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The drainage system is critical infrastructure for managing stormwater runoff in densely built urban areas, including higher education institutions. This study aims to evaluate the capacity performance of the existing drainage channels in the UPN "Veteran" Jawa Timur campus area. The evaluation was conducted through two main stages: hydrological analysis using the rational method to estimate the design runoff discharge for a 10-year return period, and hydraulic analysis using Manning's equation to calculate the channel cross-sectional capacity in accordance with Permen PU No. 12 of 2014. Based on the assessment of 43 drainage channels, the results showed that 33 channels (76.7%) are still functioning optimally and capable of accommodating the design discharge. Conversely, 10 channels (23.3%) were identified as having insufficient capacity. This capacity deficit was triggered by initial designs that did not accommodate the 10-year return period flood discharge, increased runoff coefficients due to massive pavement development, and effective cross-section narrowing caused by sedimentation. To mitigate inundation issues, this study recommends redesigning the failing channels using an economical hydraulic cross-section, accompanied by periodic normalization and dredging for functional channels. The findings of this study are expected to serve as technical guidelines for the optimal and sustainable management of campus drainage infrastructure.

The area and distance between buildings at POLINELA Campus make the presence of adequate connector roads an important necessity to support the mobility of the academic community. This study aims to optimize the scheduling of flexible pavement construction for the POLINELA Connector Road using the Critical Path Method (CPM) based on Microsoft Project 2021. The research method used is descriptive quantitative by processing the Budget Plan (RAB) data into a project schedule consisting of 11 main activities. CPM analysis is used to determine the sequence of work, dependencies between activities, the critical path, and project completion time. The results show that the total project duration is 23 calendar days (May 11–June 6, 2026). CPM analysis identified 10 activities on the critical path with zero float, while embankment work is a non-critical activity with time flexibility. Applying a Start-to-Start (SS) relationship with a 3-day lag between excavation and embankment work allows parallel implementation, reducing the project duration by 4 days (14.8%) compared to the conventional Finish-to-Start (FS) scenario. These results indicate that implementing CPM through Microsoft Project 2021 can increase execution time efficiency, simplify schedule control, and support decision-making in road construction project management.

The performance of asphalt mixtures is strongly influenced by the composition of their constituent materials, particularly aggregate size and mixing temperature during production. In many tropical and subtropical regions, asphalt pavements frequently experience rutting, reduced stability, and changes in viscoelastic properties due to high environmental temperatures and heavy traffic loads. These conditions can significantly affect pavement durability, making it essential to produce asphalt mixtures that meet established technical standards. This study aims to analyze the effect of variations in aggregate size distribution and mixing temperature on the Marshall characteristics of Asphalt Concrete Wearing Course (AC-WC) mixtures. The research employs the Marshall test method to evaluate the load-bearing capacity and stability of hot asphalt mixtures and to assess their compliance with ASTM/SNI standards. The results indicate that mixtures with standard aggregate gradation achieve stability values of 985 kg at 120°C, 1055 kg at 140°C, and 1107 kg at 160°C. As mixing temperature increases, flow values decrease, while the Marshall Quotient (MQ) increases, indicating improved stiffness. Higher temperatures also enhance compaction, reducing VIM and VMA while increasing VFA. Conversely, non-standard aggregate gradations result in several parameters failing to meet ASTM/SNI requirements, confirming that standard gradation produces superior asphalt performance.

The performance of Asphalt Concrete – Wearing Course (AC-WC) is greatly influenced by the characteristics of the mixture, one of which is the void value which plays a role in stability, durability, and resistance to damage. Rainwater is the most dominant environmental factor accelerating pavement damage through stripping mechanisms, bond release, and a decrease in the structural strength of the layer. Therefore, it is necessary to conduct a study on changes in void value with soaking duration, the relationship of void value to the design life of the road pavement, and an empirical model of the design life based on void value with variations in soaking in the mixture using a laboratory test approach. Based on the results of laboratory tests, it can be seen that changes in void values ​​due to variations in soaking time using rainwater indicate that the longer the mixture is soaked, the changes in VIM and VMA values ​​tend to decrease, while VFA increases. The relationship between VIM values ​​and the design life of road pavements in AC-WC layers due to soaking variations shows that the design life decreases sharply when the VIM value is <3%. Thus, long-term immersion can reduce the road life by more than 35% of its ideal design life and based on a simple empirical model equation to estimate the design life of the pavement based on the void value and immersion conditions, N0 = 12.5 years is obtained (Ideal mix design life at VIM = 4%).

Mawang Village occupies a strategic position as a buffer zone integrating the administrative center of Gowa Regency with other growth centers, featuring the ecological asset of Lake Mawang, which holds significant potential for ecotourism development. However, a discrepancy exists between spatial planning policies and the actual development of facilities and infrastructure on the ground. This study aims to identify the availability, accessibility, and physical feasibility of regional facilities and infrastructure as a fundamental database for area development. The method employed is descriptive-quantitative with a comparative analysis approach referring to the SNI 03-1733-2004 standards and spatial analysis. The findings indicate that religious and commercial/service facilities exhibit very high service levels with surplus conditions, while basic health facilities and early childhood education remain below minimum service standards. Spatially, the distribution of facilities tends to be concentrated along the main corridor, creating accessibility disparities for residents in inner residential areas. The collector road infrastructure is functionally adequate but lacks pedestrian facilities, while local roads suffer from pavement quality degradation. Furthermore, Lake Mawang, as a primary tourist attraction, still lacks basic supporting facilities. The implications of this research emphasize the need for equitable distribution of health facilities, revitalization of road quality, and the formulation of a comprehensive spatial detail plan for the lake area to achieve sustainable regional development based on local potential.

Pemda Road in Kapur Village, Sungai Raya District, Kubu Raya Regency, West Kalimantan is a district road that functions as an alternative route connecting Tanjung Raya II Road and Kapur Village Main Road. Along with increasing traffic loads and limited maintenance, this road section has experienced various surface pavement distresses that reduce driving comfort and compromise road safety. This paper seeks to detect the types and severity levels of pavement damage and to determine appropriate preservation actions using the Pavement Condition Index (PCI) method. The research method involved a visual field survey by dividing the road into several segments, identifying damage types and severity levels, calculating PCI values, and determining suitable preservation measures based on the Asphalt Institute MS-17 guidelines. The results indicate that the flexible pavement section has a PCI value of 21.643, classified as very poor, with dominant damages consisting of potholes and edge cracking. Meanwhile, the rigid pavement section shows a PCI value of 94.960, which falls into the excellent category. The results of this research are anticipated to facilitate decision-making in determining maintenance priorities and road preservation strategies to improve pavement performance and extend service life.

This study analyzes the design of the width and rigid pavement of the road on Sp. Brongkos – Ngembul, Kesamben District, Blitar Regency, along 4.5 km with an existing road width of 5 meters, rumija 16.8 meters. The surrounding area includes forestry, residential, plantation, industrial, and Jolosutro Beach tourist access, with increased traffic density during the holiday season and industrial operations. The method used is descriptive quantitative based on LHR and CBR data. The calculation of lane width using MKJI 1997 (Indonesian Road Capacity Manual) shows the need for widening of 3 meters per lane and 2 meters of shoulder. The rigid pavement design using the MDPJ 2024 method (Road Pavement Design Manual) consists of a layer of coarse-grained soil embankment, class A aggregate, lean concrete, and structural concrete with a thickness of 200 mm, 200 mm, 150 mm, and 200 mm, respectively. With the JPCP design, for the tie bar connection reinforcement with a diameter of 16 mm, a length of 700 mm, a distance of 70 cm, and a dowel with a diameter of 28 mm, a length of 45 cm, and a distance of 30 cm.

Highways play a strategic role in supporting economic development, so the quality of pavement materials (flexible pavement) must meet previously established quality standards. The Asphalt Concrete Wearing Course (AC-WC) layer, as the topmost layer of flexible pavement, is susceptible to damage caused by aging triggered by environmental conditions, particularly ambient temperature. Temperatures above 30°C are known to accelerate plastic deformation (rutting) and reduce pavement bearing capacity. The Meteorology, Climatology, and Geophysics Agency indicates that temperatures in Lhokseumawe City, North Aceh, range from 33.7–35.3°C with day-night fluctuations that could potentially accelerate the degradation of mechanical properties. This study aims to analyze the Marshall characteristics of AC-WC asphalt mixtures under ambient temperature conditions. The testing was conducted with varying exposure times of 0, 15, 30, 45, 60, 75, and 90 days at a minimum temperature of 23.90°C and a maximum temperature of 31.80°C, with an average humidity of 87.93%. The test results showed that the AC-WC asphalt mixture experienced a decrease in stability value of 21.37% and an increase in flow value of 36.36%, resulting in a decrease in the Marshall Quotient (MQ) value of 42.52%.

Kerusakan jalan adalah permasalahan infrastruktur yang berdampak pada keselamatan dan efisiensi lalu lintas. Penelitan ini memiliki tujuan mengevaluasi kondisi lapangan perkerasan ruas jalan Banjaran Muhammad Yamin, Kabupaten Tegal, menggunakan dua metode: Pavement Condition Index (PCI) dan Binamarga. Metode PCI menilai kondisi secara visual dengan indeks numerik, sedangkan Bina Marga menilai jenis dan Tingkat kerusakan serta menentukan urutan prioritas perbaikan. Survei dilakukan pada 30 segmen jalan sepanjang 2,9 km. hasil menunjukan bahwa Sebagian besar segmen tergolong Poor hingga Very Poor berdasarkan PCI, bahkan terdapat segmen yang masuk kategori Failed. Sebaliknya, metode Bina Marga menunjukkan semua segmen cukup untuk pemeliharaan rutin dengan nilai prioritas 8-11. Perbedaan ini menunjukkan bahwa PCI lebih sensitif terhadap kerusakan struktual dan permukaan, sedangkan Bina Marga bersifat konservatif. Disarankan untuk mengombinasikan kedua metode guna memperoleh penilaian kondisi jalan yang lebih akurat dan menjadi dasar perencanaan penanganan yang komprehensif.

Bintan Island has abundant bauxite soil resources; however, its utilization as road construction material remains limited. The scarcity of high-quality granular material in the region necessitates the use of available local resources, particularly for pavement subgrade layers. This article aims to analyze the classification and mechanical properties of native soils in Bintan Island through a systematic literature review. The reviewed literature includes laboratory test results of bauxite soil. The findings indicate that bauxite soil exhibits low plasticity, relatively high CBR values (±35%), and is classified as CL (USCS) and A-2-4 (AASHTO). These results suggest that bauxite soil is suitable for subgrade applications, although require stabilization with binding agents. The implication of this review highlights that the utilization of local materials could support sustainable infrastructure development in island regions by reducing dependency on imported materials.  

 The 2025 Collaborative Community Service Program (KKN) between Darul Ulum Islamic Center Sudirman University (UNDARIS), Waid Hasyim University (UNWAHAS), and Nahdlatul Ulama Islamic University of Jepara (UNISNU) was held in Alang-Alang Village, Karimunjawa District, Jepara Regency, aiming to provide real contributions to the community in the field of transportation in order to improve road user safety and support tourism infrastructure in Karimunjawa. Two work programs implemented were the installation of Convex Mirrors at the At-Taqwa Alang-Alang Mosque intersection and analyzing road pavement conditions using the Pavement Condition Index (PCI) method with the road analyzed being the main road starting from Alam Kita Retreat to the Bukit Love tourist attraction along ± 4 km which plays an important role in the mobility of the community and tourists. The results of this activity are expected to improve driving safety and minimize the risk of accidents in the area, as well as support the growth of the tourism sector in Karimunjawa. The purpose of this activity is to improve visibility and safety for road users, identify the level of road damage, classify pavement conditions, and provide repair and maintenance recommendations. The implementation method for installing convex mirrors includes site surveys and familiarization with the equipment. The PCI (Peripheral Mirror) method is used to collect visual data on the type, extent, and level of damage on road segments.  

The 2025 Collaborative Community Service Program (KKN) between Darul Ulum Islamic Center Sudirman University (UNDARIS), Waid Hasyim University (UNWAHAS), and Nahdlatul Ulama Islamic University of Jepara (UNISNU) was held in Alang-Alang Village, Karimunjawa District, Jepara Regency, aiming to provide real contributions to the community in the field of transportation in order to improve road user safety and support tourism infrastructure in Karimunjawa. Two work programs implemented were the installation of Convex Mirrors at the At-Taqwa Alang-Alang Mosque intersection and analyzing road pavement conditions using the Pavement Condition Index (PCI) method with the road analyzed being the main road starting from Alam Kita Retreat to the Bukit Love tourist attraction along ± 4 km which plays an important role in the mobility of the community and tourists. The results of this activity are expected to improve driving safety and minimize the risk of accidents in the area, as well as support the growth of the tourism sector in Karimunjawa. The purpose of this activity is to improve visibility and safety for road users, identify the level of road damage, classify pavement conditions, and provide repair and maintenance recommendations. The implementation method for installing convex mirrors includes site surveys and familiarization with the equipment. The PCI (Peripheral Mirror) method is used to collect visual data on the type, extent, and level of damage on road segments.

The Sugio–Tlanak Road Section, Sugio District, Lamongan Regency, is a vital transportation infrastructure as it connects interregional activities, both in economic, social, and community mobility aspects. This road is the main route used by various types of vehicles, from light vehicles to heavy vehicles with quite high traffic intensity. This condition has a significant impact on the quality of the road pavement, as indicated by the presence of various types of damage at several points, such as cracks, potholes, and road surface deformation. Therefore, a comprehensive evaluation is needed to determine the level of road damage as a basis for consideration in planning maintenance and repairs. This study uses two assessment methods, namely the Bina Marga method and the Pavement Condition Index (PCI). The Bina Marga method assesses road conditions based on the Surface Distress Index (SDI) value obtained from direct identification in the field. The evaluation results show that the road condition on the Sugio–Tlanak section is classified as severely damaged at 60%, moderately damaged at 30%, and good condition at only 10%. Meanwhile, the PCI method provides results in the form of more detailed quantitative values. The analysis results obtained an average PCI score of 58.6, which is included in the Fair category. A comparison of the two methods shows that the Bina Marga method has advantages in terms of speed and ease of implementation, but its assessment is relatively subjective. In contrast, the PCI method provides more accurate and measurable results because it uses a quantitative approach with clear damage condition parameters. Therefore, although the Bina Marga method can still be used for rapid assessments in the field, the PCI method is more recommended as a basis for technical decision-making in planning road maintenance and quality improvement programs.

This lesson is to construct a durable and efficient form rigid pavement by utilizing the structural analysis and material performance approach. Rigid pavement is the main choice in highway construction because of its ability to bear heavy loads and its relatively long service life. The research methodology involves structural analysis to determine the optimal thickness and type of material for rigid pavement. This structural analysis considers various factors, including the estimated traffic load, subgrade characteristics, and local environmental conditions. In addition, material performance evaluation is also carried out to select materials that are appropriate to environmental conditions and meet technical requirements. The results of this study are recommendations for rigid pavement planning that include the right thickness, optimal material type, and construction specifications that are in accordance with applicable technical standards. The results of Rigid Pavement Thickness Planning using the Bina Marga 2003 Method on the Sumbermiri - Gudo Jombang Road case study produced a concrete slab thickness of  20 cm with K-300 concrete quality. In addition, the reinforcement used has a diameter of Ø 12 mm with a distance between reinforcements of  8,5 cm.

Kwashiorkor is a form of protein energy malnutrition (MEP). Malnourished toddlers have short and long term effects, in the form of impaired growth and development, including impaired cognitive function, morbidity, risk of degenerative diseases in later life and death. The male patient aged 1 year and 2 months was brought by his parents to the emergency room of Cut Meutia Hospital on Tuesday, June 4, 2024 at 20:07 WIB with complaints of swelling on both backs of legs and hands and face. On the antopometric examination on the first day of treatment, the patient's nutritional status was found to be poor. Patients are given malnutrition management which is divided into 3 phases, namely stabilization, transition and rehabilitation.   Kata kunci: Antropometri, Kwashiorkor, Malnutrisi Energi Protein

This study uses primary data in the form of types of damage identified through direct surveys in the field and the thickness of the existing pavement layer carried out by asphalt test-pit testing. The secondary data obtained from the Makassar City Public Works Agency in the form of road pavement data, LHR 2021-2023, CBR, and deflection data in 2023. The results of the analysis show that the condition of Jalan Hertasning - Jalan Yasin Limpo with the pavement on the section is classified as fair with the highest PCI value of 77 in the excellent rating and the lowest of 22 in the very poor rating. The analysis of the new pavement was carried out using the 2017 Bina Marga method, the thickness of the AC-WC layer is 4 cm, AC-BC is 6 cm thick, AC-Base is 8 cm thick, Class A Foundation Layer is 30 cm thick, and Class S additional Foundation Layer is 20 cm thick. Through the mechanistic-empirical method of the KENPAVE program, it shows that the additional pavement layer (overlay) of the Hertasning Street to Yasin Limpo Street section for fatigue cracking damage is 0.0001992 with a load repetition value of 1,441,176 ESAL. The remaining value of the 20-year design life, obtained the thickness of the AC-WC pavement layer of 4 cm, the AC-BC layer of 6 cm, the AC-Base layer of 8 cm, and for the Class A upper foundation layer of 30 cm and an additional layer with Class S aggregate of 20 cm thick which is placed under the Class A Foundation Layer. Meanwhile, based on the KENPAVE program, it shows that during the 20-year design life, the pavement can withstand the load without damage because the load repetition control value is greater than the planned LHR value (Nr). The remaining design life value on Jalan Hertasning to Jalan Yasin Limpo using the Bina Marga 2017 method shows that the planned thickness of the new pavement layer is given an additional layer because the soil bearing capacity is less than 6% so that it is necessary to provide embankment material as a form of soil improvement for the minimum road foundation design in Bina Marga 2017.    

Urban flooding is increasingly concerning due to climate change and rapid urbanization. Factors such as intensified rainfall, urban sprawl, and reduced permeable surfaces heighten flood risks, making efficient stormwater management crucial. This study focuses on developing a Decision Support System (DSS) to optimize green infrastructure (GI) placement in urban areas, aiming to enhance stormwater infiltration and reduce flood risks under climate change scenarios. The research reviews current strategies for GI planning and DSS in urban flood management. By integrating GIS tools, hydrological models, and climate data, the DSS identifies ideal locations for GI measures like rain gardens, bioswales, and permeable pavements, promoting effective stormwater management while addressing climate change. Hydrological models simulate stormwater behavior under varying rainfall conditions, and GIS maps potential GI sites within urban areas. Simulations of future extreme rainfall events assess GI performance under changing climate conditions. Results show significant reductions in stormwater runoff and flood risks, particularly in areas with high impervious surfaces. Challenges such as space constraints in dense urban areas, scalability of GI solutions, and long-term maintenance are discussed. The study concludes that integrating GI with traditional stormwater systems offers a comprehensive approach to urban flood mitigation, with the DSS serving as a key tool for urban planners and policymakers.

Flexible pavement is the most widely used pavement in Indonesia. There are three types of hot mix asphalt in Spesifikasi Umum Bina Marga 2018 Rev. 2, including Asphalt Concrete (AC), Thin Layer Asphalt Concrete (Hot Rolled Sheet, HRS) and Stone Matrix Asphalt (SMA). Of the three types of hot mix asphalt Stone Matrix Asphalt has advantages but is rarely used in Indonesia, especially in Papua. This is what then motivated the author to raise the research topic to find out whether local materials in the Jayapura Regency area can be utilized as a basic material for Rough Stone Matrix Asphalt (SMA).This research was conducted at the BPJN Jayapura Testing Laboratory with asphalt levels of 5.5%, 6.0%, 6.5%, 7.0% and 7.5%. Coarse aggregate in the form of crushed stone and stone ash was obtained from Kampung Harapan, Jayapura Regency while sand was obtained from River at Waibu District Jayapura Regency and filler from stone ash. The results of the water absorption test stated that the aggregate from Kampung Harapan had a value greater than 2% and sand 0.872%. The marshall test results showed that the stability and flow values continued to increase with the addition of asphalt content and decreased at 7.5% asphalt content. While the Void In Mix value decreased with the addition of asphalt content and the Void In Mineral Aggregate value continued to increase with the addition of asphalt content although it was still below the standard. Optimum Asphalt Content is obtained with a value of 6.13%. The residual strength index is 84.77%. As for the price difference between Stone Matrix Asphalt Rough is more expensive by 15.02% compared to the Intermediate Layer Laston (AC - BC).

The filler in asphalt concrete layers usually uses Portland cement, whose raw materials are limestone and clay, these resources are limited and cannot be renewed. Therefore, teak wood charcoal can be an alternative filler. Charcoal contains non-polar carbon compounds, such as asphalt, which have adhesive properties to hold different particles together. So, in this research, it is hoped that teak wood charcoal can be used as a filler in accordance with the General Specifications of Bina Marga 2018 Revision 2. This research uses variations in filler levels of 0%, 1%, 2%, 3% and 4%. Based on the Marshall test results, the optimum asphalt content value was 6.40% and the optimum filler content value was 0.58%. The addition of teak charcoal as a filler increases the stability, Marshall Quotient, VIM and VMA values, but reduces the flow and VFA values. In conclusion, the addition of teak charcoal as a filler to the AC-WC mixture can increase the strength of the road pavement, but excessive use can make the road pavement porous and damaged.

This study evaluates the pavement condition of 3,300 meters of Adiwerna Highway II using the Pavement Condition Index (PCI) method based on the ASTM D6433-18 standard. The road is divided into 18 segments to facilitate analysis, with data obtained through visual surveys. The results show five main types of damage, dominated by patches (84%). PCI values ​​range from 38–86 with an average of 69 ("Fair" category), indicating the need for planned maintenance. The most critical segment is at STA 3+100–3+200 (PCI 38). The study recommends a more economically efficient preventive maintenance strategy, and suggests specific treatments according to the type of damage. This study supports the development of data-driven road asset management for infrastructure maintenance optimization.