scholarly journals IDENTIFICATION OF NATIONAL ROAD MAINTENANCE NEEDS BASED ON STRATEGIC PLAN OF DIRECTORATE GENERAL BINA MARGA (2015-2019)

2017 ◽  
Vol 2 (2) ◽  
pp. 187
Author(s):  
Rizky Ardhiarini
Keyword(s):  
Travel Time ◽  
Good Condition ◽  
Travel Speed ◽  
Road Maintenance ◽  
Minimum Width ◽  
Pavement Condition ◽  
The Road ◽  
Directorate General ◽  
Multi Criteria Analysis ◽  
The Impact

The enhancement of connectivity between the main corridors of the economy in South Sumatera, as a purpose of the StrategicPlan of Directorate General Bina Marga and also an objective of MP3EI, Master Plan for Acceleration and Expansion ofIndonesia's Economic Development which is an ambitious plan by the Indonesian government to accelerate the realization ofbecoming a developed country would be able to achieve on the requirement of good condition on performance and pavement. Inorder to support the optimal condition of the road, the identification of road management was conducted to determine thenecessity of road maintenance based on technical conditions and importance level of development of the road traversed. Themanagement program proposed is expected to be used as a baseline in determining the maintenance of the road network in SouthSumatera from 2015 until 2019. This research used Multi-criteria Analysis (MCA) method, which consists of: (1) road networkperformance, covering width of roadways, traffic flow, V/C ratio, travel speed and travel time of the vehicle, and (2) pavementcondition, with IRI, SDI, and the proportion of good pavement condition as a parameter. Multi-criteria analysis used combinedroad condition assessment score and importance level of development of the area traversed by. This analysis was conductedfrom 2015 until 2019. The research concluded that maintenance necessity in 2015 were dominated by routine maintenance(95.86% of the total length), then in 2016 until 2019 the needs were dominated by routine maintenance (near 100% of the totallength). As the maintenance applied, a vast amount of total road length fulfilled as an achievement target. The results arefollows: (a) 100% with width of roadways ≥ 7 meter, (b) 97.83% with V/C ratio < 0.75, (c) 18.50% with travel speed >60km/hour, (d) 17.32% with travel time (TT) < 1.6 jam/100km, (e) 100% with good pavement condition > 95%, (f) 90.37% withIRI < 4 m/Km, and (g) 91.59 with SDI < 50. Yet with the achievement of 100% of total road length with a minimum width 7.0meter, and 90.37% of total road length with an IRI less than 4.0 m/km in 2019, the impact was not significant on increasinglength of the road with a travel time (TT) less than 1.6 jam/100km. The condition is caused by there are no maintenancerequirements concerning the improvement of the substandard road geometric.

scholarly journals DETERMINING ROAD HANDLING ACCORDING TO THE LEVEL OF DAMAGE USING SURFACE DISTRESS INDEX (SDI) METHOD

ASTONJADRO ◽  
2021 ◽  
Vol 10 (1) ◽  
pp. 135
Author(s):  
Paikun Paikun ◽  
Elis Suminar ◽  
Aldi Irawan ◽  
Saiful Bahri
Keyword(s):  
Good Condition ◽  
Sampling Location ◽  
Road Maintenance ◽  
The Road ◽  
Surface Distress

<p>Roads that have been functioned are in good condition, slightly damaged, moderately damaged, and heavily damaged, therefore road maintenance is needed. Road maintenance uses costs, and the available costs are often insufficient to carry out road repairs as a whole, so it is necessary to determine the priority scale of road repairs. The Surface Distress Index (SDI) method is a method used by the DGH to determine the level of road damage, furthermore as a basis for determining the priority scale for road repairs. Along 2.25 km of Jalan Merdeka 1, Sukabumi City, it is the sampling location for the study to determine the condition of road damage. Each investigation point is determined to be 200 m long, starting from the initial STA 0 + 000 - 0 + 200 to the last STA 2 + 200 - 2 + 250. The results showed that the road conditions consisted of moderately damaged, lightly damaged to heavily damaged, so it needed maintenance at STA 0 + 000 - 0 + 400, it needed rehabilitation at STA 0 + 400 - 1 + 800 and STA 2 + 200 - 2 + 250 , as well as need reconstruction at STA 1 + 800 - STA 2 + 200. The results of this study can be used as a basis for determining road handling by policymakers.</p>

scholarly journals The impact of agriculture drainage reconstruction on ground water recession close to the subgrade

2015 ◽  
Vol 10 (3) ◽  
pp. 230-238 ◽  
Author(s):  
Vilimantas Vaičiukynas ◽  
Saulius Vaikasas ◽  
Henrikas Sivilevičius ◽  
Audrius Grinys
Keyword(s):  
Agricultural Land ◽  
Drainage System ◽  
Hydraulic Permeability ◽  
Road Maintenance ◽  
Permeability Characteristics ◽  
The Road ◽  
The Impact ◽  
Good Drainage ◽  
Important Design ◽  
Local Road

Good drainage is the most important design consideration for a road, both to miniaturize road maintenance costs and maximize the time the road is operational. The lack of good drainage lead to the structural damages and costly repairs. Many of roads are built in intensively drained agricultural land. The effective way to drain subgrades is reconstruction of existing agricultural drainage. The impact of cross-subsurface drainage system on water level fluctuation was measured using Plane geofiltration mathematical model, one of 3D geofiltration modelling programs. The hydraulic permeability characteristics were determined in field of Pikeliai, close to local road in Kėdainiai district, Lithuania. This object is composed of clay and loamy soils. Subsurface cross drains trenches spacing of 20 m, 30 m and 40 m were simulated. The hydraulic permeability of cross drain trenches and lateral trenches modelled was from 0.006 m/a day to 6 m/a day. The simulation of cross drains trenches showed that the most effective distance between them are 20 m. The highest water depression occurs when the permeability of cross drain trenches and lateral trenches is ~ 6 m/day, at the distance of 20 m. The water recession is 20 cm lower compared to the drainage systems without cross drains trenches. By installing cross drains trenches every 30 m, water recession is 10 cm lower when the trench permeability is about 6 m/day. When increasing the distance between the cross drains up to 40 m their influence disappears.

The Carbon Emission Quantification of the Low Carbon Road Maintenance Technology in China

2012 ◽  
Vol 260-261 ◽  
pp. 833-840 ◽  
Author(s):  
Ke Zhou ◽  
Yim Wong ◽  
Xi Juan Xu ◽  
Cha Ren Ce Chiang ◽  
Hui Cong Zhang
Keyword(s):  
Surface Quality ◽  
Carbon Emission ◽  
Transportation Policy ◽  
Road Surface ◽  
Road Maintenance ◽  
Low Carbon ◽  
The Road ◽  
The Right ◽  
The Impact ◽  
Maintenance Process

Low carbon road maintenance( hereinafter referred to as LCRM) technology is an important and essential part of the overall low carbon transportation policy in China. The large amount of carbon emission resulting from road maintenance needs to be determined with definitive methods and data to form a basis of measurement of the carbon emission of the road maintenance process. Various road surface maintenance technologies have different environmental impacts and dissimilar levels of carbon emission. When comparing the merits and drawbacks of the various maintenance technologies, not only factors such as the maintenance outcome, road surface quality, serviceable lifespan, costs and the impact on traffic and environment should be evaluated, but also other factors, such as carbon emission of the material used for the maintenance process, carbon emission of the machinery deployed and other amounts released during construction, have to be assessed and measured. This paper will allow for a comprehensive analysis that will help to choose the right road surface maintenance technology that produces the best road surface quality, the optimal economic benefit and the most favourable social and environmental outcome. LCRM protocol should be regulated and promoted by government legislation and through which adoption of the best practices would be encouraged.

scholarly journals Assessment of the road based on PCI and IRI roadroid measurement

2018 ◽  
Vol 195 ◽  
pp. 04006 ◽  
Author(s):  
Donny A. Putra ◽  
Mamok Suprapto
Keyword(s):  
Good Condition ◽  
Visual Assessment ◽  
Condition Index ◽  
Assessment Method ◽  
Visual Methods ◽  
International Roughness Index ◽  
Pavement Condition ◽  
The Road ◽  
Roughness Index ◽  
Pavement Condition Index

There are two methods of road assessment, ie, visually and using tools. Visual assessment makes use of the PCI (Pavement Condition Index), while assessment with the Roadroid app can be used to obtain the value of IRI (International Roughness Index) with less cost. Functional assessment of roads in the field more use of visual methods. This method is influenced by the subjectivity of surveyors. Therefore, the assessment using the visual method should be correlated with the assessment method using tools, in order to reduce the subjectivity of road assessment. The research location used is Magetan District Road consisting of 5 road segments. The result shows that the r road assessment using the PCI method has a very good condition, and using IRI Roadroid has a Medium condition. There is a negative (r) correlation between PCI and IRI Roadroid, valued at -0.23. The negative correlation shows that both judgments reversed. Comparison of PCI assessment with IRI Roadroid has a low correlation value and with ttest, yields no comparison of correlation. This result is because the PCI and IRI equally assess the pavement, using different methods.

scholarly journals The Impact of Road Maintenance Substances on Metals Surface Corrosion

2011 ◽  
Vol 1 (4) ◽  
pp. 92-96
Author(s):  
Jolita Petkuvienė ◽  
Dainius Paliulis
Keyword(s):  
Water Resources ◽  
Metal Surface ◽  
Road Maintenance ◽  
Metallic Elements ◽  
The Road ◽  
Surface Corrosion ◽  
Road Pavement ◽  
Deicing Salts ◽  
The Impact ◽  
Soil And Water

The purpose of research is to assess changes in the visual metal surface due to the exposure of road maintenance salts and molasses (‘Safecote’). Chlorides of deicing salts (NaCl, CaCl2) are the main agents affecting soil and water resources as well as causing the corrosion of roadside metallic elements. Molasses (‘Safecote’) is offered as an alternative to deice road pavement by minimizing the corrosion of metal elements near the road. A laboratory experiment was carried out to immerse and spray metals with NaCl, CaCl2, NaCl:CaCl2 and NaCl:Safecote solutions. The obtained results showed that NaCl:Safecote solution had the lowest coating with corrosion products (the average 17±4 % of the surface). The solutions of NaCl, CaCl2 and NaCl:CaCl2 had the highest percentage rate of the corrosion product on the metal surface reaching an average of 33±5 %.

Practice Analysis of Urban Road Pavement Roughness and Detect of Destruction

2011 ◽  
Vol 250-253 ◽  
pp. 3688-3691
Author(s):  
Jr Hung Peng ◽  
Po Hsun Sung ◽  
Jyh Dong Lin ◽  
Kuang Yi Wei
Keyword(s):  
Management System ◽  
Maintenance Management ◽  
Conservation Strategy ◽  
Road Maintenance ◽  
Pavement Condition ◽  
Urban Road ◽  
The Road ◽  
Road Pavement ◽  
Pavement Roughness ◽  
New Construction

The urban road becoming more perfect, pavement engineering is from new construction to maintenance management. The authorities, from acceptance the new construction turn into survey of the road‘s situation and control of various types of damage and road conditions on time, to maintain a good condition of the road. In this study we use the CCD with the general Global Positioning System to provide GPS coordinates and have a street shooting for each 20m of road, record of the CCD road imaging system, and with GPS coordinates, the street pavement shooting can identify the highest frequency distress type within 100m of the road, and compare with the value of IRI for statistics, considering different distress conditions associated with the International Roughness Index, and to explore the causes. This study has an Urban Road Management System, it divided into road flat index query and pavement condition index query, and user can use this system know the pavement condition every section. The road maintenance unit can be judged by this indicator status of pavement roughness to develop a conservation strategy of each section, reflecting the degree of conservation of each section, making the pavement to maintain a good quality. Urban road maintenance management system is for the each authorities built the road pavement maintenance management system for pavement managers with different levels of management authority, and to assist in the system can provide information for urban roads to do planning, query and management, it is beneficial to the authorities to implementation of urban roads and other road maintenance operations, they can immediately understand the pavement condition.

scholarly journals Emergency ambulance speed characteristics: a case study of Lesser Poland voivodeship, southern Poland

2021 ◽  
Author(s):  
Michał Lupa ◽  
Monika Chuchro ◽  
Wojciech Sarlej ◽  
Katarzyna Adamek
Keyword(s):  
Travel Time ◽  
Time Of Day ◽  
Southern Poland ◽  
The Road ◽  
Emergency Ambulance ◽  
Invaluable Tool ◽  
Day Of The Week ◽  
Correct Estimation ◽  
The Impact

AbstractThe correct estimation of ambulance travel time is an extremely important issue from the perspective of healthcare and the security of citizens. In some events, the threat to the health or life of an injured person increases with each minute of waiting for an ambulance. The authors of this article analyzed how ambulances travel throughout the entire Lesser Poland voivodeship in southern Poland. Based on the analysis of 300 million GPS records that were collected over several years from 300 ambulances, real ambulance speed characteristics were compiled for the most important cities in the region. The obtained results regarding ambulance speed characteristics were used to understand the correlation between ambulance speed, the density of the road network, and the built-up areas of a given city. Furthermore, the impact on the speed of ambulances of traffic, time of day, day of the week, or the season was also examined. The influence of the use of ambulances’ lights/sirens on travel time was also examined. The culmination of the research was the presentation of the theoretical foundations of coverage maps and a method of implementing them based on the determined speed characteristics. The presented studies show that the speed at which ambulances move is a very local phenomenon. Also, a relatively constant average speed of ambulances throughout the whole week was found. Moreover, a difference in speed between signaled and non-signaled ambulance trips was observed. The speed characteristics that were obtained were used as input data for the development of dynamic coverage maps, which are an invaluable tool for supporting the decisions of ambulance dispatchers.

scholarly journals LOW ALTITUDE PHOTOGRAMMETRY FOR URBAN ROAD MAPPING

2021 ◽  
Vol 18 (1) ◽  
pp. 31
Author(s):  
SHAHRUL NIZAN ABD MUKTI ◽  
Khairul Nizam Tahar
Keyword(s):  
High Efficiency ◽  
Focal Length ◽  
Control Point ◽  
Primary Data ◽  
Road Maintenance ◽  
City Development ◽  
Urban Road ◽  
The Road ◽  
Road Mapping ◽  
The Impact

Road connection has high impact on the city development. It helps boost the economic environment along the road. Therefore, it is important to maintain and divide by their traffic flow and road reserve well to determine the privilege of maintenance and budget contribution for every year. Road opens up the relation of intercity and urban as it gives the impact of development along the road. To manage road over the country, geometry data of road is needed for decision making and project well management. The primary data is usually contributed by field technical support persons, such as surveyor, engineer, and others for conventional method of survey, image along the road, computer aid drawing (cad data) as built drawing or topographical plan, and others. This study proposes an urban road mapping with optimal flight parameter and flying low for detail texture acquisition of feature. It ensures the high efficiency, low cost, short cycle, strong maneuverability, convenient operation, and others of a product. The objective of the project is to determine the optimal flight parameter in mapping out a road feature inside the road reserve with detailed digital orthophoto model (DOM) and digital elevation model (DEM). The flight parameters of unmanned aerial vehicle (UAV) and requirements for focal length effectiveness, flight planning preparation, image lap percentage, UAV altitude, and ground control point (GCP) distribution setup were outlined. The study investigated the effect of different focal length effects, GCP shape-based network (pyramid square-, square-, and linear-based networks), UAV altitude (90m, 65m, and 35m), and end lap percentage of image (90%, 80%, and 70%) on the photogrammetry-derived product. The 95m and 65m altitudes gave the lowest root mean square error (RMSE) value (±5cm horizontal and ±8cm vertical). In addition, 80% consistently showed the lowest RMSE for all end lap percentage options. Meanwhile, the pyramid square-based network recovered a total of 40% accuracy higher than square- and linear-based networks. This study could help the local authorities to implement smart road maintenance within their region.

scholarly journals Sensitivity Analysis of Determining the Material Parameters of an Asphalt Pavement to Measurement Errors in Backcalculations

Materials ◽  
2021 ◽  
Vol 14 (4) ◽  
pp. 873
Author(s):  
Paweł Tutka ◽  
Roman Nagórski ◽  
Magdalena Złotowska ◽  
Marek Rudnicki
Keyword(s):  
Fatigue Life ◽  
Measurement Errors ◽  
Pavement Condition ◽  
Material Parameters ◽  
The Road ◽  
Nondestructive Tests ◽  
Road Pavement ◽  
Falling Weight ◽  
Pavement Reinforcement ◽  
The Impact

Nondestructive tests of road pavements are among the most widely used methods of pavement condition diagnostics. Deflections of road pavement under a known load are most commonly measured in such tests, e.g., with the use of falling weight deflectometer (FWD). Measured values allow to determine the material parameters of the road structure, corresponding to the obtained results, by means of backcalculations. Among the factors that impact on the quality of results is the accuracy of deflection measurement. Deflection basins with small differences of displacement values may correspond to significantly different combinations of material parameters. Taking advantage of them for mechanistic calculations of road pavement may eventually lead to incorrect estimation of the remaining fatigue life and then inadequate selection of pavement reinforcement. This study investigated the impact of measurement errors on the change of the obtained values of stiffness moduli of flexible road pavement layers. Additionally, the influence of obtained material parameters on the values of key pavement strain, and consequently on its design fatigue life was presented.

Road Maintenance with Opti-Grade®: Maintaining Road Networks to Achieve the Best Value

2003 ◽  
Vol 1819 (1) ◽  
pp. 282-286 ◽  
Author(s):  
Mark Brown ◽  
Steve Mercier ◽  
Yves Provencher
Keyword(s):  
Road Network ◽  
Low Cost ◽  
Travel Speed ◽  
Road Maintenance ◽  
Engineering Research ◽  
The Road ◽  
Road Management ◽  
Lack Of Information ◽  
Degradation Models ◽  
On The Road

Road management systems rely on the availability of quality information to make good decisions. A lack of information on the condition of the Canadian forest industry’s unpaved road network led to inappropriate management decisions. To fill this information gap the Forest Engineering Research Institute of Canada (FERIC) developed the Opti-Grade road management system. Opti-Grade is a low-cost tool that provides information about the road roughness and travel speed as the equipped road user’s vehicle travels on the road network. This information can then be used to focus grading activities where they will have the greatest impact on the road condition for the money invested. Further, over time, a history of the behavior of the roads can be built. With this history, degradation models can quickly and easily be produced to see which segments of the road network degrade the quickest and the most frequently. Problem segments can be identified. Valuable road evaluation budgets can then be focused on those sections to determine the cause of the problem. That will allow precious rehabilitation budgets to be focused where they can have the greatest impact. Opti-Grade is currently used by a large sector of FERIC member forest companies with payback periods shorter than 4 months. FERIC continues to improve the software to manage the data from the Opti-Grade system and increase the abilities of the decision support tools in the software.

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