1.

GENERAL

1.1 OUTLINE OF STRUCTURE

Project
:
PODOMORO INDUSTRIAL PARK
Client
:
PT SAMP
Location
:
KARAWANG
Structure Name
:
RIGID PAVEMENT FOR MAIN ROAD
1.2 DESIGN PHILOSOPHY
1.2.1 Unit of Measurment
Unit of measurment in design is in metric/imperial system
1.2.2.Computer Software that is used in design analysis
MS Excel
1.3 CODE AND STANDARD
1.3.1.General Codes and Standard
Pd T-14-2003
Departemen Permukiman dan Prasarana Wilayah - Perencanaan Perkerasan Jalan Beton Semen
-

AUSTROAD 2004
Guide To Pavement Technology , Part 2 : Pavement Structural Design

PCA
Portland Cement Association

SKBI 1.3.53 - 1987

Indonesian Loading Code for Building

ACI 318 - 08
Building Code for Structural Concrete

ASTM
American Society for Testing and Material

1.3.2.Spesific Codes and Standard

TPP-00-A0-ES-001-R
Design Specification for Civil & Structural
1.4 USED MATERIAL AND ALLOWABLE STRESS
1.4.1 Concrete
Compressive Strength of concrete at 28 days ( Cilinder Test ) shall be as follows ,
unless otherwise specified
fc'

>

fs =
f c' =
Concrete Specific Gravity
1.4.2 Reinforcing Steel Bar
Material Grade

10.4

MPa

For Leveling Concrete

4.5 MPa
For Road and Pavement
29.05 MPa (K-350)
2400 kg/m3

Yield Strength ( Min. )

5000
3900
2400

Wiremesh
Deformed Bar
Plain Bar

fyw
fyd
fyp

Steel Specific Gravity

7850 kg/m3

kg/cm2
kg/cm2
kg/cm2

2. ROAD / PAVEMENT DESIGN

2.1. Design Parameters :
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.

JRCP
8m
2
NO
Good
4% CBR
150 mm
27.5% CBR
0.7
90%
1.1
250 mm
20 years
4%

Pavement Type =
Width of concrete pavement =
Number of Lane =
Concrete Shoulder =
Drainage Facility =
Subgrade Design =
Subbase Thickness (see figure 1) =
Effective Subgrade Strenght (see figure 1) =
Distribution Coefficient (see table 1) =
Desired project reliability =
Load Safety Factor (see table 2) =
Conc. Pav. Trial Thickness (see table 3) =
Design traffic Periods =
Traffic Growth per Year =

160211-Rigid-Pavement-SAMP-buat-report

1 of 9

bound type
(C)
LSF

By PT INDOKOEI INTERNATIONAL

15. Estimation of ADT (Average Daily Traffic), "based on NIPPON KOEI report on KIIC project " :
260
~
Ha
a. Lot Area (Ha) =
213
23,400
b. Employee (90 persons/ha) = (a)*90 =
persons
6,933
c. Cargo Volume (ton/day) = (a)*0.8 ton/year/m2/300 day =
ton/day
2,900
d. Truck Traffic = (c)/4 t/0.6 (load efficiency) =
vehicles/day
e. Bus Traffic = (b)/40*2 (in & out) =
vehicles/day
1,200
f. Passenger Car (Commuting) = (a)*10 pass/Ha*2/1.25 personcar =
vehicles/day
4,200
g. Passenger Car (Business) = (b)*0.045/mployee*2 =
vehicles/day
2,100
h. Total Traffic Load - ADT = (d)+(e)+(f)+(g) =
vehicles/day
10,400

figure 1

Table 1

Table 2

Table3

HVAG = High Vehicle Axles Group

160211-Rigid-Pavement-SAMP-buat-report

2 of 9

By PT INDOKOEI INTERNATIONAL

2.2. TRAFFIC DESIGN

This section contains procedures for determining traffic loading for the design of a broad range of pavements.
Axle numbers, load distribution, loading rate (speed) and tyre pressures can all have a significant
influence on pavement performance. Not only must the current traffic be taken into account, but
also the change in volume, axle loads and composition must be estimated during the design period.

Axle Load Configuration (from Bina Marga 1983)

To calculate the cumulative HVAG in the design lane, an estimate is required of the average over the first year
(of the projects operation) of the daily number of heavy vehicles in the design lane. This averaging over an entire year is
conducted to ensure that the estimate is unaffected by day-to-day (or, often of more significance, season-to-season)
fluctuations in daily traffic loadings.
Ratio of Traffic Volume by Each Weight Classified Trucks are Assumed as Following :
8.3 tons
1,1 L axles
truck
30%
870 vehicles/day
18.2 tons
1,2 H axles
truck
20%
580 vehicles/day
1,22 axles
truck
20%
580 vehicles/day
25.0 tons
1,2-2,2 axles
trailer
15%
435 vehicles/day
31.4 tons
1,2-2 axles
trailer
10%
290 vehicles/day
26.2 tons
1,2+22 axles
trailer
5%
145 vehicles/day
42.0 tons
2,900 vehicles/day

Traffic Analysis
A road pavement must be wide enough and of suitable geometry to permit all vehicles to safely
operate at an acceptable speed. In addition, it must be strong enough to cater for both the
heaviest of these vehicles and the cumulative effects of the passage of all vehicles.
The damage caused to a pavement by the passage of a heavy vehicle depends not only on its
gross weight but also on how this weight is distributed to the pavement. In particular, it depends on:
- the number of axles on the vehicle
- the manner in which these axles are grouped together into axle groups
- the loading applied to the pavement through each of these axle groups the axle group load.

160211-Rigid-Pavement-SAMP-buat-report

3 of 9

By PT INDOKOEI INTERNATIONAL

Number of Axle Groups per Vehicles and Heavy Vehicles Axle Groups (HVAG / JSKNH):
Axle Loads
(ton)

Type of Vehicles
RD

RB

(1)

RGD

RGB

(2)

Traffic
Volume
(nos.)
(3)

Axle
Num.per
Vehic.
(nos.)
(4)

Total
axles
(nos.)
JSKNH
(5)

BS

STRT
JS

BS

STRG
JS

BS

STdRG
JS

(ton)
(6)

nos
(7)

(ton)
(8)

nos
(9)

(ton)
(10)

nos
(11)

18.75

580

22.68

145

1. Pass.Car
2. Bus (1,2)
3. Truck 2 axles (1,2L)

1
3.06
2.82

1
5.94
5.48

2,100
1,200
870

2
2

2,400
1,740

3.06
2.82

1,200
870

5.94
5.48

1,200
870

4. Truck 2 axles (1,2H)

5. Truck 2 axles (1,22)
6. Trailer 4 axles (1,2-2,2)

6.19
6.25
5.65

12.01
18.75
8.79

2
2
4

1,160
1,160
1,740

6.19
6.25
5.65

580
580
435

12.01

580

8.48

580
580
435

7. Trailer 3 Axles (1,2-2)

8. Trailer 3 Axles (1,2-22)

4.72
7.56

10.74
11.76

10.74
22.68

290
145

3
3

870
435

4.72
7.56

290
145

8.79
8.48
10.74
11.76

435
870
580
145

8.48

9,505

Total
Remarks:
RD
RB
RGD
RGB
STRT

=
=
=
=
=

Front Tyre
Rear Tyre
Front Articulated Wheel
Rear Articulated Wheel
Single Axle Single Tyre

STRG
STdRG
BS
JS

4,100

=
=
=
=

4,680

725

Single Axle with Dual Tyres

Tandem Axle with Dual Tyres
Axle Load (ton)
Number of Axles

Based on historical evidence, it is reasonable to expect that the daily volume of traffic (both light and heavy vehicles)
will increase either for the entire design period or up to the stage where the traffic capacity of the road is reached.
This evidence also indicates that the growth is geometric in nature, i.e. it can be modelled by conventional compound
growth formulae.

Total number of axcle load (JSKN) within design period

20 years
JSKN
= 365 x JSKNH x R
= 365 x 9,505 x R
1.03E+08
=
Axles
where, R = [ (1 + i)UR - 1 ] / i
R=
Factor of traffic growth
i=
Annual grouth of traffic
UR =
Design period
Design number of axcle load (JSKN)

= 29.78
=
=

4%
20 years

= C x 1.03E+08
= 0.70 x 1.03E+08
7.23E+07
=
Axles

Where "C" is symbol for The distribution Coefficient of traffic loading across the lanes that dependent on:
- the number of traffic lanes
- the presence of parked vehicles in the left lane
- the proximity of intersections
- the primary and secondary functions of the road.
, that indicated in Table 1

ESTIMATING AXLE REPETITIONS

In the pavement design process, the first step in assessing the ability of a pavement configuration to withstand the design traffic
is to determine the extent of damage caused to the configuration by a reference Axle Group termed the Standard Axle.
The candidate pavement is analysed to determine the allowable number of Standard Axle Repetitions (SAR)
Axle Group Loads
(ton)
(2)
7.56
6.25
6.19
5.65
4.72
3.06
2.82

Type of Axles
(1)

STRT

Total
12.01
11.76
10.74
8.79
8.48
5.94
5.48

STRG

Total
22.68
18.75

STdRG
Total

160211-Rigid-Pavement-SAMP-buat-report

Axle
Proportion of
Numbers
Loads
(3)
(4)
145
0.04
580
0.14
580
0.14
435
0.11
290
0.07
1,200
0.29
870
0.21
4,100
1.00
580
0.12
145
0.03
580
0.12
435
0.09
870
0.19
1,200
0.26
870
0.19
4,680
1.00
145
0.20
580
0.80
725
1.00
Cumulative of Repetitions

4 of 9

Proportion of
Axle Groups
(5)
0.43
0.43
0.43
0.43
0.43
0.43
0.43

Design Traffic
(JKSN)
(6)
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07

Number of
Repetition
(7) =(4)x(5)x(6)
1.1E+06
4.4E+06
4.4E+06
3.3E+06
2.2E+06
9.1E+06
6.6E+06

0.49
0.49
0.49
0.49
0.49
0.49
0.49

7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07
7.2E+07

4.4E+06
1.1E+06
4.4E+06
3.3E+06
6.6E+06
9.1E+06
6.6E+06

0.08
0.08

7.2E+07
7.2E+07

1.1E+06
4.4E+06
7.23.E+07

By PT INDOKOEI INTERNATIONAL

FATIGUE AND EROTION ANALYSIS

Rigid pavement design procedures based on two models of damage:
1. Fatigue cracking in the concrete base
2. Erosion of the subbase or subgrade deflection caused by recurrent connections and a crack on the planned
The procedure to consider whether there is a connection or dowel on the shoulder.
Continuously rigid pavement with reinforcement being considered as a continuous pavement with installed dowel
Substantial kerbs (such as urban kerb and channel) can be considered to provide with shoulder support provided that:
- they are constructed of structural grade concrete of a strength consistent with the pavement
- they are effectively tied to the pavement and the joint has a corrugated face for load transfer.
Fatigue Analysis
Type of Axles

(1)
STRT

STRG

STdRG

Axle Loads

wheel load

(kN)

(kN)

Number of Repetition

(2)

(3)

(4)

75.6
62.5
61.9
56.5
47.2
30.6
28.2
120.1
117.6
107.4
87.9
84.8
59.4
54.8
226.8
187.5

41.58
34.38
34.05
31.08
25.96
16.83
15.51
33.03
32.34
29.54
24.17
23.32
16.34
15.07
31.19
25.78

1.1E+06
4.4E+06
4.4E+06
3.3E+06
2.2E+06
9.1E+06
6.6E+06
4.4E+06
1.1E+06
4.4E+06
3.3E+06
6.6E+06
9.1E+06
6.6E+06
1.1E+06
4.4E+06

Stress & erotion

Factor

(5)
TE= 0.7
FRT= 0.16
FE= 1.92

TE= 1.15
FRT= 0.26
FE= 2.52

TE= 1
FRT= 0.22
FE= 2.66

Allowable load
Repetition

Allowable
load
Repetition

%
(7)=(4)x100
/(6)
-

(6)
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
UL
-

Total Damage (%)

ket : TE = Tegangan Ekivalen; FRT Faktor Rasio Tegangan; FE = Faktor Erosi; UL = Unlimited

Erotion Analysis

Damage

< 100%

(8)
UL
UL
UL
UL
UL
UL
UL
1.1E+07
1.50E+07
2.60E+07
UL
UL
UL
UL
6.0E+06
2.6E+07
99.8%

Damage
%
(9)=(4)x100
/(8)
40.12%
7.36%
16.97%
18.39%
16.97%
< 100%

Slab thickness and total estimated chosen fatigue and erosion damage is calculated based on the composition of traffic
over the life of the plan.
Thick is thick plan estimates that have the smallest total or total fatigue and erosion damage is less than or equal to 100%.
If the fatigue damage or erosion of more than 100%, increase the estimated thickness and the repeat the process.
Values for Stress/Erotion Factor and Fatigue/Erotion Analysis are determined by table 4 and nomograms below
(based on Bina Marga Standard - Pd T-14-2003)
250 mm

Concrete Pavement Thickness

Table4

160211-Rigid-Pavement-SAMP-buat-report

5 of 9

By PT INDOKOEI INTERNATIONAL

160211-Rigid-Pavement-SAMP-buat-report

6 of 9

By PT INDOKOEI INTERNATIONAL

160211-Rigid-Pavement-SAMP-buat-report

7 of 9

By PT INDOKOEI INTERNATIONAL

3. REINFORCEMENT DESIGN
In JRCP the purpose of reinforcing steel is not to prevent cracking of the concrete, but to hold
tightly closed any cracks that do occur in such manner that the load carrying capacity of the concrete is preserved.
Experience has shown that the use of slab lengths between 8 m and 12 m provides an optimum
balance of joint performance, cost, and ride quality.
Design Parameters :
- Coefficient of Friction (see table 5) =
- Distance between Joint/Slab Length =
- Width of Pavement =
- Conc. Pav. Thickness =
- Flexural Strenght of Concrete =
- Yield Strenght of Steel =
- Concrete Specific Gravity =
- Gravitation =

1.50
15 m
4.00 m
0.25 m
4.5 MPa
500 MPa
2400 kg/m3
9.81 m/s2

L1
L2
h
fs
fs
M
g

Table5

Longitudinal Reinforcement
=

As min/m = 0.1%
Steel Reinforcement Used

132.44 mm2/m'

x 250 x 1000
M7 - 150

=
=

2
250 mm /m'
256 mm2/m'

35.32 mm2/m'

=
=

2
250 mm /m'
256 mm2/m'

>
>

As Needed,
As min.
(OK)

>
>

As Needed,
As min.
(OK)

Transverse Reinforcement

As min/m = 0.1%
Steel Reinforcement Used

x 250 x 1000
M7 - 150

Joints :
Joints are provided in concrete street pavements to control concrete shrinkage and warping caused by variations in
temperature and moisture. Joints are also required to divide a pavement into suitable lengths and widths for construction purposes.
The objectives of joint design are to develop a jointing system which will control cracking and provide adequate load transfer
across joints so that the pavement will have adequate riding qualities over its design life. Joints in major roads should be sealed
to minimise the intrusion of water and incompressible solids into the joint.
Longitudinal Joint
A longitudinal joint spacing in the range of 3.0 to 4.5 m, typically 3.7 m, provides longitudinal
crack control. Steel tiebars are typically used to hold the joint tightly closed to provide
effective load transfer. It is recommended that no more than four lanes be tied together.
Longitudinal joints should be located away from concentrated heavy vehicle wheel paths.
Longitudinal joints should be induced by a depth reduction of 33%, as they can take some
time to crack. These joints are sometimes called warping joints as they relieve warping and
curling stresses.

At
I

160211-Rigid-Pavement-SAMP-buat-report

=
=

204
572.9

~
~

use Tie Bar of

use Tie Bar length of

8 of 9

D 13 - 500
600 mm

265 mm2/m'

By PT INDOKOEI INTERNATIONAL

Transverse Joint
Pd T-14-2003. Ch. 5.3.6.5
For jointed reinforced concrete pavements, with typical joint spacings of 8 m to 12 m, dowels
are required in all transverse contraction joints to provide effective load transfer due to the
opening width of the contraction joint.

Dowel Bar Use

D 36 - 300

, length of Dowel 500 mm

4 ILLUSTRATION DRAWING
L = 15m

TRANSVERSE JOINT

Db 36@300, length 500mm

W = 4m

LONGITUDINAL JOINT

Db 13@500, length 600mm

W = 4m

Steel Reinforcement Used Double Layer

Concrete Pavement Thickness

160211-Rigid-Pavement-SAMP-buat-report

M7
- 150
250 mm

9 of 9

By PT INDOKOEI INTERNATIONAL