ANALISIS MODEL PREDIKSI KERUSAKAN PADA PERKERASAN KAKU DENGAN METODE MEKANIS-EMPIRIS (Studi Kasus Jalan Lingkar Selatan Kota Yogyakarta )

SETIAWAN WIBOWO, Dr. Ir. Latif Budi Suparma, M.Sc

2014 | Tesis | S2 Mag. S. & T.Transportasi

Metode perencanaan tebal lapis perkerasan secara umum dapat dibagi menjadi metode empiris, mekanis-empiris dan mekanis penuh. Pendekatan empiris dalam perencanan tebal perkerasan lebih didasarkan pada hasil eksperimen atau pengalaman sedangkan pendekatan mekanistik berusaha untuk menjelaskan fenomena hanya dengan mengacu pada penyebab fisik. Secara umum, penggunaan metode mekanis – empiris di Indonesia dalam rangka perencanaan tebal lapis perkerasan masih sangat minim. Metode yang umumnya digunakan adalah AASHTO 1986 dan 1993 maupun metode empiris lainnya. Penelitian ini bertujuan untuk mengetahui data masukan yang diperlukan dengan metode mekanis-empiris, mengetahui karakteristik respon mekanis perkerasan kaku terhadap beban, memprediksi nilai kerusakan selama umur perkerasan serta mengetahui umur perkerasan kaku. Penelitian dilakukan pada ruas Jalan Arteri Selatan (ring-road selatan) Kota Yogyakarta. Model prediksi nilai kerusakan struktur perkerasan kaku menggunakan model yang dikembangkan oleh AASHTO (2008) dalam Mechanistic-Empirical Pavement Design Guide, A Manual of Practice, Interm Edition. Perhitungan nilai respon mekanis struktur perkerasan kaku berupa tegangan, regangan dan lendutan menggunakan bantuan software KENPAVE (Huang, 2002). Data survei lalulintas, shop drawing dan backup kualitas material perkerasan didapatkan dari Satker NVT PJN dan P2JN Yogyakarta. Data pendukung lainnya berupa rata-rata curah hujan tahunan, rata-rata suhu tahunan, jumlah dari hujan dan nilai rata-rata kelembaban relatif didapatkan dari situs internet resmi Kota Yogyakarta. Hasil analisis prediksi nilai kerusakan retak transversal pada kasus ini menunjukkan bahwa pada skenario beban muatan kendaraan normal, kelebihan muatan 25% dan 50% menghasilkan nilai kerusakan retak transversal pada umur ke-20 tahun sebesar 1,62; 47,26%; dan 94,83%. Nilai joint faulting pada akhir umur perkerasan (20 tahun) dengan kondisi beban muatan normal sebesar 0,024 inchi (0,601 mm), kondisi beban muatan berlebih 25% sebesar 0,050 inchi (1,274 mm) dan pada kondisi muatan berlebih 50% sebesar 0,090 inchi (2,448 mm). Nilai IRI pada akhir umur perkerasan untuk skenario pertama, kedua dan ketiga adalah sebesar 2,89 m/km; 3,54 m/km; dan 4,27 m/km.

There are several methods to design thick layers of pavement, i.e. empirical, mechanistic-empirical and mechanistu method. Empirical approach is employed in pavement thickness design fundamentally through experimental results or experience. Meanwhile, mechanistic approach is used to find an explanation of phenomena only by investigating physical causes. Moreover, the use of mechanistic-empirical method in Indonesia is not commonly used in planning a thick layer design. The general methods used in Indonesia are AASHTO 1986 and 1993, as well as other empirical methods. This study aims to determine the required data input in the planning process of pavement design with mechanistic-empirical method; to understand the characteristics of the mechanistic response of rigid pavement load; to predict the value of the damages over lifetime design; and to know the age of rigid pavement. The study was conducted at one of the national roads in Yogyakarta, specifically in the South Arterial Road segment (Ring-Road Selatan) of Yogyakarta. Value prediction model of rigid pavement structure damage is developed by AASHTO (2008) in Mechanistic-Empirical Pavement Design Guide, A Manual of Practice, Interm Edition. The calculation of the mechanical response value of rigid pavement structures such as stress, strain and deflection using KENPAVE statistical software (Huang, 2002). Traffic survey data, shop drawings and backup of paving materials quality are obtained from NVT Satker PJN and P2JN Yogyakarta. Another supporting data are also provided, such as annual average of rainfall data, annual mean temperature, amount of rainfall and the average value of the relative humidity which is obtained from the official website of Yogyakarta. In addition, the lifetime design of observed pavement in the study is over 20 years old. In this case, the analysis results of predictive value in transverse cracking damage indicates that the vehicle payload reasonable scenario, the excess charge is 25% and 50% resulted in damage to the value of the transverse cracks at the age of 20 years amounted to 1.62; 47.26%; and 94.83%. The age of pavement for the first scenario could reach 20 years or more, while in the second scenario for about nine years, and the third scenario is about 1.5 years. The analysis of joint faulting indicate that at the end of the pavement age (20 years), the value of joint faulting of the normal payload condition is equal to 0.024 inches (0.601 mm), the condition of 25% of excess payload is equal to 0.050 inches (1.274 mm), and 50-% overload condition is equal to 0.090 inches (2.448 mm). Moreover, the analysis results showed that the predictive value of IRI values at the end of the age of the pavement for the first, second and third scenarios are 2.89 m/km; 3.54 m/km; and 4.27 m/km

Kata Kunci : perkerasan kaku, mekanis-empiris, retak transversal, joint faulting, IRI