The construction of toll roads in Indonesia until September 2021 has reached a length of 4420.6 km with 2127.54 km in operation. The toll road construction has provided a fairly high movement of people and goods. Data were collected from the Terbanggi Besar toll road in Lampung Sumatera, user community and the community in the Sragen sub-district, Central Java by filling out a questionnaire about their perceptions and Central Java by filling out a questionnaire about public perceptions and expectations regarding toll road construction. By utilizing the Importance Performance Analysis (IPA) method, a mapping of the expectations desired by residents for the construction of toll roads is obtained to increase their economic activities. The results of public perceptions obtained are that there are 13% of people aged 60-70 years; 35.71% of people wish to take part in entrepreneurship training while 53.7% of them wish to continue to carry out activities as before.
Rapid setting materials, especially for concrete repairs made on major arteries such as toll roads which must withstand heavy traffic. Several manufacturers of construction chemicals have been producing various types of rapid setting materials designed for use in repairing such toll roads. However, the existing toll road repair materials have not demonstrated satisfactory performance when applied in the field. This study modified micro concrete materials by adding Polycarboxylate Ether (PCE) and Polypropylene Fiber (PPF) at the time of mixing existing rapid setting materials. It then tested flow tests and setting time at 16, 20, 30, 40, and 60 minutes, as well as compressive strength; and flexural strength tests at the ageing times of 3 hours, 1 day, and 7 days. The concrete micro material was applied directly in the field. The results show that micro concrete material is definitely suitable for toll road repair. The addition of PCE and PPF can increase the flexural strength and modulus of elasticity, meaning that the material is not easily cracked under the repeated strains of heavy traffic loads. Therefore, the use of this micro concrete material has been proven to be viable for future repairs of heavily trafficked toll roads.
Setiap agregat memiliki karakteristik yang berbeda-beda dari satu wilayah dengan wilayah yang lain, bahkan dari satu lokasi dengan lokasi yang lain dalam wilayah yang sama. Kebanyakan konstruksi jalan di Wilayah Jabodetabek menggunakan material agregat yang bersumber dari tiga quarry di Jawa Barat yaitu Gunung Bitung, Gunung Rumpin, dan Gunung Sudamanik. Penelitian ini bertujuan untuk menganalisis perbandingan karakteristik campuran aspal material agregat dari tiga quarry tersebut melalui nilai karakteristik Marshall pada campuran beton aspal dengan menggunakan Spesifikasi Bina Marga Revisi III (2010). Metode eksperimental digunakan untuk mengetahui material agregat mana yang baik untuk konstruksi beton aspal dengan proporsi campuran agregat yaitu Agregat kasar 38%, Agregat Sedang 17% dan Agregat Halus 45% terhadap total campuran aspal yang telah ditentukan oleh Bina Marga (2010). Pengujian pada campuran aspal dengan material dari tiga quarry tersebut didapat kadar aspal optimum (KAO) masing-masing 6,65%, 5,85%, dan 6,65%. Hasil pengujian Marshall didapat nilai parameter karakteristik campuran untuk campuran aspal dengan material dari Gunung Bitung berupa VIM (4,40%), VMA (17,30%), VFB (74,30%), Stabilitas (1180 Kg), Flow (3,63 mm), MQ (218 kg/mm), untuk campuran aspal dengan material dari Gunung Rumpin berupa VIM (4,14%), VMA (16,53%), VFB (74,80%), Stabilitas (1120 Kg), Flow (3,62 mm), MQ (318 kg/mm) dan untuk campuran aspal dengan material dari Gunung Sudamanik berupa VIM (3,84%), VMA (17,23%), VFB (77,20%), Stabilitas (1253 Kg), Flow (3,22 mm), MQ (389 kg/mm). Hasil karakteristik Marshall pada KAO untuk campuran aspal dengan material dari Gunung Bitung, Gunung Rumpin, dan Gunung Sudamanik telah memenuhi spesifikasi, namun material dari quarry Gunung Sudamanik memiliki karakteristik paling baik diantara ketiganya.
Indonesia is one of the largest economics compared to others in the Association of Southeast Asian Nations (ASEAN), with a population of 240 million in 2016. Most of the country's economic and service-related activities are located on the island of Java, which is home to 50% of the population. A good and reliable transport infrastructure is therefore critical to ensuring that the movement of both passengers and goods is efficient, fast, reliable, and safe. The Indonesian government has initiated a High-Speed Train (HST) service to connect Jakarta and Surabaya, two big cities in the west and east of Java, respectively, in order to improve mobility and connectivity on Java. The first phase of the HST project is planned to connect Jakarta and Bandung. This study aims to understand the travel characteristics of potential HST passengers, which is important for predicting demand for the HST. The study conducts roadside interviews using a stated preference methodology for several passenger transport modes serving the Jakarta-Bandung route, namely the private car, 10-seater bus (shuttle), coach, and conventional rail. The survey asks respondents about their potential for shifting from their current transit mode to HST. The HST stations will be located in Halim (Jakarta) and Gedebage (Bandung). The study finds that most of the respondents have good economic welfare. A total of 64% of the respondents agreed that they would pay an HST ticket price of between 200,000 and 300,000 rupiahs to save 90 minutes' travel time. Furthermore, the average amount paid to use a passenger car on the same trip is 200,000 rupiahs, which is slightly higher than the amount paid by a train passenger (Rp. 150,000). This finding demonstrates that the passenger traffic vehicle capitulates the benefit of choosing HST in comparison with the existing transport modes. It should also be noted that there is greater uncertainty with regard to traffic conditions for road traffic in comparison to that faced by railway passengers. In more detail, a sensitivity analysis indicates that passengers traveling from Jakarta could be more easily shifted to the HST than could passengers traveling from Bandung. The fact that those in Jakarta indicate a greater preference to shift to a faster transport mode than those in Bandung indicates that people in Jakarta place a higher value on time. This information is also useful for operational policy, including ticket price differentiation based on travel time period and travel origin-destination.
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