PREDICTION ANALYSIS OF THE REMAINING LIFE OF FLEXIBLE PAVEMENT USING THE AASHTO1993 METHOD AND THE PATERSON METHOD AND DAMAGE ANALYSIS OF PAVEMENT LAYERS USING THE HORACK METHOD. (CASE STUDY: THE PARIAMAN CITY BYPASS ROAD STA 52+100 - 57+100)

• Main Author: Oktavia Tanjung, Fitri
• Format: Theses
• Language: Indonesia
• Online Access: https://digilib.itb.ac.id/gdl/view/72021
• Institution: Institut Teknologi Bandung

A road section is designed with a certain planned life in the hope that during the planned life, the road is still able to be traveled comfortably by the user. However, the construction of a road section is sometimes not accompanied by good maintenance, which can cause a decrease in performance faster than the planned life. Roads that are burdened by high and continuous vehicle traffic are one of the factors that can cause road damage, both functionally and structurally. The Pariaman City Bypass Road is a national road that becomes a route for heavy vehicles going towards Padang City and Agam Regency. In recent years, the Pariaman City Bypass Road has been damaged quite severely. Prediction of the remaining life of the pavement is important to know the condition of the road whether it is still able to serve the traffic load plan or not. It is possible that the road damage that occurs continuously is caused by the achievement of the planned load repetition. The remaining life analysis is carried out based on structural and functional conditions using the AASHTO1993 method and the Paterson method so that a comparison of the analysis results based on functional and structural conditions can be seen. The AASHTO1993 method uses data on road deflection values, existing pavement thickness data and CESAL values in determining the remaining life. While the Paterson method uses data on road IRI values, subgrade CBR values and CESAL values in determining the remaining life. Then, to determine the damage condition of each pavement layer, an analysis is carried out using the Horack method. The analysis of the condition of each layer aims to determine the position of the damaged layer in which layer and repairs can be made to the damaged layer only, so that repairs can be carried out more efficiently. The Horack method uses road deflection value data in its analysis. After analyzing the data based on the AASHTO1993 method, the remaining life of the Pariaman City Bypass pavement based on structural conditions is 0 years or the road will have a failure condition in 2023. While the analysis of the remaining life using the Paterson method, consists of 2 scenarios of predicting the remaining life of the pavement. The first scenario, the prediction is based on the CESAL value obtained from daily traffic data in 2022. The second scenario is the prediction of the remaining life based on the CESAL value obtained from daily traffic data in 2020. From the results of the analysis, the remaining life of the pavement for segment 1 and segment 2 based on the two scenarios is 0 years because the IRI value = 8m/km has been achieved in 2022, and for segment 3, based on the first scenario, the remaining life = 6 years. While based on the second scenario, the remaining life = 8 years. The results of the analysis of the damage condition of each pavement layer using the Horack method show that damage has occurred from the surface layer to the subgrade layer which is dominated by the severe damage category with the most severely damaged layer being the subbase layer. The handling recommendations given are in the form of overlay thickness planning using the AASHTO1993 method and the MDP 2017 method, while for handling recommendations in the form of reconstruction refers to the MDP 2017 with the results in the form of a new pavement thickness design.