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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.

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.

The development of science, especially in the field of transportation, especially roads, requires adequate infrastructure in the form of roads or pavement that is suitable for the conditions in the field. This research aims to determine the analysis of the addition of strapping band fibers on the flexural strength of concrete, the variation in influence is 0.5%, 1 .0%, 1.5%, the best composition for making rigid pavement flexural strength. This research uses experimental research methods, namely research in the laboratory which aims to investigate the effects of each other and compare the results. The research results of 4 variations, namely 0% (normal), 0.5%, 1.0% and 1.5% of fine aggregate, in testing concrete aged 28 days on normal concrete were 3.333 Mpa, for variations of 0.5% on average an average of 2,800 Mpa, a 1.0% variation an average of 2,133 MPa, and a 1.5% variation an average of 1,333 MPa. So it can be concluded that concrete with a variation of 0.5% achieves the design strength and is suitable for use. Meanwhile, variations of 1.0%, 1.5% do not reach the design compressive strength and are not suitable for use in construction.

Roads are a means of transportation for supports various development sector and is a means of regional development of areas along the road the. By Because That, system transportation road kingdom is activity mover economy Which important beside Also become means activity resident Which involve problems economy, social And culture. Development road intended For make it easier connection from something regions to other regions, as well as to develop the economic potential that exists in area the. Objective from study this is For Plan Thick Construction Pavement Rigid With Manual Methods of Pavement Design Road 2017 and Methods Pd T- 14-2003 and compare both methods the. The thickness of the concrete slab obtained from the 2017 Road Pavement Manual method is of 28.5 cm with a thin concrete layer of 10 cm and a drainage layer with a thickness of 15 cm. The thickness of the concrete slab obtained from the Pd T-14-2003 method which is 18 cm. Based on the reinforcement calculation As Min > As Required then obtained reinforcement Which efficient For thick plate concrete 180 mmm is reinforcement 10 mm in diameter with a distance of 300 transverse and longitudinal reinforcement mm, transverse connection (Dowel) is required Ø 28 mm, with a length (L) of 450 mm and the distance (s) between dowels is 300 mm, while the longitudinal connection (Tie Bar) that is with Ø 16 mmm with long 700 mmm And distance 60 mmm. As well as Based on the calculation of reinforcement As Min > As Required, the reinforcement obtained is efficient for a concrete plate thickness of 265 mm is reinforcement with a diameter of 12 mm with distance between transverse reinforcement and longitudinal reinforcement 300 mm, transverse connection (Dowel) required Ø 32 mm, with a length (L) of 450 mm and a distance (s) between dowel 300 mmm, while the longitudinal connection (Tie Bar) is with Ø 16 mm with a length of 700 mm and a distance of 60 mm. Based on the comparison description calculation of rigid pavement thickness using the Manual Design Method Pavement Road (Revision 2017) with thick pavement rigid (rigid pavement) with Method Build Clan Pd T-14-2003 For use method MDPJ 2017 show will more thick compared to method PD Q 14 Year 2003.

Kerusakan jalan merupakan suatu fenomena dimana penggunaan jalan yang berlebihan dan penggunaannya melebihi kapasitas dari kriteria perencanaan jalan serta kesadaran akan perawatan jalan yang kurang dari penggunanya. Berbagai jenis kerusakan pada perkerasan kaku (rigid pavement) yang umum terjadi di lapangan adalah retak sudut, retak slab terbagi atau badan jalan terbagi, retak lurus, tambalan, dan cacat permukaan. Penyebab kerusakan jalan ada berbagai sebab yakni umur rencana jalan yang telah dilewati, genangan air pada permukaan jalan yang tidak dapat mengalir akibat drainase yang kurang baik, beban lalu lintas berulang yang berebihan (overloaded) yang menyebabkan umur pakai jalan lebih pendek dari perencanaan (Sukirman 1999). Ruas   jalan   Kaligawe   Raya   STA   0+000   –   1+000   (depan   kampus UNISSULA) merupakan jalur lintas nasional utama penghubung antar kota serta di jalur yang seringnya truk-truk logistic bermuatan berat melintas untuk mengirimkan barang yang berasal dari pelabuhan peti kemas menuju kearah timur pulau jawa atau menuju arah barat. Sehingga seiringnya aktivitas truk-truk yang melintas menyebabkan pada ruas jalan tersebut mengalami kerusakan dikarenakan tidak mampunya menahan beban yang melintas diatas jalan dan seringnya terjadi banjir rob yang melanda di ruas tersebut serta kurangnya perawatan pada jalur tersebut. Upaya penelitian ini menganalisis kerusakan pekerjaan jalan menggunakan metode PCI untuk mengidentifikasi jenis, tingkat, dan kuantitas kerusakan yang terjadi serta memberikan alternatif solusi perbaikannya..

Roads are infrastructure that really supports people's living needs. In a broader dimension, the road network has a very important role in regional development, both national, regional and district/city areas according to the function of the road network. The condition of the road damage that occurred on a number of roads in the Makassar city area is increasingly worrying. The reason is that the condition of the road, which was initially slightly damaged due to being abandoned, is now getting worse with deep potholes. As a result, the smoothness of traffic and the safety and comfort of road users are disrupted. This research is intended to provide information regarding the types of road damage that occur, factors causing road damage and mitigation efforts carried out on the Tanjung Bunga metro road, Makassar city. The data collection method is in the form of a visual survey of types of road damage carried out directly in the field and data analysis using the Bina Marga method. The results of research in the field show that the greatest road damage on rigid pavement is grain release with a percentage of 0.076 percent on the left section and 0.089 percent on the right section, while the smallest type of road damage is corner cracking with a percentage of 0.0035 percent on the left section. and 0.0027 percent on the right side. The biggest type of road damage on flexible pavement is grain shedding with a percentage of 0.121 percent on the left section and 0.088 percent on the right section, while the smallest type of damage on the left section is edge cracking with a percentage of 0.003 percent and the type of damage sinking on the right section with a percentage 0.002 percent. Among the most dominant types of damage is grain release.

In human life, roads have an important role as a means of land transportation (Kristina et al., 2021), especially to support national development in the economic and socio-cultural fields. Apart from that, highways also act as community mobility, requiring good service in line with capacity requirements (Rahmanto, 2016). If there is damage to the road it can cause an accident. So it is necessary to improve the quality of roads and road infrastructure to increase the safety and comfort of road users.

Transportation is one part of human needs and interests caused by the movement of objects from one place to another, both in the form of people and goods, which is increasing every day. Roads are land transportation infrastructure that plays an important role in human life. Good road conditions will facilitate the flow of goods and services. Therefore, it is necessary to build and improve roads to facilitate traffic around.

The Kabuh – Tapen thruway is included within the category of Course III Collector road type which may be a interfacing street between Kabuh and Tapen streets. In this ponder, the point was to get the esteem of the harm list along the Kabuh - Tapen street. as a work reference and sort of street harm dealing with. Analysts will utilize the PCI and Bina Marga 1990 strategies as a reference. From the examination of the condition of the Kabuh – Tapen street segment on unbending asphalt at STA. 0+000 – 7+340 based on the Asphalt Condition Record (PCI) strategy, a esteem with an normal of 99% is gotten, demonstrating that the asphalt is in exceptionally great condition. On the adaptable asphalt at STA. 7+340 – 9+234, an normal esteem of 40% is gotten, showing that the street asphalt is in a awful condition. The comes about of the Bina Marga strategy on unbending asphalts gotten a priority order esteem of 7 so that the street is included within the schedule support program, whereas on flexible asphalts a need arrange esteem of 3 is gotten, hence it is included within the street enhancement program.

. In fulfilling occupancy eligibility, it is necessary to support facilities and infrastructure. The Bunda Asri housing complex, located in Bandarkedungmulyo, has a land area of ​​32 hectares with a planned construction of 3,000 residential units with 8 types of housing. Residential areas must have infrastructure with a minimum road width of 6 meters as stated in article 15 paragraph 3 of the 2019 Jombang Regency Regional Regulation concerning road infrastructure in residential areas. In this study, the planning used the pd T-2003 method which aims to determine the structure of the rigid pavement of the road at Bunda Asri housing. The results of this study are two types of roads, namely village roads and local roads. On rural roads, the thickness of the rigid pavement layer is 165 mm, the specification for the width of the plate is 2x3.5 m, the length of the plate is 4 m, and the tie rods use D13 threaded reinforcement (0.13 cm), 57.3 cm long, 0.75 cm spacing without using dowel spokes. Whereas for local roads, the thickness of the rigid pavement layer is 170 mm, the specifications for the width of the plate are 2x5 m, the length of the plate is 4 m, and the reinforcement thread D13 (0.13 cm) is used as tie rods, the length is 70 cm and the spacing is 0.75 cm using dowel spokes.

Proyek Preservasi Jalan Raya Kanor – Semambung ini merupakan kegiatan yang berkaitan dengan  peningkatan kenyamanan serta kelancaran dalam berlalu lintas. Hal ini dilakukan agar mempermudah Mobilitas Masyarakat yang bertempat tinggal di daerah tersebut. Dengan meningkatnya jumlah penduduk dan perkembangan suatu daerah, maka kebutuhan pada daerah tersebut pun akan bertambah juga, oleh karena itu diperlukan Peningkatan jalan. Peningkatan jalan Kanor - Semambung Bojonegoro, Jawa Timur ini merupakan jalan yang menghubungkan daerah Kanor menuju arah Semambung dengan panjang 4,375 km. Dengan adanya pembangunan jalan tersebut dapat menunjang kelancaran transportasi dan perekonomian yang mempermudah menuju daerah tersebut. Pada penulisan jurnal ini akan membahas mengenai bahan yang digunakan, alat yang digunakan, serta tahapan pada proses pekerjaan Rigid Pavement. Metode yang digunakan yaitu mengumpulkan studi literatur yang berkaitan dengan proses Rigid Pavement, serta mempersiapkan materi. Dari metode tersebut juga meliputi lokasi penelitian. Pengumpulan data dan pengolahan data pada penulisan ini didapatkan langsung melalui kegiatan magang di lokasi kegiatan proyek pada kurun waktu kurang lebih 5 bulan. Proses Rigid Pavement terdiri dari beberapa tahapan yaitu proses Perencanaan (Planning), Pemograman (Programming), Pelaksanaan Kegiatan (Activating), Pengendalian (Controlling). Bahan yang digunakan pada proses pengaspalan antara lain, Beton readymix, Agregat kelas A dan S dan lain-lain. Selain bahan juga ada alat dan bahan yang digunakan yaitu, Truck Mixer, Dump truck, Bekisting, Vibrator, dan Besi Wiremesh Ø 8 mm.    

Every toll road project development will require heavy equipment to facilitate work, one of which is rigid pavement work. Rigid pavement is a pavement construction using aggregate as raw material and using cement as a binder, so it has a relatively high level of stiffness, especially when compared to asphalt pavement (flexible pavement), so it is known and referred to as rigid pavement. The tool used for rigid work is the concrete paver, this tool is used because it is more efficient and can maintain the quality of the concrete. This study aims to be able to determine the productivity of the concrete paver heavy equipment. The data used is in the form of primary data obtained by observation, interviews and field data as well as manual calculations. The results obtained are the productivity of concrete paver heavy equipment with rigid work along 180 m wide 6, 7 is 43,5 while the ready mix productivity is 42.8 m³/hour with a production time of 6 hours 20 minutes.