2000 2500 3000 3500 4000
0
0 500 1000 1500 2000 2500 3000 3500 4000 Volume
volume observate
Observate

(a) Kandis Section (b) Sorek Section

Figure 6.4 : Traffic Simulation Validation in Number of Each Vehicle

 120.00%
25.00%

100.00%
20.00%
S
S 80.00%
i
i 15.00% m
m u 60.00% Line 450
ul Line 450 l
at 10.00% a
40.00%
e t
d e
% 5.00% d 20.00%
%
A
0.00%
re 0.00% A 0.00% 20.00%40.00%60.00%80.00%100.00%
120.00%
a 0.00% 5.00% 10.00%15.00%20.00%25.00% r Observed %
Observed % e Area
Area a

Figure 6.5 : Validation Result structural crack Kandis Figure 6.6 : Validation Result of structural crack Kandis section
section AMAP New Pavement) AMAP (Existing Pavement)
 60.00%
60.00%

50.00%
50.00%

40.00%
40.00% Si
Si m
m ul 30.00% Line 450
ul 30.00% Line 45 at
at ed
ed % 20.00%
20.00%
% A
A re 10.00%
re 10.00% a
a
0.00%
0.00%
0.00% 10.00%20.00%30.00%40.00%50.00%60.00%
0.00% 10.00% 20.00% 30.00% 40.00% 50.00% 60.00%
Observed % Area Observed % Area

Figure 6.7 : Validation Result of structural crack Sorek Section AMSB Figure 6.8 : Validation Result of Sorek Section AMGB
 4.5
4
3.5
Sim u lated % A rea

3
2.5 Line
2 Thermal Crack
1.5
1
0.5
0
0 1 2 3 4 5
Observed % Area

Figure 6.9 : Validation Result of Thermal Crack AMAP

 “t” test value of calibration and validation

Table 6.2 : Statistic Value of Validate Progression

Structural Crack Table 6.3 : Statistic Value of Validate Thermal
Crack

t t
Location t statistic P-value Location t critical P-value
critical statistic

AMAP New -0.7078 2.0099 0.00481

AMAP
-0.3230 1.9699 0.0074
Existing
AMAP
-0.7033 1.9690 0.0048
Existing
AMGB -1.3260 1.9766 0.00186
AMGB -0.2024 1.9760 0.0083

AMSB -1.8505 1.9800 0.0006 AMSB -1.1411 1.9823 0.00256

 1. Initial Crack
( a1 YE 4 / SNC 2 ) (6.1)
ICX  K icx a0 e

Where
ICX = time of initiation of structural cracking in years
YE4 = annual number of equivalent standard axle loads, in millions per lane
SNC = the modified structural number of pavement
Kicx = structural cracking initiation factor, as seen in Table 6.4
a0 and a1 = are calibration parameters, values are shown in Table 6.4

Table 6.4 : Parameters for Structural Cracking Initiation

a0 a1 Kicx
Pavement Type
This study Paterson This Paterson This Paterson
(1987) study (1987) study (1987)
AMAP 9.48 8.61 -25.8 -24.4 0.75 to 2 0.5 to 2.5
AMSB 9.17 8.61 -25.1 -24.4 0.43 0.5 to 1.3
AMGB 8.8 8.61 -24.8 -24.4 0.49 -
 2. Structural Cracking Progression

CRX t  (1  z )50 z[ za0' a2 NEci  z0.5a 2 (1  z )50 a 2 ]1/ a 2 (6.2)

where
CRXt is the incremental area of cracking at time t
z is 1, if TCI < t50; otherwise z = -1
a o' = a0 SNCa1 with a0 and a1 default values in Table 6.5
a2 are calibration parameters, with default values in Table 6.5
TCI is the time since cracking initiation, in years
Neci is the cumulative' ESAs since cracking initiation
t50 is 50a2 - 0.5a2/ ao a2; i.e., time to 50 per cent area cracked
Table 6.5 : Model Estimates for Traffic-Base Models for Predicting Structural Cracking Progression

Model Estimates Model Statistics

a0 a1 a2 CV (%) r2
Type of
Pavement This Paterson This Paterson This Paterson This Paterson This Paterson
Study (1987) Study (1987) Study (1987) Study (1987) Study (1987)

AMAP 1895 3330 -5.22 -4.25 0.27 0.25 4.3 54 0.845 0.314

AMGB 2855 3330 -4.65 -4.25 0.26 0.25 0.23 54 0.593 0.314
AMSB 2650 3330 -4.24 -4.25 0.25 0.25 0.28 48 0.816 0.304
3. Thermal Crack
CRKSPACE = 0.305 AGE2 a010 a1 (6.3)

where
CRKSPACE is the spacing between transverse (thermal) cracks, in m
AGE2 is pavement surface age, in years
a0 and a1 is defined in Table 7.3

Table 6.6 : Value of a0 and a1 for one Climatic Zones

Climatic Zone Value of a0 Value of a1

This study Simpson et al. This study Simpson et

(1994) al. (1994)
Wet-No Freeze -0.571 to 0.856 -1.12 3.23 to 3.89 -

4. Mechanism of crack development

Bt = 0.590122 +1.652718 Bt-1 + 1.0810995 T t-1 +0.1373063 L t-1
(6.4)

Where,
Bt is block crack at a period,
Bt-1 is block crack at previous period,
Tt-1 is transversal crack at previous period,
Lt-1 longitudinal crack at previous period,
 Table 6.7. Tabulation of data observed from the field and
calculated values for comparisons

Date Type of ICX (year) ACT (m/1000m) CRX (%)

pavement

(1987) Simpson et al Paterson

Measured Measured (1994) Measured (1987)

Mac 2002 AMAP 1.5 3.7182 0.4950 0.4421 0 0

(Kandis
Sept 2002 Section) 0.6091 0.6579 1.78095 1.78090

Mac 2003 1.0104 1.4502 3.2746 23.6307

Mac 2002 AMSB 2.5 3.7182 0.06964 0.14914 1.00310 1.18797

(sorek
Sept 2002 Section) 0.20714 0.22363 3.24964 19.0242

Mac 2003 0.27767 0.31191 6.64695 86.5511

Mac 2002 AMGB 3.5 3.7182 0.16888 0.22306 0.86850 0.68509

(Sorek
Sept 2002 Section) 0.36520 0.75674 3.87280 7.72444

Mac 2003 0.59539 0.93366 5.48571 41.8153

 120

100

80 SNC=

Structure Crack
SNC=4
SNC=5
60
SNC=6
SNC=8
40 Observed

20

0
Mar-01 Dec-03 Sep-06 Jun-09 Mar-12
Time

Figure 6.10 : Observed and simulated structural crack of kandis section AMAP (New Pavement)

120

100

80
SNC=
SNC=4
Structure Crack

SNC=5
60 SNC=6
SNC=8
Observed
Linear (Observed)
40

20

0
Mar-93 Sep-98 Mar-04 Sep-09 Feb-15 Aug-20
Time

Figure 6.11 : Observed and simulated structural crack of AMAP (Existing Pavement)
 120

100

80
% Area

60

40

20

0
0 1 2 3 4 5 6 7
CESA ( MSA )

Peterson (SNC=3) Peterson (SNC=4) Peterson (SNC=5)

Peterson (SNC=6) Peterson (SNC=8) AMAP New (SNC=2.9363)
AMAP Ext (SNC=3.6816, Kandis OP 2) AMAP Ext (SNC=3.6666, Kandis OP 3) AMAP Ext (SNC=3.5721, Kandis OP 4)
AMGB (SNC = 3.4049, Sorek OP 1) AMGB (SNC = 2.9490, Sorek OP 3) AMSB (SNC = 3.6162, Sorek OP 2)

Figure 6.12 : Crack progressions based on this simulation model and Paterson (1987)
 Application
The application of the model to examine and evaluate the following aspects
:

• Traffic characterization

• Prediction cracking on flexible pavement.

• Verifying and improving the design methodologies for flexible

pavement.

• The future pavement condition

• Road maintenance scheme

 VII. Conclusion

• Road distresses can be predicted using traffic simulation model

• Distresses formula by Paterson (1987) and Bennett, at al., 1995
can be used for predicting the crack initiation and progression,
provided coefficient are based on local condition.
• These model (coefficient) are able to predict progression cracking
with r²= 0.5925 to 0.8765 more appropriate than existing model.
 VIII. Recommendation

– Application of this simulation model to calibrated and

validated other road pavement distress such as rutting,
potholing, raveling.

– Extend this study with focus on effect of road geometric

such as on up and down grade

– To use this simulation model to analysis contribution HGV

on road damages
Figure 7.15 : Road Condition Result

Figure 7.16 : Road Condition Result in All Cracking

 3.4.
3.4.Improving
Improvingthe
thedesign
designmethodology
methodology
BINA MARGA HDM-IV STUDY RESULT

1. Input Data

a. Traffic Data N YE4, AADT, Speed, Vehicle Types YE4,CESA AADT, Speed, Vehicle Types, axle load, Vehicle arrival
distrubution ( Traffic Simulation )

b. Pavement Geometry - HSNEW, HSOLD, HS, CW, W HSNEW, HSOLD, HS, CW, W and U/D, Flat, Curve

c. Environment RF (Regional Factor) MMP, Climate Zone, Season, Pavement Temperature. MMP, Climate Zone, Season, Pavement Temperature.

d. Strength of Sub Grade CBR CBR CBR

e. Structural Number SN SNP, Deflection SNP, Deflection

f. Material Properties - Penetration, VIM, Softening Point. Penetration, VIM, Softening Point.

2. Parameters Used - Pavement Types, coeffisient parameter Pavement Types, coeffisient parameter

3. Pavement Condition PSI Crack, Raveling, Edge Break, Potholing, Rut Depth, Crack, Raveling, Edge Break, Potholing, Rut Depth, Roughness and
Predicted Roughness PSI

4. Out Put PSI Vs N or PSI Vs Crack Vs Year Crack Vs Year

Year Raveling Vs Year Raveling Vs Year
Edge Break Vs Year Edge Break Vs Year
Potholing Vs Year Potholing Vs Year
Rut Depth Vs Year Rut Depth Vs Year
Roughness Vs Year Roughness Vs Year
PSI Vs Year
PSI Vs Pavement Distress

Table 3.9 Comparison Between Bina Marga Method, HDM-IV,

Study Result For Design Methodologies

Figure 7.3 Predicted initial crack