Chapter 7 - Technical Review.c.compressed PDF

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Feasibility Study on Toll Road 1st Phase (Sumatera)
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Technical Review
7.1 Plan of Access Facility

7.2 Plan of Bridge
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7.3 Soft Ground Treatment Plan

7.4 Slope Plan
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7.5 Bridge Foundation Plan

7.6 Drainage Plan
7.7 Pavement Plan
7.8 Facility maintenance plan
Chapter 7
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Chapter 7 Technical Review
Technical Review
7.1 Plan of Access Facility
The section of this project is a main arterial road which links to eastern axis of
Sumatera Island and connects between cities. The Mobility should be considered
first in order to connect between regions.
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This project route passes 4 provinces-South section(L=210km, South Sumatera and

Lampung), North section(L=350km, North Sumatera, and Riau) and 15 major cities.
Therefore establishing major access facilities of this project considers traffic generating
facilities such as condition of connect roads, area of impact zone, port, and
industrial facility. Fourteen access facilities were established(3 facilities in South
section and 11 facilities in North section) through consultation with MPWH and
local government.
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As the project is operated by Public Private Partnership(PPP), economic aspect, toll

system, toll collection should be considered in the plan of access facility after
examining the best way of fund raising for PPP project.
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South
section
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7.1.1 Establishment of Access Facilities
North
section
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The installation plan of IC in the project route considers traffic volume and economic
aspect for operating PPP, establishes around major national infrastructure and
major city depending on the result of consulting with MPWH and
local
government. The IC could be additionally constructed to the site that increases

traffic volume in the future.
Particularly, when route selection phase, main access facilities in south section
were planned at 8 locations of 26km interval on average which was considered
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appropriate. However, considering the south section mostly remain undeveloped

and in accordance with government's policy to add additional IC follows
development progress of neighboring region in the future, access facilities were
initially planned at 3 locations(Menggala, Sp.Pematang, Kayu Agung).
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South Section
<Figure 7-1> Establishment of access facilities when route selection phase
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<Table 7-1> Establishment of access facilities

Section
Location
(STA.)
IC
Type
44+575
Menggala
IC
Trumpet
Type
Distance
(km)
44.7
54.9
99+050
Sp.Pematang Trumpet
IC
Type
Remark
JL. Bujung Tenuk

~ Panaragan
JL. Trans Sumatera
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South
Section
Connect road
84.1
183+315
Kayu Agung Trumpet

IC
Type
Dumai
IC
12+100
Trumpet
Type
JL. Trans Sumatera
1.8
12.4
JL. Trans Sumatera
42.3
54+500
Sedinginan
IC
92+700
Cikampek
IC
Trumpet
Type
JL. Mahato
~ Simp.Menggala
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38.5
Trumpet
Type
JL. Trans Sumatera
60.1
153+050
Kotapinang
IC
Trumpet
Type
JL. Trans Sumatera
20.9
247+800
Kualahulu
IC
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North
Section
Rantauprapat Trumpet
IC
Type
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174+200
269+270
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284+250
SP.Empat
IC
73.8
Trumpet
Type
JL. Trans Sumatera

21.3
Trumpet
Type
JL. Trans Sumatera

15.1
Kisaran
IC
Trumpet
Type
JL. Bts.Simalungun
~ Kisaran
32.6
316+700
Limapuluh
IC
Trumpet
Type
331+416
Indrapura
JCT
Trumpet
Type
347+600
JL. Aek Nabara

~Tanjung Sarang Elang
JL. Bts.Asahan
~ Perdagan
15.4
Toll Road
15.4
Tebing
Tinggi
IC
Partial
Cloverleaf
Type
7.0
JL. Trans Sumatera

JL. Kp,binjai
~ Bandar Kalifah
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<Figure 7-2> Location map of access facilities - South section
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<Figure 7-3> Location map of access facilities - North section
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7.1.2 Review of Type
Closed type should be used considering the project route is toll road, the access
facility should be planned in the Interchange whose type can diverge and
merge through road and tollgate.
Considering operating system, geological condition, dealing with traffic volume, following
two type could be used and proper type should be selected considering the
feature of local area.
Trumpet type
Partial clover leaf type
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Type
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<Table 7-2> Review of Type Comparison
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Overview
Two way when the same toll system Two tollgates are needed
is used, Ramp tollgate collect the toll. Structures of establishing section of
Main direction of ramp needs
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structure to be established.
Advantage Minimize the impact on road traffic
Disadvantage capability as one part of
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connected road intersection
It is common type connecting
ramp is unnecessary and connect

main road as at-grade
lower traffic capability on the
connected road and makes drivers
confused as two parts of connected
road intersection
highway and minimizes drivers'

confusion.
Applied in most section of this
Application
to this
project
7-6
Applied in connected section that
project which are possible to
needs to link to local road
operate in same operating system
development plan around ending

point of North section
7.1.3 Establishing Plan by Section

South section
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A. Menggala IC
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1) Type : Trumpet type
2) Connected road : JL.Bujung Tenuk-Panaragan(local road, two-lane)
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3) Status and construction condition
Two cities-Menggala and Panaraganjaya- are formed around this IC and military
zone is also located.
In particular, this IC links to national road through Menggala therefore this
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IC would be the main entry road of Menggala
There is no specific topographical restriction on the site of constructing the IC
4) Impact zone
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Menggala, Panaraganjaya
5) Forecast result of Traffic volume(2048)

Design Traffic
Traffic
Direction volume/day hourly capability
(Veh/day) volume (pcu/h/l)
(pcu/h)
2,144
746
40
1,898
640
60
1,998
286
40
1,898
275
60
1,998
2,108
-
V/C Required
Lanes
0.39
0.32
0.15
0.14
-
1
1
1
1
-
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B. Sp.Pematang IC
2) Connected road : JL.Trans Sumatera(local road, two-lane)

Simpang Pematang and KEC,Mesuji are formed around this IC and HTI(Hutan
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Tanaman Industry) industrial complex is scheduled to develop.

The site of constructing IC is plantation area and has houses but there would
be no restriction on the construction.
4) Impact zone
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KEC.Simpang Pematang, KEC,Mesuji, HTI(Plan)
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Traffic
Direction volume/day
(Veh/day)
Design
Traffic
hourly
capability
volume (pcu/h/l)
(pcu/h)
V/C
Required
Lanes
538
60
1,998
0.27
437
40
1,898
0.23
378
60
1,998
0.19
2,052
1,946
526
40
1,898
0.28
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C. Kayu Agung IC
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2) Connect road : JL.Trans Sumatera(national road, two-lane)

Kayu Agung~Palembang~Betung toll road(Plan)
Kayu Agung is located around this IC and the IC connects Kayu Agung~
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Palembang~Betung section and national highway during the development of

toll road in Sumatera. Therefore the IC would become the major access
facility of Kayu Agung.
The location of the IC would be decided depending on the connect way
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between the project route and Kayu Agung~Palembang~Betung toll road

and there is no topographical restriction.
4) Impact zone
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Kayu Agung

Design
Traffic
hourly Traffic
Required
capability V/C Lanes
volume
(Veh/day)
(pcu/h/l)
(pcu/h)
1,043
60
1,998
0.52
1
419
40
1,898
0.22
329
60
1,998
0.16
2,261
2,053
966
40
1,898
0.51
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North section
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A. Dumai IC
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2) Connect road : JL.Trans Sumatera(national highway, two-lane)

There is no city around this IC and Dumai is 25km northeastern of the IC.
JL.Sp.Dumai~Sp.Batang local road should be passed and connected to
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national road in order to use this route from Dumai.

The location condition of this IC is good as the IC is located in flatland topographically
4) Impact zone
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Dumai
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Traffic
(Veh/day)
Design
Traffic
hourly
capability
volume (pcu/h/l)
(pcu/h)
V/C
Required
Lanes
1,251
315
40
1,898
0.17
207
60
1,998
0.10
65
40
1,898
0.03
75
60
1,998
0.04
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B. Sedinginan IC
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2) Connect road : JL.Mahato~Simp.Menggala(local road, two-lane)

There is no city around this IC but there is future urban development planning
zone. The IC would be approached to Menggala, Sedinginan by connecting
with local road.
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The IC plan considering Urban Development Zone(Plan) and Oil Field around
the IC should be recognized.
4) Impact zone
menggala, Urban Development Zone
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Traffic
(Veh/day)
Design
Traffic
Required
hourly
capability V/C
volume (pcu/h/l)
Lanes
(pcu/h)
1,106
210
40
1,898
0.11
138
60
1,998
0.07
152
40
1,898
0.08
176
60
1,998
0.09
920
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C. Bagan Batu IC
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2) Connect road : JL. Trans Sumatera(national highway, two-lane)

This IC is near the boundary between Riau province and North Sumatera province
and connects between the cities(Bagan Batu~Cikampak) by connecting with
national road.
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The IC is formed in plantation zone and the location condition is good.
4) Impact zone
Bagan Batu, Cikampak, Batam Sempunna
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Traffic
(Veh/day)
Design
Traffic
Required
hourly
capability V/C
volume (pcu/h/l)
Lanes
(pcu/h)
319
60
1,998
0.16
84
40
1,898
0.04
80
60
1,998
0.04
1,178
1,012
307
40
1,898
0.16
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D. Kotapinang IC
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Kotapinang city is formed around this IC and the IC is near future urban
development zone.
The IC becomes main ramp of the city which links to local road through
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connected road.
There is plantation area in constructing section of connected road and the

IC is designed to minimize encountering obstacles as the extension seems
to be long(about 3km)
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4) Impact zone
Kotapinang, Urban Development Zone(Plan)
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Design
Traffic
Traffic
hourly
capability V/C Required
Lanes
(Veh/day) volume (pcu/h/l)
(pcu/h)
233
60
1,998
0.12
170
40
1,898
0.09
173
60
1,998
0.09
1,325
1,148
244
40
1,898
0.13
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E. Rantauprapat IC
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2) Connect road : JL.Aek Nabara~Tanjung Sarang Elang(local road,

two-lane)
Rantauprapat, future urban developing zone, Aek Nabara, Pang Katan are
around this IC and railroad plan is near the IC.
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Plantation is formed on the construction site of the IC. Therefore the damage
of plantation should be minimized.
4) Impact zone
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Rantauprapat, Aek Nabara, Pangkatan
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Traffic
(Veh/day)
Design
Traffic
Required
hourly
capability V/C
volume (pcu/h/l)
Lanes
(pcu/h)
301
60
1,998
0.15
236
40
1,898
0.12
240
60
1,998
0.12
1,318
1,156
320
40
1,898
0.17
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F. Kualahulu IC
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The city of Aek Kanopan, kualahulu are around this IC and there is Urban Development
Zone(Plan). The IC would be the main ramp for connecting with the city.
Encountering obstacles should be minimized when the connected road for current
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road is planned and incorporation of neighboring plantation needs to be

paid attention.
4) Impact zone
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Aek Kanopan, Kualahulu, Urban Development Zone(Plan)
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Traffic
(Veh/day)
Design
Traffic
Required
hourly
capability V/C
volume (pcu/h/l)
Lanes
(pcu/h)
341
60
1,998
0.17
65
40
1,898
0.03
58
60
1,998
0.03
1,561
1,411
326
40
1,898
0.17
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G. SP. Empat IC
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Tanjung Balai and major city of Kisaran are around this IC and the IC would be
the main ramp which links to Tanjung Balai by connecting with national road.
The construction site of the IC has no specific topographical restriction and is
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located near railroad which should be aware when connects access road.
4) Impanct zone
Tanjung Balai, Kisaran
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Traffic
(Veh/day)
Design
Traffic
Required
hourly
capability V/C
volume (pcu/h/l)
Lanes
(pcu/h)
1,702
201
40
1,898
0.11
176
60
1,998
0.09
500
40
1,898
0.26
475
60
1,998
0.24
1,560
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H. Kisaran IC
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2) Connect road : JL.Bts.Simalungun~Kisaran(loacl road, two-lane)

Kisaran and Tanjung Balai are around this IC and accessibility is considered for
national road and cities by connecting the local road that is main ramp for
Kisaran
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The construction site of the IC is flat land and has no specific topographical
restriction.
4) Impact zone
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Kisaran, Tanjung Balai
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Traffic
(Veh/day)
Design
Traffic
Required
hourly
capability V/C
volume (pcu/h/l)
Lanes
(pcu/h)
2,024
178
40
1,898
0.09
157
60
1,998
0.08
929
40
1,898
0.49
882
60
1,998
0.44
1,879
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I. Limapuluh IC
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2) Connect road : JL.Bts.Asahan~Perdagan(local road, two-lane)

Limapuluh and Sei Mangkei Industry(industrial complex) are around this IC

Tanjung Tiram Port is located toward waterfront therefore the IC would be
used in cargo transportation.
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The local road that connects the IC is planned as JL.National(Plan) but there
isn't details on this. Therefore the IC is designed followed by condition of
current local road.
4) Impact zone
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Limapuluh, Sei Mangkei Industry(Plan), Urban Development Zone(Plan)
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Design
Traffic
Required
hourly Traffic
capability V/C
volume (pcu/h/l)
Lanes
(Veh/day) (pcu/h)
607
60
1,998
0.30
471
40
1,898
0.25
376
60
1,998
0.19
2,155
2,328
624
40
1,898
0.33
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6) Additional review : Sei Mangkei Industry Access Road

Reason of review
- Limapuluh IC is a main access facility that links to Sei Mangkei Industry.
- The width of Province road (pavement width : 7m) and existing industry access
road (pavement width : less than 7m) serving the main road linking to
Limapuluh IC and Sei Mangkei Industry is insufficient.
- Thus, when the business of Sei Mangkei Industry is put on track, difficulties
with the traffic of large vehicles travelling to/from industrial zone are
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expected and it would be necessary to either extend current province road

or build the new Sei Mangke industry access road and connecting road.
- So, the comparison between alternative 1 that extends province road in

operation and existing industry access road, and alternative 2 that builds
the new Sei Mangke industry access road and connecting road was made
for review. (See alternatives of Sei Mangkei access road in Fig 7-4)
Review of status of extended roads and new roads, and its cross section
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Cross section of extended province road
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Cross section of extended industry access road
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<Figure 7-4> Cross section of Alt-1: Extension of existing province road and industry access road
Cross section of new access road
Cross section of connecting road
<Figure 7-5> Cross section of Alt-2 : New access road and connecting road
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Comparison of alternatives of Sei Mangkei Industry access road
<Table 7-3> Comparison of alternatives of Sei Mangkei Industry access road

Alternative 1
Alternative 2
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Extension of existing province road Construction of new access road

and existing industry access road
and connecting road
- From Existing national road
- Planning of new access road
to Sei mangkei Intersection
New access road connected
: 2-lanes road, Both direction
Sei Mangkei and connecting
(pavement width : 7m)
road connected to existing
Improve to 4-lanes road,
province road
Both direction
- selection of new access road
- From Sei mangkei Intersection
that detours the settlement totally
overview
to Existing main gate of industry
- Some far from existing national
: 2-lanes road, Both direction
road and province road
(pavement width : less than 7m)
Improve to 2-lanes,
Both direction
(pavement width : more than 7m)
- Extension to right side of existing
province road to avoid conflict
with electronic power line and
houses on left side of the road
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Length
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Route
Total Length : 12.1km for extension

- From Existing national road
to Sei mangkei Intersection
9.3km (4-lanes, B=20.5m)
- From Sei mangkei Intersection
to Existing main gate of industry
2.9km (2-lanes, B=11.0m)
Total Length : 6.3km for new road

- New access road to Sei Mangkei
4.3km(2-lane, B=16.8m)
- Connecting road to existing
province road
2.0km(2-lane, B=11.0m)
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New access road directly linked to Industry(Alt-2) appears to be appropriate

from the viewpoint of accessibility to Sei Mangkei Industry,
But, considering road network of Limapuluh, balanced regional development
and improved mobility for resident comprehensively, Alt-1 that extends
Review
existing province road would bring about more benefit
comment Existing road needs to be expanded toward right side when considering
surroundings(residential area and electronic power line are on left side)
Extension section would desirably be from linking to existing national
road to (Sei Mangkei Intersection) which is planned to build JI.National
Road in future, of which total length is about 9.3km.
Proposal
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<Figure 7-6> Alternatives of Sei Mangkei Access Road
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J. Indrapura JCT
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2) Connect road : Toll Road(planning)

This JCT is a strategic JCT that constructs toll road which is for port trading
volume of Kuala Tanjung Port(National)-one of major port in Northern
Sumatera-and
connect
the
project
route.
Indrapura
city
and
Complex
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Terminal are around the JCT
There is no topographical restriction on the construction site.
4) Impact zone
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Kuala Tanjung Port, Indrapura, Complex Terminal
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Traffic
(Veh/day)
Design
Traffic
Required
hourly
capability V/C
volume (pcu/h/l)
Lanes
(pcu/h)
2,668
131
40
1,898
0.07
108
60
1,998
0.05
222
40
1,898
0.12
206
60
1,998
0.10
2,423
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1) Type : Imperfect clover type
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K. Tebing Tinggi IC
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JL.Kp.Binjai~Bandar Kalifah(local road, two-lane)
Tebing Tinggi is located in Southwestern way of this IC and Tanjung Global

Hub(main port region) is in Northeastern way of the IC. When consulting
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with consultation meeting of route selection and local government, neutral

connect for avoiding one direction is planned to use partial clover leaf type
for smooth connect between Tebing Tinggi and Tanjung Global Hub.
There is village around the IC. Therefore it is impossible to use existing road.
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Separate connected road is designed to avoid obstacle.
4) Impact zone
Tebing Tinggi, Pangkalan Dodek Port, Tanjung Global Hub
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Traffic
(Veh/day)
Design
Traffic
Required
hourly
capability V/C
volume (pcu/h/l)
Lanes
(pcu/h)
212
60
1,998
0.11
427
60
1,998
0.21
2,384
506
60
1,998
0.25
276
60
1,998
0.14
2,203
7.2 Plan of Bridge

7.2.1 Basic Direction
A. Basic direction of plan
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Plan of bridge adopts the type for user's convenience, plans to secure drivability
and
consider
hypothesis
step
by
step
considering
safety,
construction,
B. Design process and review
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economic efficiency reflecting local condition and maintenance easily.
Working process of implementing the plan

Collect data
/On-site survey
Analyze on-site condition

Analyze current bridges
Analyze property the
location of bridges and
bridge length
via
Analyze document
and satellite picture
Investigate planed
bridge type
Investigate planed
bridge location
Data Analysis
Select Bridge Type
Apply design criteria and

considerations
Consider consturction
ability,
economic efficiency, and
maintenance
Decide optimum bridge type
The purpose of collecting data and analyzing satellite photos is to set design
criteria of structure and understand the location of current and new bridges
and overall bridge length. The purpose of On-site survey is to be aware of
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span structure of current bridges, Type and neighboring condition, local

condition of new bridge construction site(cross condition, construction ability,
restriction), and is used as basic data of selecting bridge type.
Bridge type adoption should select the bridge type which fulfills the alignment
condition of planned route and cross condition based on above data.
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C. Major considerations by the location of bridge construction

Major considerations
Road and railway crossing section

Stream crossing section
Urban section and neighboring section
Meet the passing condition and consider

future expansion plan in advance
Minimize effect of stream and environme nt
Minimize civil complaint
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Classification by the location of

bridge construction
Promotion for bridge plan through pre-considerations depending on hypothetical

condition
- In the case of bridge plan, accumulate the data through preliminary study
and reflect the data into the design
- Plan on the bridge considering local condition for the construction site and
adopt structure type
- Pursuit construction ability, economic efficiency, and maintenance improvement

considering current bridge operation and construction condition
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7.2.2 Pre-Review
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A. Analysis of geological feature

Climate
- Sumatera Island has tropical climate with average 25~27 and has monsoon
season with little monthly change.
The average amount of rainfall in Sumatera Island is about 2,678mm which is
higher than Indonesian annual average rainfall(2,333mm) and the annual
average rain days are 196days which is 7days more than Indonesian
average rainday (189days). The annual average amount of rainfall in
Sumatera Barat province is 4,329mm and annul average rainy days are 231days
showing the feature of tropical climate meanwhile Lampung province located in
Southern area shows 1,941mm in rainfall amount and 126days in rain day. This
shows that the climate is different between regions.
<Table 7-4> Climate and Weather in Sumatera
Temperature()
average
27.0
25.7
27.1
26.6
27.0
26.4
27.6
26.7
26.0
26.7
26.9
ee
N.A.D
Sumatera Utara
S
Sumatera Barat
u
Riau
m
Jambi
a
Sumatera Selatan
t
Bengkulu
r
Lampung
a
Bangka elitung
Kepulauan Riau
Average
Indonesia
High
23.2
22.0
21.0
23.2
21.4
21.6
21.3
23.2
20.7
21.7
21.7
Low
33.6
32.0
35.2
31.5
35.6
35.1
34.0
31.7
33.4
33.7
33.6
Precipitation(mm/year)
Rainfall(day)
2,513.0
4,329.0
3,216.3
2,394.0
2,364.7
3,150.0
1,941.4
2,734.9
3,633.9
2,678.4
2,334.3
224
231
235
207
210
225
126
225
214
196
189
via
Province
Notice) Statistical Yearbook of Indonesia 2009, BPS
.n
Sumatera has little temperature change and a lot of rainfall with

tropical climate.
Earthquake
Minimize expansion
joint
Earthquake distribution
ww
w
Southwestern coast of Sumatera is in

the circum-pacific belt that Eurasian
plate
and
AustraliaIndian
plate
meets.
Barisan
mountains
in
Southwestern coast is a region in the
circum-pacific belt.
Earthquakes happened in the magnitude
of 9.0 on December, 2004, 7.9 on June
2000, 7.7 on October 2010, 6.0 on January
2013 There are frequent earthquakes
as fault zone is in the west.
Sumatara is in the circum-pacific belt and earthquake happens

fequently.
7-26
Consider the seismic design
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B. Local condition and surroundings of bridge erection
Pre-review is to check the location of bridges and overall span variability by

analyzing documents and satellite photos.
On-site survey consists of 1st survey for checking local condition and 2nd
survey for checking the location of current bridges and new bridges
Road crossing section
Railroad crossing section
PD
F
Regarding road width, pavement width and extra

width of shoulder not regulate in crossing roads.
Some local road sections are unpaved and
motorcycle drives more frequent than
vehicles on this section.
Heavy vehicles passage should be considered
in planning bridge on the local roads
throughout plantation.
The use of single railroad line is low and branch
via
lines are operated by cross

There are private housed in the road of North
section and railroad section. Continuous plan
and reviewing the location of destination are

necessary in order for construction ability
and minimizing civil complaint.
ee
River/valley crossing section
As the result of on-site survey, the river width is large, the depth of water
fluctuates high, and the flow is fast therefore these should be considered in
erection plan for construction. It is hard to access the valley therefore entrance
ww
w
.n
plan should be checked in construction.
<Figure 7-7> Landscape of valley <Figure 7-8> Landscape of river

Analysis result
Geometric condition is different depending on the

type of using road
There are many private houses near railroad section
The fluctuation of river depth is big, the width is
large, and the flow is fast
Accessing the valley and some sections are difficult.
<Figure 7-9> stream flow

Design application
Use standardized bridge length
by roads
Minimize civil complaints
Consider local condition when
planning construction
Set plan for entrance under
construction
7-27
C. Analysis of current bridge
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m
This analysis was conducted in order to establish application method of bridge

type by analyzing the feature of bridges in the local area and their condition.
Analysis of the bridge length
The bridge length under 10m accounts for 43.1%
and the length under 50m accounts for 48.3%.
This shows that 91.4% of bridge length is under
bridge is
PD
F
50m. Establishing criteria on small

needed.
Superstructure
Regarding current bridges near planned route, Truss type is mostly accounted in
Supersturcture type. There are two parts in ST Plate Girder bridge but Supersturcture
type that is construted or under construction is mostly PSC beam type.
Ujung Tanjun
ST Plate
via
Warren Truss
Sei Asahan(old bridge)
Sei Asahan(new bridge)

It is mostly used in new
bridge.
This type is newly
established or constructed.
Easy for maintenance
.n
Notice
ee
Most bridges are

There is few constructing
deteriorated
bridge.
Lack of maintenance
Lack of maintenance
Problem in hinge part
Problem in corrosion
which is a weak part
and joints
PSC BEAM
New bridge has maintenance problem therefore

PSC beam which is a kind of concrete largely
ww
w
replaces in constructing new bridge. BEAM is

constructed by ready-made products from factory
Local engineering is largely used in order to
enhance construction ability.
Regarding the condition of superstructure,

Most of deteriorated bridges are Truss bridge. The recognition of maintenance
is low in local area. Weak part of steel bridge could cause problem. Therefore
concrete type that is mainly used in the local area and the way of minimizing
maintenance should be considered in the plan of bridge type.
7-28
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Substructure
Pile bridge
Sei Silau2
Tulang Bawang
Pier under construction
no road name plate
PD
F
Wall/Track
Pile is established in river crossing bridge. The section whose depth is low
uses wall and track type meanwhile the section whose water depth is high
uses pile pier considering construction ability and economic efficiency.
Feature
Collision Protection is established in all bridges in order to prevent collision of

sediments caused by fast water flow and rapid rainfall. This is considered in
bridge construction.
via
Subsidiary facility(bridge bearing and expansion joint)

- There is little maintenance in bridge bearing
and there are settlement and substances in
the bridge bearings. It is hard to find out the
type
of
bridge
bearing.
Shear
key
was
constructed for enhancing earthquake resistant ability.
ee
In this regards, minimizing maintenance of bridge

bearing is better by reducing or excluding
maintenance.
- Although expansion joints keeps expansion joint

gap or installed in expansion joint, joint is
.n
damaged or lose its original function caused

by the lack of maintenance.
As the average temperature is little changed,
the recognition of expansion joint is low in the
ww
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local area but there could be problem related

to this. Therefore maintenance should be considered.
D. Improving design items local condition

Improvements and application of new technology seek to minimize maintenance
and enhance construction ability and functionality through analyzing local
condition and current bridges.
- Solve the maintenance problem due to reducing the bearing and expansion
joints of bridge
- Improve the enhancing durability of pavement and reducing the bearing of bridge
due to continuous bridge
- Using Precast Deck is improving functionality and construction environment.
7-29
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7.2.3 Plan of Bridge
Bridge Type secures construction ability by considering local condition such as local
technology, supply and demand of material, and transportation and minimizes
bridge bearing and expansion.
Improving design and introducing new technology enhances construction ability,

economic efficiency and minimizes maintenance by minimizing expansion, bridge
PD
F
bearing and the number of beam bone
via
A. Composition of bridge
<Figure 7-10> Main bridge cross section
ee
9000
8000
ww
w
.n
500
3000
PAVEMENT
(T=50mm)
MID.
500
fck=40 MPa
500
500
50
CL
SUPPORT
1000
500
4000
<Figure 7-11> Over pass bridge
C
L
12700
750 750
2@3600=7200
1500 500
500 1500
12700
2@3600=7200
CL
SUPPORT
CL
MID.
MID.
<Figure 7-12> Feeder bridge cross section
7-30
SUPPORT
3000
PAVEMENT
(T=50mm)
500
7.2.4 Superstructure Type Plan

A. Set bridge type direction
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Steel bridge needs precise construction engineering and factory production for
quality but it is not good in economic efficiency considering securing local
engineers, material supply and demand, road condition for transportation.

Therefore steel bridge is excluded.
Concrete bridge type used owing to supplying easily material of concrete and steel
PD
F
in local area, various design experience, and convenient use of engineer and equipment.
There is little maintenance in bridge. The bridge type which excludes maintenance
or maintain easily is used as the bridge is deteriorating and the function of
bridge bearing is low.
Bridge type is the type that is made by factory production or minimize maintenance
on the site in order to control quality easily considering local engineering technology.
B. Review of bridge type
via
1) Bridge span length, L15m
The bridge which fulfill the condition of passing under road depending the location
Type
.n
ee
of designing bridge local road crossing and has economic efficiency is applied.
RC Rahmen
RC Slab
ww
w
Overview
Good in construction ability owing to No case in using planned corridor

various design experience
Earthquake resistance caused by
Good in earthquake resistance owing
bridge bearing
Feature
to stiff structure
Need maintenance of bridge bearing
Good in maintenance without operating
and joint
subsidary facility
Proposal Good in function excluding subsidiary facility and various design experience
Good in construction ability and maintenance
reason
Choice
7-31
2) Bridge span length, 20m L 30m
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m
Crossing feature of the location of bridge erection, function depending on

the size and maintenance are considered
Low girder height type bridge which minimizes elevation rising of road
PD
F
crossing
<Figure 7-13> national road crossing <Figure 7-14> local road crossing <Figure 7-15> railway crossing
Jointless(Semi-Rigid Rahmen)
PSC BEAM
via
Type
Overview
In-Situ Concrete
Crane erection
20m L 30m
20m L 30m
H=0.7~1.00m
H=1.75~2.0m
ee
Method
Span
length
Girder
height
.n
Good in maintenance without expansion Need maintenance of expansion

and bridge bearing
Good performance in earthquake
ww
w
resistance owing th stiff connection
Feature Good in drivability without expansion

joint and minimizing noise
joint and bearing of bridge

Disadvantage on earthquake
resistance
Poor performance in drivability
caused by expansion joint and
causing noise
Low increase of longitude caused

by low girder height
High increase of longitude cased by

high girder height
Exclude expansion and bridge bearing exclude maintenance factors

Proposal
Excellent in earthquake resistance owing to stiff connection structure
reason
Good in application of alignment owing to low girder height
Choice
7-32
ww
3) Long span bridge(extension, L>45m)

Long span bridge is a continous bridge and most of the bridge is river crossing bridge. Regarding land, there are neighboring obstacles and one part of planned bridge.
The bridge meet under passage condition and is constructed easily. The type which controls quality of functionality and economic efficiency with new technology and maintain easily is used.
w.
ne
ev
<Figure 7-16> river crossing
Type
Comparison no.1(improved PSC BEAM)
iaP
Comparison no.2(ST Box)
Overview
Method
Crane erection
Crane erection
Span
length
Girder
height
30~45m
40~60m
H=1.3~1.9m
1/20~1/24 of span length
Applicability is good by using local

technology.
Construction ability is good due to
simple and repetitive work
On-site manufacturing place can
secure the quality of product.
Maintenance could be minimized
Feature
due to the feature of concrete.
Transportation and erection are
convenient by constructing
manufacturing place
The use and function of this method
is good as stiffness of Beam is high
Economic efficiency is good
according to obtaining material.
Quality control is good owing to

factory manufacturing
Structural ability is good as the
stiffness of bending and twisting.
The condition of obtaining,
procuring, manufacturing, and
transportation is poor.
Skilled labors are needed for
manufacturing precise production.
Sustainable maintenance is need by
periodical painting
The use of low girder height is
poor.
The construction cost is higher than
the cost of using concrete.
Comparison no.3(ST Plate)
DF
<Figure 7-17> Road and railway crossing

<Table 7-5> Consideration in applying birge type
<Table 7-6>
.co
Easy for maintenance
Crane erection
40~50m
1/18~1/21 of span length
Quality management by establishing

factory is good.
It is difficult to procure and produce
material.
Skilled engineers are needed for
precise production.
Periodical painting and continuous
maintenance are needed.
Transportation toward the site is
convenient in the case of small size
separation and manufacturing.
Durability is not good caused by
excessive joints
The construction cost is higher than
the cost of using concrete.
Material supply and demand is convenient, securing quality is possible and there are many construction experiences
Construction ability is good.
Proposal
Constructing birdge bearing and expansion is minimized owing to the application of continuous bridge type
reason
Vehicle drivability, noise, and maintenance are minimized.
There are many bridges using local design of the same type Applicability by using local engineers and integration is good
Choice
Easy for material supply
Considering convenience of
The bridge is possible to minimize
material supply reflecting the
maintenance of structure durability
location condition of bridge
Use concrete type
Use concrete bridge
Easy for erection and transportation < The reason for excluding steel bridge >
Convenience of erection and

transportation considering local
road condition Consider concrete
type that could be established
near BEAM production site
Steel mill and steel business office that

are for manufacturing and establishing
steel are need considering the feature
of steel bridge As the result of local
survey,
manufacturing
and
supplying
material of steel bridge are struggling.
local road width is narrow(2 lanes) and
geometric structure on road line in
curve section and pavement condition
are poor Separating erection and
transportation of large block of steel bridge
are difficult.
Lack of engineers and skilled worker
Manufacturing and erection of steel
bridge is difficult.
Notice) Girder of steel bridge is the girder height comparing to span.
7-33
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.n
ee
via
PD
F
This page intentionally left blank.
7-34
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7.2.5 Plan of Substructure

A. Plan of pier
Pier shall be T-type and the bridge crossing main road shall be wall-type,
considering the strength, so as to secure safe and work & cost efficiency
T type pier
Wall type pier
PD
F
Item
Overview
Minimized thickness to secure

widened visibility
Wide structure to secure the

stiffness
via
Minimize area of foundation

Minimize occupied area when the
construction is finished
Feature Low visual blockage owing to
simplification
Good in construction ability as a
single column
Choice
V-GIRDER bridge
Semi-Rigid Rahmen
7.2.6 Plan of Bridge Erection
ee
A. Superstructure erection method
Superstructure construction method is planned to secure construction ability

considering using procurable equipment through analyzing current type bridge
Comparison no.1(Crane installation)
Comparison no.2(Lanuchign girder)
.n
Item
ww
w
Overview
The location of crane and access

plan are needed.
Feature Construction ability is good due to
simple installation
Low construction cost
Proposal
reason
Choice
Minimize the impact on crossing

Construction management like
assembling and disassembling of
equipment is complicated
High construction cost
In crane installation, there are various construction experience and easily

supply equipment.
Good in construction ability and economic efficiency
7-35
B. Plan of temporary road for construction
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m
The flow of the river gets faster as it goes to northern section and it is hard to
measure the depth of the river owing to turbid water. The depth would be
deep when it is compared by existing bridge. Considering weather condition, the
water level rapidly increases caused by sudden rainfall during rainy season.
Moreover the river width is large. Securing the section of water flow is needed
<Figure 7-19> Swift current
via
<Figure 7-18> Wide river width
PD
F
under construction.
<Figure 7-20> Water quality of river

Temporary road
.n
Overview
Good in Construction ability and

economic efficiency
Feature Influence on the section of water
ww
w
flow and concern over water pollution
Low construction cost
Choice
Temporary bridge
ee
Item
<Figure 7-21> Pier of current bridge
Bad in construction ability and

economic efficiency
Minimize the influence on the
section of water flow
High construction cost
Small stream whose water level is low Stream whose water level is high and
and width is small
width is large
When temporary road or temporary bridge needs in detouring such as stream
Review
result
construction or detouring traffic, small stream uses temporary road first

meanwhile temporary bridge would be used if the size of stream is big or
the flow is fast considering economic efficiency.
7-36
7.2.7 Summary of bridge

A. Classification by the size of bridge
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m
(unit : part/m)
Span Length
South section North section
Feeder
12/180
3/45
3/45
20m L 30m
19/420
17/415
4/95
L > 30m
43/2,625
119/7,325
5/230
Total
74/3,225
139/7,785
12/370
Remark
18/270
40/930
167/10,180
PD
F
L 15m
subtotal
225/11,380
B. Classification by the type of bridge
Span Length
Subtotal
12/180
3/45
3/45
18/270
RC
11/220
2/40
1/20
14/280
PC
37/1,940
92/4,985
5/195
134/7,120
V-Girder
14/885
42/2,715
3/110
59/3,710
Total
74/3,225
139/7,785
12/370
225/11,380
Semirigid
Bridge
via
RC RAHMEN
Feeder
(unit : part/m)
Remark
Crossing type
national road
crossing
ee
C. Classification by the bridge erection location
(unit : part/m)
Feeder
Subtotal
4/160
6/220
local road crossing
7/140
4/100
11/240
etc.(farm road)
crossing
16/360
12/310
4/65
32/735
main road crossing
28/1,680
76/4,560
2/120
106/6,360
15/650
19/1,470
2/65
36/2,185
1/35
1/35
1/45
1/45
3/135
3/135
1/160
5/260
6/420
5/175
14/710
4/120
23/1,005
74/3,225
139/7,785
12/370
225/11,380
ww
w
.n
2/60
river crossing
railway + etc.
crossing
railway + river
crossing
national road +
river crossing
local road + river
crossing
etc.(farm road) +
river crossing
Total
Remark
over pass +
IC bridge
7-37
D. Classification by the section
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m
<Table 7-7> Bridges in South section

Location
Type
Extension
(m)
Remark
MARTAPURA-1
0+721.00
V-GIRDER Bridge
70
road+river
MARTAPURA-2
2+037.50
V-GIRDER Bridge
35
river
MARTAPURA-3
2+915.00
RC Rahmen Bridge
15
road
KEKAH-1
3+639.00
V-GIRDER Bridge
40
national road
KEKAH-2
4+082.00
Semi-rigid
Rahmen Bridge
25
river
CAMPANG-1
6+931.00
Semi-rigid
Rahmen Bridge
25
road+river
TULUNGAGUNG
10+261.50
RC Rahmen Bridge
15
road
GUNUNGAGUNG
DUA-1
15+666.00
RC Rahmen Bridge
15
road
GUNUNGAGUNG
DUA-2
17+030.50
Semi-rigid
Rahmen Bridge
25
river
TULUNGSEMAK-1
17+493.00
Semi-rigid
Rahmen Bridge
25
road
TULUNGSEMAK-2
18+350.00
RC Rahmen Bridge
15
road
PAJARGUNUNG
20+253.00
RC Rahmen Bridge
15
road
SIDANGTERLILIR
23+248.50
RC Rahmen Bridge
15
road
MANUKRAKAK
24+969.00
V-GIRDER Bridge
70
river
GUNUNGHARAPAN
27+298.50
Semi-rigid
Rahmen Bridge
20
local road
KUCING RAMBIMUDI
33+574.00
V-GIRDER Bridge
70
river
BUYUNG PELAWAN
47+902.50
V-GIRDER Bridge
105
river
KIBANGBUDIJAYA
61+464.00
Semi-rigid
Rahmen Bridge
20
local road
WAIANDAK
66+073.00
Semi-rigid
Rahmen Bridge
25
river
PAGARBUANA
73+885.00
Semi-rigid
Rahmen Bridge
25
river
INDRALOKA DUA
79+312.00
Semi-rigid
Rahmen Bridge
20
local road
GEDUNGBOGA
90+145.80
Semi-rigid
Rahmen Bridge
20
national road
HARAPANJAYA-1
98+697.50
V-GIRDER Bridge
40
road
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w
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ee
via
PD
F
Bridge name
7-38
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m
Location
Type
Extension
(m)
Remark
HARAPANJAYA-2
99+047.50
V-GIRDER Bridge
35
road
LEBUNGBUNO-1
103+313.00
RC Rahmen Bridge
15
road
LEBUNGBUNO-2
104+038.80
V-GIRDER Bridge
80
river
LEBUNGBUNO-3
104+262.30
RC Rahmen Bridge
15
road
MARGORAHAYU
106+319.00
RC Rahmen Bridge
15
road
SERDANG PECOH
108+568.00
V-GIRDER Bridge
70
river
SUKAMUKTI
120+426.00
MEKARWANGI
124+796.00
PALEMBANG
125+980.00
MATARAMJAYA
128+854.00
SUKASARI
133+412.70
PEDAMARAN-1
139+810.00
PEDAMARAN-2
147+363.50
TANJUNG-1
155+507.50
TANJUNG-2
158+062.00
TANJUNG-4
KUTARAJA
river
20
local road
20
waterway
20
local road
20
local road
25
waterway
RC Rahmen Bridge
15
road
V-GIRDER Bridge
35
road+waterway
25
road+waterway
20
waterway+road
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
162+689.50
V-GIRDER Bridge
40
waterway
166+105.00
RC Rahmen Bridge
15
waterway
Semi-rigid
Rahmen Bridge
20
local road
V-GIRDER Bridge
160
local road+river
V-GIRDER Bridge
35
road
178+927.00
SIMPANG KIJANG-1 182+750.00
ww
w
20
via
161+494.00
.n
TANJUNG-5
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
ee
TANJUNG-3
PD
F
Bridge name
SIMPANG KIJANG-2 183+315.00

MENGGALA IC
1+030.45
Semi-rigid
Rahmen Bridge
60
road
KAYAUGUNG IC
1+401.50
RC Rahmen Bridge
15
road
Semi-rigid
Rahmen Bridge
1,680
main road crossing
Over pass bridge(28 sections)

Total
3,225
7-39
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<Table 7-8> Bridges in North section

Location
Type
Extension
(m)
Remark
WONOREJO-1
7+185.00
Semi-rigid
Rahmen Bridge
25
road+river
WONOREJO-2
11+309.50
V-GIRDER Bridge
45
national
road+waterway
BASI-1
17+569.00
RC Rahmen Bridge
15
road+oil pipe
BASI-2
18+531.20
V-GIRDER Bridge
80
road+waterway
BASI-3
25+058.50
V-GIRDER Bridge
105
waterway+local
road+waterway
RANTAUKOPAR-1
28+099.50
V-GIRDER Bridge
35
road+waterway
RANTAUKOPAR-2
29+796.00
V-GIRDER Bridge
70
road+waterway
RANTAUKOPAR-3
38+446.00
V-GIRDER Bridge
200
river
RANTAUKOPAR-4
38+784.00
RC Rahmen Bridge
15
road
MANGGALAKOTA-1
43+920.30
V-GIRDER Bridge
35
waterway+road
+waterway
MANGGALAKOTA-2
53+853.10
20
local road
MANGGALAKOTA-3
58+845.40
25
waterway+road
TANAHPUTIH-1
73+594.50
40
river
via
PD
F
Bridge name
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
ee
V-GIRDER Bridge
BAGAN BAKTI-1
93+150.00
V-GIRDER Bridge
40
national road
BAGAN BATU-1
123+418.00
RC Rahmen Bridge
15
road
PINANG-1
135+059.40
Semi-rigid
Rahmen Bridge
20
local road
140+381.00
V-GIRDER Bridge
35
local road
+waterway
PINANG-3
143+914.50
V-GIRDER Bridge
35
waterway
PINANG-4
145+866.00
V-GIRDER Bridge
90
road+waterway
PINANG-5
148+464.00
V-GIRDER Bridge
120
river
TANJUNG MEDAN
161+273.50
V-GIRDER Bridge
35
PANGKATAN-1
175+185.00
V-GIRDER Bridge
45
PANGKATAN-2
177+879.00
Semi-rigid
Rahmen Bridge
25
river
AEK NABARA
181+629.00
V-GIRDER Bridge
105
river
ww
w
.n
PINANG-2
7-40
road+waterway
+road
waterway+local
road+waterway
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m
Bridge name
Location
Type
Extension
(m)
Remark
SUKARAME
184+090.80
Semi-rigid
Rahmen Bridge
25
river
BANDARSANTOSO
197+813.50
V-GIRDER Bridge
105
river
PEDUMAAN
199+110.10
25
village road
KARANJANYAR
208+975.00
50
river
TAPIANNAULI
220+575.10
25
waterway
MUKATANI
221+331.50
V-GIRDER Bridge
45
road+waterway
+road
KIUALATAN
223+804.30
V-GIRDER Bridge
105
river
PD
F
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
229+809.30
V-GIRDER Bridge
40
PERMANAKAN
235+135.70
Semi-rigid
Rahmen Bridge
25
river
AFDELING-1
253+769.30
V-GIRDER Bridge
35
road+waterway
AFDELING-2
256+242.30
V-GIRDER Bridge
90
river+road
PONOROGO-1
268+866.50
V-GIRDER Bridge
35
road+railway
PONOROGO-2
268+984.10
V-GIRDER Bridge
35
national road
ee
via
DANAULADI
local
road+waterway
+local road
269+269.30
V-GIRDER Bridge
45
road
SIDATUBATU-1
282+139.92
V-GIRDER Bridge
120
river
SIDATUBATU-2
283+660.30
V-GIRDER Bridge
35
local road+
waterway+local
road+waterway
V-GIRDER Bridge
35
road
25
road+waterway
+road
25
village road
25
village road
25
village road
25
village road
SIDOKEN
289+591.10
PORODOK-1
294+622.20
ww
w
.n
PONOROGO-3
PORODOK-2
296+505.50
AFDELING
299+192.30
RINGANRINGAN
304+122.90
PANOMBEAN
313+429.70
MANGKE-1
316+700.00
V-GIRDER Bridge
35
ramp(under pass)
MANGKE-2
317+364.60
V-GIRDER Bridge
40
national road
MANGKE-3
317+599.70
V-GIRDER Bridge
35
waterway+road
+waterway
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
7-41
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m
Bridge name
Location
Type
Extension
(m)
Remark
MOROREJO-1
325+292.60
V-GIRDER Bridge
120
river
MOROREJO-2
325+436.10
V-GIRDER Bridge
45
national road
+waterway
MOROREJO-3
326+913.00
V-GIRDER Bridge
140
river+road
MOROREJO-4
327+840.10
V-GIRDER Bridge
135
river
PERTIMBALAN-1
332+023.20
25
village road
PERTIMBALAN-2
334+841.00
PERTIMBALAN-3
335+001.60
PERTIMBALAN-4
PENGGALANGAN-1
PD
F
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
local road
V-GIRDER Bridge
70
river
338+080.90
V-GIRDER Bridge
45
national road
344+076.00
V-GIRDER Bridge
35
road+waterway
+road
PENGGALANGAN-2 345+626.20
V-GIRDER Bridge
35
local road
via
25
347+970.90
V-GIRDER Bridge
70
river
PAYA-1
353+106.40
Semi-rigid
Rahmen Bridge
25
waterway
PAYA-2
353+716.70
V-GIRDER Bridge
45
railway +waterway
PAYA-3
353+936.00
V-GIRDER Bridge
45
waterway+national
road+waterway
60
road(B=17.8m)
60
road(B=17.8m)
60
road(B=17.8m)
60
road(B=17.8m)
60
road(B=17.8m)
60
road(B=17.8m)
60
road(B=17.8m)
60
road(B=12.0m)
4,080
main road crossing
DUMAI IC
ee
BINJAI
1+250.49
1+222.77
BAGAN BATU IC
1+260.24
.n
SEDINGINAN IC
3+209.56
RANTAUPRAPAT IC
1+160.00
ww
w
KOTAPINANG IC
KUALAHULU IC
3+764.19
KISARAN IC
1+000.34
TEBING TINGGI IC
2+130.00
Over pass bridge(68 sections)
7-42
Total
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
7,785
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m
<Table 7-9> North feeder section

Location
Type
Extension
(m)
Remark
FEEDER-1
0+176.90
Semi-rigid
Rahmen Bridge
25
river
FEEDER-2
0+977.50
RC RAHMEN
15
road
FEEDER-3
1+828.10
RC Rahmen Bridge
15
road
FEEDER-4
2+294.50
Semi-rigid
Rahmen Bridge
20
road
FEEDER-5
3+204.70
V-GIRDER Bridge
35
road+waterway
+road
FEEDER-6
4+106.50
V-GIRDER Bridge
35
road+waterway
FEEDER-7
8+250.70
Semi-rigid
Rahmen Bridge
25
road+waterway
FEEDER-8
11+014.50
Semi-rigid
Rahmen Bridge
25
road+waterway
FEEDER-9
11+961.00
V-GIRDER Bridge
40
river
FEEDER-10
14+614.00
RC RAHMEN
15
road
INDRAPURA JCT
15+868.60
60
road(B=20.5m)
60
FEEDER crossing
via
PD
F
Bridge name
Over pass bridge(1 section)
Semi-rigid
Rahmen Bridge
Semi-rigid
Rahmen Bridge
ee
Total
370
7.2.8 Bridge Construction Method
.n
A. Semi-rigid Rahmen bridge
1) Construction method summary
ww
w
RC Semi-rigid rahmen bridge is designed to link existing approach slab to

upper structure to eliminate expansion joint, bearing support and massive
abutment structure so as to remove expansion joint at start & end point of
bridge and constrain the expansion length using the friction between
semi-rigid pile and approach slab and link the upper structure with the
substructure. Thus existing massive inverted T-shape abutment will be
changed to approach slab and continuous structure and girder or haunch will
replace them and girder or haunch will be supported by semi-rigid single pile
and abutment is simplified which simplifies the earth work and wing wall. PSC
Rahmen bridge also reduces positive and negative moment by introducing PS
for use to long span bridge with cost efficient section
7-43
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m
ee
via
PD
F
2) Structural features
Exclusion of expansion joint
Ordinary bridge, when appropriate joint gap to accommodate temperature
variation and displacement by drying shrinkage, is vulnerable to the risk of
failure of section by collision of abutment and deck slab due to the
pressure, which causes the damage to expansion joint and allows debris
and eventually the loss of structural function because of accumulated debris
on bearing support and substructure. Such damage to the bridge is the
major cause of increase in maintenance cost. Viewing such problems,
expansion joint will be excluded by introducing jointless connection of
superstructure and substructure which will enhance riding quality as well as
reducing maintenance cost and construction period.
Exclusion of bridge bearing
Elimination of the cause of damage to the bridge and reduction of
maintenance cost and construction schedule could be accomplished in a
way of excluding bearing shoes that functions to accommodate the structure
load, temperature variation, displacement by live load and rotation function.
.n
Multi span structure with approach slab and menagy hinge

To eliminate the expansion joint, approach slab was continuously linked at
deck and abutment section for multi-span consistent bent which is able to
constrain the vertical displacement and accommodate the displacement by
buffer slab at the connection between approach slab and pavement.
Upward deflection of approach slab may occur when a large live load is
ww
w
imposed at the center span, causing the damage to approach slab and
worsened trafficability. Thus Gerber menagy hinge which was designed to
rotate the moment from central span but transfer the shear force only will
be installed to control the upward deflection, thereby preventing the damage
at early stage.
HYDROPHILIC POLYMER RUBBER WATERSTOP
+JOINT FILLER
RUBBER
t=3 mm
Welded fix
200
5050
HINGE(@250)
ACCOMPANYING DRAWING
Steel-bar
VAR.
20
JOINT FILLER
t=20 mm
LEAN CONCRETE(T=100)
200
FOR Rotary Ring
Hinge-ball cap
<Figure 7-22> Structural details of Gerber menage hinge

7-44
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m
Semirigid pile cap support structure
To accommodate the vertical displacement by temperature variation, its
designed to support by a row of steel pipe and has the structural
mechanism that partially allows axial displacement depending on span,

which causes smaller axial strength of abutment than the abutment of
existing Rahmen and large deflection of positive moment at central span and
moment, and to improve such problem, steel pipe is filled with concrete and
outside the pile is filled with the sand to increase the axial strength so as
PD
F
to control the positive moment and deflection, and to accommodate the

lateral displacement, part of pile will be filled with flexible material together
with a row of pile arrangement.
B. V-GIRDER prestress concrete bridge

1) Construction method summary
V-Girder(Prestressed
Concrete
Section
Girder)
bridge
is
designed
to
comprise PS v-girder and RC deck plate with shear connector to resist the
via
working load. Aesthetic effect of this bridge was significantly improved from
existing I-section by changing to V-section as well as the lateral stiffness so
as to improve the stability against lateral buckling. In addition, the center
girder is part closure was brought into the form box in order to improve the
efficiency and structure to minimize the weight increases, the resistance to the
ee
work load of the public with only one strain. Its the new type of prestress
concrete girder with improved work efficiency.
2) Structural features of the method

Improved aesthetic effect from existing I type concrete girder
.n
It is possible that reduced central girder-high for the point of maximum

bending moment
by minimizing the weight increase and increase structural
rigidity to maximize efficiency. Thus this V-girder is optimized to medium &
ww
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long span bridge and the river bridge requiring flood freeboard and the
bridge requiring low girder depth.
Maximum length of 1 seg will be limited to 50m to meet the common

requirement for installation.
C. Change of Bridge type

As mentioned in Section 7.2, Bridge types(RC Rahmen, Semi-Rigid Rahmen,
and V-GIRDER bridge) applied in this project were selected optimum bridge
types at Basic Design. Bridge types can be changed similar or better types
by comparison and review on detailed design or construction step.
7-45
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m
7.3 Soft Ground Treatment Plan

7.3.1 Design Summary
A. Objective
Generally soft ground contains more fine particles of clay or silt and comprises
organic clay or peat or loosened sand which is highly compressible with
greater
void but the problems with such soil include excessive settlement by
shear failure of ground by slide.
PD
F
external force (surcharge load, self-load of structure or seismic load) and
According to ground investigation report, soft ground is distributed at banking

section which might cause settlement and shear failure by soil load and
surface load. Thus the design is intended to identify the physical & dynamic
characteristics of the soft ground through lab test of the specimen so as to
develop the optimal soft ground treatment method for securing the stability of
B. Design principle
via
banking material.
Soft ground was classified into ordinary cohesive soil section, swamp and
peat
section
and
reinforcement
was
planned
considering
construction
efficiency, cost efficiency and improvement effect.
Classification
ee
Major considerations in designing the soft ground include the followings.

Item for consideration
.n
Identify ground Identify stratum and ground

characteristics characteristics
Review design Review & determine design
criteria
criteria
Measures
Classification for ground improvement
Develop the design criteria appropriate
to project plan
ww
w
Review the
Evaluate current consolidation state Estimate over consolidation ratio
need of ground
improvement Select the area for ground improvement Select the area for no improvement
Review the need of surface
layer treatment
Design surface
layer treatment Determine surface layer treatment
method
method
Review the stability of surface layer
treatment section
Analyze construction
Design deep
characteristic of the route
layer ground
Determine ground improvement method
improvement
Review consolidation settlement
method
by section
Ground investigation method
Quality
assurance
Instrumentation plan
7-46
Review the method to improve equipment

trafficability.
Determine appropriate surface layer
treatment section
Review the stability after treatment
Review applicable methods
Determine vertical drain material
Determine loading embankment
height & drain interval
Construction management
Construction management
7.3.2 Distribution of Soft Ground
.co
m
Based on Indonesian papers and the result of site investigation, soft ground and
its range was determined based on N value 4 and 6 or less in case of boring
test and hardness in case of hand auger, But given the low investigation
frequency this time, additional investigation shall be carried out to identify
distribution of soft ground at detail design stage
the
Classification
PD
F
<Table 7-10> Base for determining soft ground

USA
(FHWA)
Indonesia
Korea
(Korea Highway
Corp)
Application
Type-
Cohesive soil
N = 4 or less
N = 4 or less
qu=50kN/ or
qu=50kN/ or
Sandy
soil
less
via
less
-N = 4 or less
-qu=50kN/ or less
Type-
-N = 6 or less
N = 4 or
less
qu=50kN/
or less
-qu=100kN/ or less
N value
10 or less
10 or less
10 or less
10 or less
Relative
density(%)
40 or less
40 or less
ww
w
.n
ee
Note) Type- : soft soil thickness less than 10m, Type- : 10m or more
Soft ground was determined considering ground characteristics and empirical judgment.
7-47
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m
A. South section
Distribution of soft ground identified based on investigation (boring test at 3

points and hand auger at 5 points) is as follows
<Table 7-11> Distribution of soft ground in South section
44+620~45+350
0.73
45+690~46+380
0.69
47+110~47+750
0.64
48+700~52+350
3.65 HAB-02
Top
106+900~109+400 2.50 SBB-05

111+000~111+300
0.30
121+150~121+950
0.80
118+250~120+750 2.50 SBB-06
10.0
Soft clay
Banking
height
(m)
0.0~8.26
10.0
Soft clay
0.0~6.23
10.0
Soft clay
0.0~3.59
6.0<
10.0
Soft clay
0.0~7.28
5.0
5.0
Swamp
2.7~3.58
5.0
5.0
Swamp
2.26~6.44
5.0
5.0
Swamp
2.58~5.89
2.5
2.5
5.0
Up: Clay
Below: Peat
0.0~8.13
2.5
2.5
Peat
0.0~5.12
3.0
3.0
Soft clay
0.0~4.83
soft
Soil
apply
PD
F
L
(km)
104+800~105+250 0.45
Bore
hole
Layer thickness (m)
Location
129+150~129+650 0.50
2.5
2.5
Swamp
2.5
2.5
Swamp
1.72~7.62
130+600~131+050 0.45
via
122+200~124+500 2.30 HAB-07
148+500~152+500 4.00 HAB-10
1.0
5.0<
10.0
5.0
Peat
2.56~6.21
3.25<
8.0
Peat
1.14~4.14
7.5
7.5
Swamp
2.19~6.82
7.5
7.5
Soft clay
2.39~8.85
171+000~175+900 4.90 HAB-11 2.75

179+250~180+900 1.65
180+900~184+000 3.10 SBB-07
Peat
Map
Swamp
Map
31.56
.n
Total
Swamp
Map
4.35~7.29 Swamp
Map
4.3~7.7
Top: Peat
Below: soft
clay
ee
166+200~168+600 2.40
Note
Note1) Considering hand auger depth (6m), 10m depth was applied to soft ground
Note2) SBB : South Bridge Boring, HAB : Hand Auger Boring
ww
w
<Table 7-12> Soft ground in South section
Soft layer
(m)
Banking
height (m)
3m
3~5m
5m or more
10m
Total
Extreme
Extreme
Extreme
Extreme (m)
Ordinary
Ordinary
Ordinary
Ordinary
soft
soft
soft
soft
3.0 or less 2,040
3,045
5,480 8,140
18,705
2,840 2,200
8,205
2,470
4.650
8,950 12,810
31,560 185,895 17.0%
3.0~5.0
260
75
2,830
5.0~10.0
875
675
Total (m)
2,300
950
6,550
630
Note) Its classified into soft (Soft Clay) and very soft (Swamp, Peat)
7-48
Total
length Rate
(m)
B. North section
.co
m
Distribution of soft ground identified based on investigation (boring test at 6

points and hand auger at 13 points) is as follows
<Table 7-13> Distribution of soft ground in north section

Layer thickness (m)
L
(km)
Bore
hole
0+000~0+500
0.50
HB-01
0+900~1+340
0.44
1+970~2+340
0.37
Soil
Top
9+000~22+200
13.20 NBB-01
41+400~43+600
2.20
HB-04
57+400~58+800
1.40
HB-06
72+300~72+450
0.15 NSB-01
72+810~75+760
2.74
76+260~76+400
0.14
76+400~77+100
0.52
83+910~84+700
Apply
6.0<
10.0
Soft clay
5.33
10.0
Soft clay
2.35
2.5
2.5
Peat
2.58~6.43
13.0
13.0
Peat
1.15~8.82
6.0<
10.0
Peat
1.18~5.23
6.0<
10.0
Peat
1.27~7.79
10.0
10.0
Peat
5.38
10.0
10.0
Peat
5.54
via
Soft
PD
F
Location
Banking
height
(m)
10.0
10.0
Peat
1.53~2.07
10.0
10.0
Swamp
4.45
0.57* HB-07
6.0<
10.0
Soft clay
11.96
85+000~85+640
0.64
10.0
Soft clay
4.24
86+150~87+400
10.0
Soft clay
3.19
ee
1.01
0.36
10.0
Soft clay
6.92
89+600~91+240
0.87
10.0
Soft clay
5.53
92+150~92+530
0.38
10.0
Soft clay
10.27
92+850~93+500
0.65
10.0
Soft clay
9.60
6.0<
10.0
Swamp
1.81~3.99
.n
87+770~88+130
0.35
96+600~97+050
0.45 NSB-02
1.0
1.0
Soft clay
0.73~1.72
97+050~97+550
0.50
6.0<
10.0
Swamp
3.49
97+550~98+320
0.77
HB-08
6.0<
10.0
Soft clay
3.05
99+180~100+050
0.87
10.0
Soft clay
5.67
100+610~101+750
1.14
10.0
Soft clay
5.51
102+200~102+500 0.30
10.0
Soft clay
4.22
102+850~103+320 0.47
10.0
Soft clay
3.56
103+620~103+930 0.31
10.0
Soft clay
5.42
104+100~104+550 0.45
10.0
Soft clay
3.60
105+700~106+100 0.40
10.0
Soft clay
7.70
ww
w
96+250~96+600
Note
Peat
Map
Swamp
Map
Swamp
Map
Swamp
Map
Note) Considering cut slope sections
7-49
L
(km)
Location
Bore
hole
Layer thickness (m)

Top
Soft
Apply
.co
m
Soil
Banking
height
(m)
10.0
Soft clay
5.63
107+650~108+000 0.35
10.0
Soft clay
4.33
122+980~124+040 1.06
HB-09
6.0<
10.0
Soft clay
9.95
124+430~126+350 1.92
10.0
Soft clay
4.07
126+720~127+000 0.28
10.0
Soft clay
6.61
142+800~143+090 0.29
HB-10
143+380~146+800 3.42
146+800~148+700 1.90 NBB-04
148+700~149+200 0.50
162+700~165+380 2.68
HB-11
165+650~166+800 1.15
184+200~186+800 2.60
202+800~206+800 4.00
213+600~214+800
10.0
Soft clay
6.48
10.0
Soft clay
4.22
7.5
7.5
Soft clay
3.38
7.5
7.5
Swamp
1.57~3.23
6.0<
10.0
Soft clay
6.84
10.0
Soft clay
9.84
8.0
10.5
Top: Peat
Below: Soft
clay
3.45
6.0<
10.0
Soft clay
2.39
6.0<
10.0
Soft clay
7.08
>1.0
0.0
Peat
1.24~3.08
4.5
4.5
Peat
1.17~2.56
3.68
ee
218+500~220+400 1.90
2.5
6.0<
via
180+200~184+200 4.00 NBB-05
PD
F
106+790~107+080 0.29
0.5
15.0
15.5
Top: Peat
Below: Soft
clay
HB-14
6.0<
10.0
Soft clay
0.98~2.69
226+800~228+200 1.40
6.0<
10.0
Peat
1.41~2.49
242+800~246+800 4.00
HB-15
2.0
2.0
Soft clay
0.0~6.6
262+800~266+800
HB-16
1.0
0.0
Soft clay
282+350~286+350 4.00
HB-17
6.0<
10.0
Soft clay
0.0~8.11
302+800~306+800 4.00
HB-18
6.0<
10.0
Soft clay
0.0~8.51
342+800~346+800 4.00
HB-20
6.0<
10.0
Soft clay
0.0~9.07
222+100~224+500 2.40 NBB-06
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w
.n
224+500~226+800 2.30
Total
80.59
Note1) Considering hand auger depth (6m), 10m depth was applied to soft ground
Note2) NBB : North Bridge Boring, NSB : North Soft Boring, HAB : Hand Auger Boring
7-50
Note
Swamp
Map
Peat
Map
Peat
Map
.co
m
<Table 7-14> Soft ground in north section

Soft layer
(m)
3m
5m
Very
soft
Normal
Banking
height (m)
3.0 or less
2,790
3.0~5.0
1,380
5.0~10.0
280
Total (m)
4,450
Normal
5m or more
Very
soft
1,900
31,360
8,520
6,890
1,900 46,770
19,250 55,300
5,470 15,660
2,380
9,630
27,100 80.590
353,948 22.8%
PD
F
290
80
370
10m
Very
soft
Normal
Total
length
(m)
Total
(m)
Note) Its classified into soft (Soft Clay) and extreme soft (Swamp, Peat)
C. Determination of soft ground section for review
Soft ground section was reviewed separately for ordinary clay section comprising
silt and clay and for swamp & peat section, referring to soft soil layer
thickness, banking height and N value.
via
South section
<Table 7-15> Determination of soft ground section for review in South section
Soft layer
depth (m)
Classification
0+000~111+300
118+250~End
Review
Note
3, 5, 10
settlement,
sliding
TS-1~3
10
3, 5, 10
settlement,
sliding
TS-4~6
3, 5, 10
sliding
TS-7~9
7.5
3, 5, 10
structural
analysis
TS-10~12
10
ee
Ordinary
clay
Embankment Number of
height (m)
section
.n
Swamp, Peat
Note 1) Pile slab was applied when soft soil layer is 5m or more in Swamp and Peat section.
Note 2) Excavation replacement(TS-13) was applied when soft soil layer is less than 3m.
ww
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North section
<Table 7-16> Determination of soft ground section for review in north section
Classification
Soft layer
depth (m)
Embankment
height (m)
Number of
section
Review
Note
Clay soil
3, 5, 10
3, 5, 10
settlement,
sliding
TN-1~9
3, 5
3, 5, 10
sliding
TN-10~15
10, 13
3, 5, 10
structural
analysis
TN-16~21
Swamp, Peat
Note) Pile slab was applied when soft soil layer is 5m or more in Swamp and Peat section.
7-51
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m
7.3.3 Geotechnical Property

A. Determination of consolidation condition
Standard consolidation test result of undisturbed sample is as follows:
<Table 7-17> Consolidation condition as a result of standard consolidation test

OCR scope
OCR average
Consolidation
Southern
3.74~10.87
6.98
over consolidation
Northern
1.64~6.00
Note
PD
F
Classification
2.76
over consolidation
Consolidation condition was approximately estimated referring to liquidity index

(LI) of soil.
<Table 7-18> Consolidation condition by LI

Category
Sensitive clay
Liquidity index
(LI)
LI > 1
Regular
Over
Extremely
consolidated clay consolidated clay consolidated clay
via
LI = 0.61.0
LI = 0.00.6
LI < 0
<Table 7-19> Determination of consolidation condition by physical characteristics

Water
content
(wn, %)
Liquid Plasticity Liquidity

limit
index
index
(PL, %)
(PI)
(LI)
Category
Depth
(m)
SBB-3
1.75
CH
26.56
23.58
26.52
0.110
over
consolidated
SBB-5
3.75
MH
88.478
57.19
79.81
0.392
SBB-6
3.75
OH
83.640
54.71
83.29
0.347
.n
ee
USCS
Judgment
1.75
MH
53.244
43.53
53.05
0.183
NSB-1
0.75
CH
22.314
24.75
27.85
-0.087
8.75
Pt
140.369
81.63
105.07
0.560
11.75
CH
30.731
23.58
39.32
0.180
1.75
CH
49.632
40.61
51.69
0.170
5.75
CH
44.585
39.48
48.22
0.100
1.75
OH
112.480
60.45
98.25
0.52
5.75
OH
96.692
60.58
77.22
0.47
ww
w
SBB-7
NBB-1
Note
Extremely
consolidated
Over
consolidated
NBB-5
NBB-6
As a result of reviewing consolidation condition by LI, entire route was over

consolidated as indicated by standard consolidation test result.
7-52
B. Geotechnical property of soft ground
.co
m
Ground parameter for soft ground was determined by applying the test value
of undisturbed sample with N value 4 or less and 6 or less.
When it comes to shear strength, N value and shear strength are usually in
proportional relationship but no relationship was found from this test value.
Thus, shear strength using N value was applied.
South section
Soft soil layer was not relatively deep in South section and thus soft ground
PD
F
was divided into two sections and Swamp & Peat section was separated.
<Table 7-20> Geotechnical property in South section
Classification
Uunit weight (kN/) Cohesion (kPa) Internal frictional angle ()
Banking soil
17.08
23.0
Soil Parameters
-
Groundwater level (GL.-)
14.24
TS-1~3
TS-4~6
TS-9~12
SBB-5
SBB-7
SBB-6
via
Bore-hole
Note
0.5
0.0
0.0
3.75
1.75
3.75
88.075
53.341
83.543
kN/
14.15
16.31
15.05
Undrained shear strength, cu
kPa
25.0
18.0
Drained shear strength, ccu
kPa
1.0
Internal frictional angle, cu
Deg.
6.82
2.6085
26.128
26.016
kPa
77.0
12.0
12.0
Over consolidation ratio, OCR
3.74
10.87
6.34
Compression index, Cc
1.24
0.48
1.00
Recompression index, Cr
0.124
0.048
0.100
Secondary compression index, Ca
0.009
0.005
0.008
Intensity increase rate, m
0.405
0.306
0.418
Consolidation coefficient, Cv
c/min
5.46410-2
6.41210-2
3.20410-2
Volume compression index, mv
c/kg
10.97610
Permeability coefficient, k
cm/sec
1.0010
Sampling depth (GL.-)

Water content, w
ee
Unit weight, rt
.n
Specific gravity, Gs
ww
w
Preconsolidation load, Pc
-2
-7
-2
4.65410
-8
4.9710
-2
5.96410
-8
3.1810
Initial void ratio, e0
3.413
1.373
2.636
Void ratio after consolidation, ef
2.214
0.981
2.816
7-53
.co
m
North section
Soft soil layer was relatively deep and less deviation of design parameter in
north section and thus design parameter by depth was adopted and Swamp
& Peat section separately
<Table 7-21> Geotechnical property in north section
unit weight (kN/) Cohesion (kPa) Internal frictional angle ()
banking soil
16.93
20.6
Ordinary soft ground (TN-1~9)

Soil Parameters
0 ~ 5m
-
NBB-5
Groundwater level
(GL.-)
0.75
Sampling depth(GL.-)
1.75
Water content, w
50.615
Unit weight, rt
Specific gravity, Gs
0 ~ 5m
5 ~ 10m
NBB-5
NBB-1
NBB-6
NBB-1
0.75
0.2
0.5
0.2
5.75
11.75
1.75
8.75
45.345
30.979
113.098
140.719
16.92
17.28
18.09
13.80
12.55
kPa
12.0
31.0
12.0
kPa
1.0
2.0
Deg.
2.46
3.05
2.6146
2.6133
2.6056
2.5982
112.0
143.0
70.0
87.0
2.35
1.64
6.0
3.58
0.64
0.25
1.67
1.02
0.064
0.025
0.167
0.102
0.005
0.003
0.011
0.014
0.288
0.256
0.474
0.499
2.6128
.n
Preconsolidation load, kPa

110.0
Pc
Over consolidation
5.61
ratio, OCR
Compression index,
0.44
Cc
Recompression index,
0.044
Cr
Secondary
compression index,
0.005
Ca
Intensity increase
0.301
rate, m
Consolidation
-2
c/min 5.1810
coefficient, Cv
ww
w
10m or
more
kN/
ee
Undrained shear
strength, cu
Drained shear
strength, ccu
Internal frictional
angle, cu
Volume compression
index, mv
c/kg 5.49810
Permeability
coefficient, k
cm/sec 4.7510
-2
-8
-2
8.83510
-2
2.25210
4.09710
6.99810
-8
-2
3.06110
-2
15.93910
-8
-2
6.3410
-2
7.42710
-8
-2
-2
-8
4.7810
3.3210
8.1310
7.8510
3.093
3.952
Initial void ratio, e0
1.443
1.301
0.948
Void ratio after

consolidation, ef
1.040
0.755
0.758
7-54
Swamp, Peat
(TN-10~21)
5 ~ 10m
via
Bore-hole
Note
12.67
PD
F
Classification
7.3.4 Soft Ground Review Criteria

A. Soft ground design criteria
.co
m
For designing rational and safe road, review of Indonesian design criteria was
carried out for application based on experience with design & application of
international standard and Korean expressway.
And
design criteria
that could
be
incorporated
into
detail design
was
PD
F
proposed, taking into account of regional characteristics, safety and running.

Base of settlement
According to review of Indonesian & Korean standard, the cost would increase
when
applying
residual
settlement
standard
underconstruction
and
after
construction. The standard was based on condition after construction. Thus

overlaying at 5-7 year cycle (service life of asphalt) would be appropriate
maintenance interval
Indonesia
Banking
Culvert,
box
during loading :
U=90% or more
after loading :
20mm/y or less
USA (TRB)
Korea
(Korea Highway Corp)
30cm ~ 60cm
(hard & soft
pavement)
10cm
15 ~ 30cm
Application
20mm/year or
less
10cm or less
ee
Item
via
<Table 7-22> Allowable residual settlement standard
Note) MSRI GeoGuide 4 : MSRI Guide No : Pt T-10-2002-B, Road Embankments on Soft Soil,
GeoGuide 4, Design and Construction, Ministry of Settlement and
Regional Infrastructure
Banking pace
.n
banking pace is dependent on construction schedule, ground characteristics

and improvement method. In case of domestic highway or expressway, its usually
0.93.0m/month and 0.9m/month was applied to the project considering soft
ww
w
ground condition.
<Table 7-23> Banking pace on soft ground

Soil condition
Banking pace Application
Thick clay and peat layer with thick organic soil
0.9m/M
Ordinary clay soil
1.5m/M
Thin clay and peat layer with few organic soil
3.0m/M
Overburden load
Traffic load determined according to Indonesian standard was converted to
unit weight of banking material and applied to final banking height.
7-55
<Table 7-24> Traffic load

Traffic loading(kPa)
Classification Road Class Road Class Road Class
Traffic load
15.0
12.0
12.0
.co
m
Application
Note
Road Class MSRI GeoGuide 4 p.48
Load of pavement material was converted to unit weight of banking material

and applied to final banking height.
Classification
PD
F
<Table 7-25> Load of pavement material

Unit weight Thickness Weight
(kN/)
(m)
(kN)
Total
(kPa)
Note
23.5
0.30
23.5
Lean Concrete
22.0
0.10
22
Aggregate Base
class-A
19.0
0.15
19
south
17.08
0.55
9.39
9.39
P=12.1-9.39=2.7(kPa)
north
16.93
0.55
9.31
9.31
P=12.1-9.31=2.8(kPa)
Banking
load
via
Rigid Pavement
12.1
Surface load was converted to banking height as follows

<Table 7-26> Load applied
Surface load (kN/)
Surface load height (m)
Traffic
load
Increased
pavement
load
Total
Banking
weight
(kN/)
Load
height
Road Class
15.0
2.7
17.7
17.08
1.04
Road Class
15.0
2.8
17.8
16.93
1.05
Category
South
North
ee
Location
Note
.n
Application of overburden load

Overburden load is classified into 4 cases and Case 3 which satisfied all
ww
w
load conditions was applied to this design.
Category
Case 1
Case 2
Case 3
Case 4
7-56
Load condition
Design standard & case
Applic
ation
Korea Highway Corp

Guideline for road design
(2009)
banking load + pavement load

banking load + pavement load+settled
soil load
banking load + pavement load+ traffic
load + settled soil load
banking load + pavement load+ traffic
load
Construction duration
.co
m
Construction duration for soft ground improvement is estimated as follows:

Activity
Duration (month)
Preparation &
2.0
site levelling
Soft ground improvement
36.0
Note
Banking for soft ground and
PD
F
surcharge require 36
Appurtenant work and
months in maximum
10.0
completion
Total
48.0
Slope standard safety factor
As a result of analyzing Indonesian and Korean standard, its applied as
Classification
via
follows:
Indonesia
long -term
Korea
(Korea Highway Corp )
Application
Fs1.3
Fs1.4
Fs1.1
Fs1.1
Fs1.4
ee
short term
Indonesian standard is applied in case of long term safety factor, and Korean
standard is adopted in case of short term safety factor because indonesian
ww
w
.n
standard is not clear.
7-57
.co
m
B. Settlement review method

Principle
A long-term settlement occurs when loading is imposed to clay layer with

low permeability coefficient and the settlement is classified as follow depending
on load condition and time.
Category
Immediate
(Si)
Settlement pattern
Settlement estimate
Soil
Immediately after loading

Sandy soil : by N value
sandy
Settlement finished during
(De Beer)
soil,
construction
Clay soil : by deformation modulus clay soil
PD
F
Primary
Settlement due to pore water
consolidation
Detail review (mv, Cc method)
discharge during construction
(Sc)
Secondary
A long-term settlement in
Detail review through a
consolidation
the form of creep
long-term consolidation test
(Ss)
cohesive
soil
cohesive
soil
Immediate settlement is not considered consolidation settlement and the scale
via
very small, and the settlement is finished during construction which is thus
excluded from total settlement time and volume.
Consolidation settlement is generally divided into primary settlement and secondary
settlement which have effect on residual settlement. So ground stability against
consolidation settlement was reviewed through the primary & secondary
consolidation settlement and the secondary consolidation settlement was
ee
considered 20 years after using, taking into account of life cycle of the
facility.
Estimate of the primary consolidation settlement
<Table 7-27> Estimate of the primary consolidation settlement
Compression index (Cc)
Volume compression
index (mv)
Initial void ratio (eo)
The error is high

because mv dispersion
is high in over
consolidation territory
but in regular
consolidation territory,
its relatively good
Theoretical method
which is difficult to
estimate the settlement
when e-log P curve
dispersion is greater
because of many test
data.
.n
Category
ww
w
Summary
Features
Choice
7-58
Cc is indicated in
straight line in relation
with e-logP but it is
indicated in S form by
actual load and thus it
may be overestimated
when Cc dispersion is
greater.
Estimate of the secondary consolidation settlement
.co
m
The secondary consolidation following the primary consolidation indicated

almost straight line behavior in log(time)-settlement relation and reportedly the
larger the organic content and the thicker the soft soil layer the greater the
settlement volume. The secondary consolidation coefficient (C) which is the
gradient of this straight line is determined by using natural water content and
the secondary consolidation settlement is calculated by following equation.
Secondary consolidation settlement
PD
F
<Table 7-28> Estimate of secondary consolidation settlement

Estimate
where, SS :
via
C :
Ht :
secondary consolidation
settlement
secondary
consolidation
coefficient
clay layer thickness (m) after
primary consolidation
tsec : Secondary consolidation time

tp :
Primary
consolidation
finish
time
ww
w
.n
ee
Secondary consolidation coefficient to water content
7-59
.co
m
Estimate of underground stress
Increased load by banking load varies depending on depth and location and
thus underground stress increase(
) was estimated using Osterberg theory
which is automatically applied by program.
<Table 7-29> Estimate of underground stress

Distribution of underground stress by
Osterberg
PD
F
Diagram and equation
via
where, a : slope width, b : road width

z : depth,
: unit weight
ee
Estimate of settlement duration
After estimating time coefficient (
) for average degree of consolidation(
using an one-dimension Terzaghi theory, time
required for consolidation
)
is
calculated.
ww
w
.n
Terzaghi one-dimension consolidation theory
7-60
where,
t : consolidation time,
Tv :
time coefficient
H : drain distance (H/2 for drain
at both sides)
:
average
consolidation
Cv
coefficient (cm/sec)
Average degree of consolidation : in case
of 0 < U < 53%
Average degree of consolidation : in case

of 53 < U < 100%
.co
m
C. Review of stability against sliding
Review method Embankment for road formation shall be carried out by forming
the slope depending on banking method, location and its process. The
problem may occur due to slope shear strength, irrespective of bearing force.
Thus the method analyzing it as circular arc by sliced method is commonly
used for slope design. The typical methods among them are Fellenius method
(or
Swedish
method)
and
Bishops
Simplified
method(Modified
Bishop
method). Accuracy of these two methods is as follows (see Analytical
PD
F
Computer method in foundation engineering by Joseph E.Bowles p.463) The
analysis by Bishops method is much closer to the real value than Fellenius
method.
<Table 7-30> Comparison of safety factors(Whitman and Bailey (1967)

Accurate
Simplified Bishop
Fellenius
1.58 1.62
1.61
1.49
1.24 1.26
1.33
1.09
0.73 0.78
0.70 0.82
0.66
2.01 2.03
2.00
1.14
via
Example No.
3
4
ee
Bishop method is also not the right answer because of assumption to obtain
the answer in hydrostatic way but the safety factor obtained by this method
was very similar to the real value (Kim, Sang-gyu, soil dynamicstheory &
application,
Cheongmungak
P.375)
and
considering
the
cost
efficiency,
Bishops Simplified method (Modified Bishop) was used and the equation is
ww
w
.n
as below.
<Figure 7-23> Simplified Bishop method
7-61
.co
m
In this review, SLOPE/W" developed by Canadian Geo-Slope was used and
analysis theory to which the Program is applicable is Oridinary or Fellenius,
Bishop's simplified, Janbu's simplified, Spencer, MorgensterTN-Price, Corp of

engineering,
Lowe-Karafiath,
GLE(Generalized
limit
equilibrium)
and
load
conditions including ground surface pressure, concentrated load, tensile

crack, anchor and nail, reinforcement soil and seismic load and unsaturated
soil and undrained tensile strength could be considered in stability analysis.
PD
F
Review of stability of step embankment by banking limit
- Slope stability evaluation was conducted to determine the embankment on

soft ground and for the section which failed to meet allowable safety factor
1.2, banking height limit was estimated by circular slip method and banking
method was applied by phase.
- Step embankment is to complete up to certain height and leave it for

consolidation for a certain period till ground is strengthened to certain level
before proceeding with following banking process, which is suitable when
via
sufficient period is available.
- Increase in shear strength of ground by embankment load was estimated by

following equation.
where,
Co
Cohesion (Mpa) increased by step embankment
Initial cohesion (Mpa)
ww
w
.n
7-62
ee
increase of undrained
shear strength
Degree of consolidation (%)

Load factor by banking
load
.co
m
7.3.5 Evaluation of Soft Ground without Reinforcement

A. Consolidated settlement
Consolidated settlement of soft ground was estimated but not in swamp and
peat of which shear strength is too low to do banking.
South section
Settlement of TS-1~3 of which compression index was greater was larger than
PD
F
the settlement of TS-4~6
<Table 7-31> Settlement in South section

Bank
height
(m)
Traffic
load
height
(m)
Settlement
soil
height
(m)
Total
bank
height
(m)
Consolidated
settlement
(cm)
3.0
1.04
0.43
4.47
42.93
5.0
1.04
0.86
6.90
86.36
TS-3
10.0
1.04
1.48
12.52
147.68
TS-4
3.0
1.04
0.10
4.14
10.31
5.0
1.04
0.13
6.17
12.88
10.0
1.04
0.17
11.21
17.02
Cohesive soil
Category
thickness (m)
TS-1
TS-5
10.0
via
TS-2
10.0
TS-6
ee
North section
Note
It indicated the thicker the soft soil layer the larger the settlement
<Table 7-32> Settlement in north section
Traffic
load
height
(m)
Settlement
soil
height
(m)
Total
bank
height
(m)
Consolidated
settlement
(cm)
3.0
1.05
0.12
4.17
11.82
5.0
1.05
0.20
6.25
20.23
TN-3
10.0
1.05
0.33
11.38
33.32
TN-4
3.0
1.05
0.06
4.11
6.31
5.0
1.05
0.16
6.21
15.87
TN-6
10.0
1.05
0.37
11.42
36.91
TN-7
3.0
1.05
0.11
4.16
11.40
5.0
1.05
0.36
6.41
36.11
10.0
1.05
0.82
11.87
82.44
TN-1
3.0
ww
w
TN-2
.n
Bank
Cohesive soil
Category
height
thickness (m)
(m)
TN-5
TN-8
TN-9
5.0
10.0
Note
7-63
.co
m
B. Evaluation of residual settlement without reinforcement
Residual settlement (20mm/y, 100mm or less)at soft ground section was evaluated
and the section requiring reinforcement was determined.
South section
Consolidation acceleration will be required to TS-1~3 and TS-6 where larger

settlement occurred.
<Table 7-33> Residual settlement in South section
4.47
13.01 15.35 2.34
N.G
42.93 13.01 29.92 N.G
needed
6.90
25.57 30.38 4.81
N.G 86.36 25.57 60.79 N.G
needed
TS-3
12.52
39.28 48.27 8.99
N.G 147.68 39.28 108.4 N.G
needed
TS-4
4.14
3.39
O.K
6.17
via
TS-1
PD
F
Residual settlement
Residual settlement
Cohesive
20mm/y (cm)
100mm (cm)
Bank
Need of
soil
Section
height
consolidation
Total
Residual
thickness
Settle
(m)
36 M 48M
Judge settle 36M settle Judge acceleration
(m)
ment
ment
ment
TS-2
10.0
TS-5
10.0
TS-6
11.21
North section
4.00
0.61
3.39
6.92
O.K Not needed
8.72
O.K Not needed
4.16
4.93
0.77
O.K
12.88
4.16
5.08
6.17
1.09
O.K
17.02
5.08 11.94 N.G
ee
Consolidation acceleration is required for

high
10.31
needed
TN-3, 6, 8, 9 where embankment is
<Table 7-34> Residual settlement in North section
4.17
10.36
11.12
0.76
O.K
10.36
1.46
O.K Not needed
6.25
17.28
18.81
1.53
O.K 20.23 17.28
2.95
O.K Not needed
TN-3
11.38
27.37 30.47
3.10
N.G 33.32 27.37
5.95
O.K
TN-4
4.11
3.71
4.32
0.61
O.K
6.31
3.71
2.60
O.K Not needed
6.21
9.17
10.73
1.56
O.K
15.87
9.17
6.70
O.K Not needed
19.48 23.53
4.05
N.G
36.91 19.48 17.43 N.G
ww
w
TN-1
.n
Residual settlement
Residual settlement
Cohesive
20mm/y (cm)
100mm (cm)
Bank
Need of
soil
Section
height
consolidation
Total
Residual
thickness
Settle
(m)
36 M 48M
Judge settle 36M settle Judge acceleration
(m)
ment
ment
ment
TN-2
TN-5
3.0
5.0
11.82
needed
TN-6
11.42
TN-7
4.16
3.17
3.74
0.57
O.K
11.40
3.17
8.23
6.41
9.85
11.68
1.83
O.K
36.11
9.85
26.26 N.G
needed
11.87
22.60 27.26
4.66
N.G 82.44 22.60 59.84 N.G
needed
TN-8
TN-9
7-64
10.0
needed
O.K Not needed
.co
m
C. Evaluation of stability against slope sliding
When slope safety factor (Fs>1.2) was not obtained from embankment, step
embankment was planned to secure the stability against slope sliding but for
swamp and peat area where slope stability couldnt be expected, treatment
method was considered.
Review of limit of embankment height by section
<Table 7-35> Review of limit of embankment height

H=4m
H=5m
H=6m
H=7m
H=8m
Safety
factor
PD
F
Height
H=3m
Section
Applied
Section
Bank
height
(m)
Overburde
nload
height(m)
Settlement
soil
height
(m)
Total
height
(m)
Height
limit
(m)
TS-1
3.0
1.04
0.13
4.47
1.897
at once
TS-2
5.0
1.04
0.26
6.90
1.352
at once
TS-3
10.0
TS-4
3.0
TS-5
5.0
TS-6
10.0
TS-1~3
1.414
1.225
1.089
1.100
7.9m
TS-4~6
1.241
1.051
0.917
1.100
5.7m
TN-1~3
1.347
1.113
0.992
1.100
5.1m
north TN-4~6
1.479
1.152
0.964
1.100
4.2m
TN-7~9
1.488
1.180
0.984
1.100
4.4m
south
South section
Note
ee
via
<Table 7-36> Review of residual settlement in South section

Safety
factor at Embankment
once (Fs)
1.04
0.39
12.52
0.736
step
1.04
0.34
4.14
1.387
at once
1.04
0.42
6.17
0.925
step
1.04
0.51
11.21
0.622
step
Note
7.9
5.7
.n
North section
<Table 7-37> Review of residual settlement in north section
Bank
height
(m)
Total
height
(m)
Safety
factor at
once (Fs)
Embank
ment
TN-1
3.0
1.05
0.10
4.17
1.305
at once
TN-2
5.0
1.05
0.17
6.25
0.981
step
TN-3
10.0
1.05
0.27
11.38
0.753
step
TN-4
3.0
1.05
0.04
4.11
1.129
at once
TN-5
5.0
1.05
0.09
6.21
0.793
step
TN-6
10.0
1.05
0.19
11.42
0.582
step
TN-7
3.0
1.05
0.03
4.16
1.160
at once
TN-8
5.0
1.05
0.10
6.41
0.766
step
TN-9
10.0
1.05
0.23
11.87
0.564
step
ww
w
Section
Overburde Settlement
n load soil height
height(m)
(m)
Height
limit
(m)
Note
5.1
4.2
4.4
7-65
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m
7.3.6 Review of Soft Ground Improvement Method

A. Determination of treatment method
Basic direction
Expected problems during banking soft ground include equipment trafficability,

ground failure and failure of pavement because of continuous settlement after
loading. Equipment trafficability shall be considered and treatment against

movement at swamp & peat area are also required.
during
and
after
loading
PD
F
Treatment method is to secure the stability of the earthwork and structure

and
thus
ground
condition
and
mechanical
characteristics shall also be considered.
<Table 7-38> Soft ground improvement method

Item Activity
substi
tution
Method
excavation replacement
forced replacement
Type of soil
to prevent sliding failure,

reduce settlement and
shear deformation
cohesive soil
organic soil
via
Pre - Loading
Objective
Sand Drain
vertical
drain
Pack Drain
de-wa
tering g/water
level
Plastic Drain
Well Point
Deep Well
ee
lowering
consolidation acceleration
ground strength increase
sliding failure prevention
cohesive soil
organic soil
sandy soil
Sand compaction Pile

Vibroflotation
.n
comp
action
Vibrotamper
settlement reduction
liquefaction prevention
sandy soil
crushed stone Pile
cohesive soil,
sandy soil
Dynamic consolidation
cohesive soil
ww
w
solidifi
cation
sandy soil
cohesive soil
quicklime Pile
Ground
improve
ment
cohesive soil
organic soil
lime deep mixing

cement deep mixing
spray agitation
freezing

settlement reduction
shear deformation
prevention ground piping
prevention
cohesive soil
cohesive soil,
sandy soil
Each method has own characteristic and the method shall be determined
considering cost and construction efficiency, besides the effect. Thus each
method has to be combined considering ground condition and construction &
surrounding condition.
7-66
.co
m
<Table 7-39> Combination of soft ground improvement method

Objective
Improvement measures
Surface stabilization + step embankment
Sand Compaction Pile + step embankment

Sliding prevention
stone column + step embankment
PD
F
deep mixing + step embankment
surcharge + Vertical Drain + step embankment
Settlement
Sand Compaction Pile + Vertical Drain + step embankment
acceleration
+
stone column + Vertical Drain + step embankment
sliding prevention
via
high strength Mat + Vertical Drain + step embankment
Determination of improvement method
- As the measure to deal with ground sliding failure and consolidation

settlement, the combination such as PVD(Prefabricated Vertical Drain) +
step embankment and DCM(Deep Cement Mixing) + step embankment
ee
would be appropriate when considering construction condition, experience

and stability.
When step embankment is difficult to the design height
though the ground is not extremely poor, step embankment in parallel with
high strength mat method would be appropriate.
- PVD(Prefabricated Vertical Drain) may cause well resistance when drain
.n
section is small and the pouring depth is extended but considering shallow
depth, it would be considered appropriate.
- Stone column method among others has good applicability but costly and
ww
w
the depth is limited and moreover, no performance record was found.

Though cement deep mixing method is appropriate, it may cause the
groundwater
to
be
contaminated
and
is
difficult
for
construction
management.
- Sand Compaction Pile is effective to prevent sliding and reduce settlement

but supplying sand and high cost remain problematic and no performance
record.
- High strength mat method is cost and work efficient and appropriate when
safety factor is not insufficient and thus high strength mat in parallel with
step embankment would be appropriate as sliding prevention method.
7-67
Surface layer treatment method
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m
1) Determination of surface layer treatment method

Surface layer treatment intended generally to ensure the trafficability of
equipment and discharge the pore water. The methods applicable to this
project are compared as follows:
<Table 7-40> Determination of surface layer treatment method
Earthwork
Geotextile
Wooden mat
Solidification
PD
F
Method
View
.n
ee
via
lay the thin sand

lay HS geotextile
Lay reinforcement Solidify the part of
layer on cohesive
on cohesive soil
such as bamboo
surface layer
soil layer to
layer to secure
or wood on
using solidification
Summ distribute the load
bearing force
cohesive soil layer agent or lay high
ary
using equipment
Methods vary
to secure bearing
strength banking
Sand Mat function
depending on
force
material to secure
use in combine with
laying method
bearing force
other treatment method
Work
very good
average
poor
average
efficiency
Cost
very good
good
good
very poor
efficiency
most favorable in Favorable in work High equipment
Unfavorable in
efficiency, bearing overturn risk
terms of
Field terms of work
applica efficiency and cost force and sliding
secondary
environmental
bility
efficiency
resistance
settlement by
impact
erosion
Applic
ation
Earthwork (sand) method is optimal in terms of work and cost efficiency
Review
Wooden mat underneath at swamp and peat section where surface layer treatment
comment
method is difficult.
ww
w
2) Review of applicability of geotextile

Geotextile was partly applied at low thickness of soft layer because of low
cost efficiency for increase in stability.
Without improvement
Mat (200kN/m)-3EA
Mat (300kN/m)-3EA
Fs = 0.683(height=10m)
Fs = 0.769(0.086)
Fs = 0.821(0.138)
7-68
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m
Determination of ordinary soft ground improvement method

Improvement methods depending on thickness of soft soil layer are as follows:
<Table 7-41> Determination of ordinary soft ground improvement method
Method Excavation replacement
Forced replacement +
loading method
lay crushed stone on
Method
summary soft soil layer for forced
consolidation settlement
acceleration by the load
of banking material
put the drainer into soft

soil layer to drain the
pore water
Good work efficiency

and cost efficiency
Easy quality control
Extended time when
load is small
Cost efficient when soft
soil layer is thick
Uniform quality
A long-term settlement
due to secondary
consolidation & creep
after improvement
Need for applying
sliding prevention
method additionally
via
replacement
obvious improvement
effect
no particular
construction management
Feature
is needed
applicable to thin soft
soil layer
PD
F
Dia
gram
Vertical drain method
Applica Soft soil layer is 3m

bility
thick or less
Soft soil layer is 3m

thick or more
Determination of extreme soft ground improvement method

Applicable improvement methods depending on thickness of extreme soft
ground layer are as follows:
Dia
gram
Replacement
.n
Method
ee
<Table 7-42> Determination of extreme soft ground improvement method
ww
w
lay crushed stone on

Method soft ground for self-load
summ and forced replacement
ary
Mass Stabilization
increase ground strength

using additives (cement
lime) for extreme soft
ground (Peat, Organic,
Swamp)
in the form of
underground structure to
cope with secondary
settlement
obvious settlement control
unfavorable in
environmental aspect
Difficult quality control
obvious improvement effect

easy construction
management
difficult with excavation
Feature replacement for extreme
soft ground (forced
replacement is
appropriate)
for thin soft soil layer
Applic
Soft soil layer 3m or less Soft soil layer 3m ~ 5m
ability
Pile Slab or Floating
convey top load to

support layer using
precast pile or cast in
place pile
in the form of
underground structure to
cope with secondary
settlement
obvious settlement control
unfavorable cost
efficiency when
embankment is high and
support layer is deep
Soft soil layer 5m or
more
7-69
Determination of vertical drain method
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m
Applicable vertical drain methods to ordinary soft ground are as follows

<Table 7-43> Determination of vertical drain method
Prefabricated Vertical Drain
Pack Drain
PD
F
Diagram
Sand Drain
Insert synthetic resin

fill synthetic fiber pack Drive sand pile into soft
material into soft ground with sand to accelerate
ground to drain pore
to drain the pore water
consolidation.
water for consolidation
Method Diameter:5cm(converted) Supplemented Sand
acceleration
summary
Drain method to prevent Diameter : 40cm
cutting
Diameter : 12cm(4
pieces simultaneously)
via
factory-fabricated for
less ground disturbance obvious permeability
easy supply
than Sand Drain
effect
smaller equipment than 4 pieces at a time to
Good workability in
Advantage
other methods
reduce time than Sand
heterogenous soil layer
less ground disturbance Drain
cost efficient
less risk of Drainer cut
Higher cost than other
methods
Difficult to supply
quality sand
Risk of drain cut during
consolidation
Poor drain due to
ground disturbance
fast (1,500~2,300m/day) average(500~1,000m/day)
slow(200~500m/day)
many
average
many
easy
difficult
difficult
.n
ee
Risk of Well Resistance Low efficiency when

Drainer may be lifted up soft soil layer depth is
when pulling out Casing not uniform
Difficult to supply
Dis
quality sand
advantage
Risk of Well Resistance
none (hydraulic)
some
some
1.0
1.3
2.0
ww
w
Pace
Record
QC
Vibration
noise
Cost
efficiency
Good drain effect

drive into the bottom of Improvement effect is
higher than PVD but risk
because of larger drain
improved layer
of residual settlement
diameter but cost
irrespective of soft soil
when layer is not uniform increase due to supply
layer distribution
Applica
causing unimproved area. of acceptable quality of
Higher work efficiency,
bility
cost increase due to
sand
cost efficiency and
quality control and good sand supply and
extended settlement when
applicability
grain size is poor
Choice
7-70
B. Review of Sand Mat drain

Review summary
.co
m
- Sand mat laid on soft ground is intended to secure trafficability of vertical
drain equipment, drain the pore water generated by consolidation settlement

and lower the groundwater level in embankment.
- Sand Mat is generally used in combination with P.P Mat and prevent ground
shear failure by equipment load and maintain the certain thickness to drain
PD
F
pore water effectively.
- Thus the thickness of sand mat which will ensure to secure PVD equipment
trafficability and drain pore water generated by consolidation settlement
shall be determined
Determination of Sand Mat thickness
1) Thickness of sand mat to secure the Trafficability
The bottom mat (T=50kN/m) be laid on soft ground is considered separated
via
from sand mat in estimating the thickness, taking into account of decrease
in strength by boring when driving PVD.
<Table 7-44> Equipment diagram
ee
Diagram
PVD equipment
Type : Modified excavator

Depth : Maximum 38.0m
Caterpillar : a(5.0m)b(1.2m)
Safety factor(FS) : 1.5
: Load dispersion angle
.n
ww
w
Classification
Description
h : Sand Mat thickness

review using contact pressure
on either side of caterpillar
<Table 7-45> Equipment load

Body weight (kN) Part weight (kN)
102.8
162.2
Gross weight
(kN)
Note
565.0
7-71
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m
<Table 7-46> Safety factor of sand mat by thickness depending on trafficability

Classification
Ultimate
Contact
Sand Mat
Safety
bearing force pressure
Judgement
(m)
factor (FS)
(qu, kN/)
(qu, kN/)
qu=5.14cu
36.7
3.5
O.K
0.6
=5.1425
33.7
3.8
O.K
0.7
=128.5
31.2
4.1
O.K
0.5
qu=5.14cu
36.7
2.5
O.K
0.6
=5.1418
33.7
2.7
O.K
0.7
=92.52
31.2
3.0
O.K
0.5
qu=5.14cu
36.7
0.1
N.G
0.6
=5.141
33.7
0.2
N.G
0.7
=5.14
31.2
0.2
N.G
0.5
qu=5.14cu
36.7
1.7
O.K
0.6
=5.1412
33.7
1.8
O.K
0.7
=61.68
31.2
2.0
O.K
qu=5.14cu
36.7
0.3
N.G
=5.142
33.7
0.3
N.G
=10.28
31.2
0.3
N.G
TS-4~6
TS-7~9
TN-1~9
o
r
0.5
t
h
TN-10~21
0.6
0.7
via
TS-1~3
PD
F
0.5
Note
Wood Mat
additionally
Wood Mat
additionally
ee
2) Thickness of sand mat depending on drain function

Pore water drained to the surface is horizontally drained through sand mat
and
consolidation
pace
is
dependent
on
mat
thickness,
permeability
coefficient and horizontal drain distance. Sand mat thickness is calculated as
.n
follow when considering pore water drain one side only without considering
deformation of sand mat
ww
w
Sand Mat drain effect
Sand Mat thickness
where, Q : drainage amount (c)

H w pressure head (cm)
L : Sand Mat drain distance

well interval /2, cm)
k : permeability coefficient
(cm/day)
S : mean settlement pace
(cm/day)
7-72
.co
m
Drainage condition was assumed that pore water generated by consolidation

is drained to the top of clay layer only. Permeability coefficient of Sand Mat
was based on 1.010-3cm/sec (86.4 cm/day) because of no lab test

conducted. Consolidated settlement continued fast at early loading which
became slower as time passed till final settlement level. So its estimated
from settlement amount and time during banking considering stability to pore
water drain.
<Table 7-47> Mean settlement pace

Settlement time
(day)
Settlement
amount (cm)
Mean pace
(S, cm/day)
TS-1
447
148.9
17.76
0.119
TS-2
690
229.9
39.91
0.174
TS-3
1,252
417.2
94.56
0.227
TS-4
414
137.9
0.93
0.007
TS-5
617
205.5
1.42
0.007
TS-6
1,121
373.5
10.78
0.029
TN-1
417
139.0
3.21
0.023
via
South
TN-2
625
208.4
4.96
0.024
1,138
379.4
17.68
0.047
411
137.0
1.01
0.007
621
207.0
3.15
0.015
1,142
380.7
18.85
0.050
416
138.7
0.88
0.006
TN-8
641
213.7
14.26
0.067
TN-9
1,187
395.7
53.23
0.135
TN-3
TN-4
TN-5
North
PD
F
Total height
(cm)
Classification
TN-6
ee
TN-7
<Table 7-48> Drain function by thickness of Sand Mat

Mean drain
Mean pace
distance
(cm/day)
(m)
Hw
(cm)
Judge
Applica
tion
70.0
NG
58.4
OK
0.7
50.0
OK
0.5
142.0
NG
118.3
NG
0.7
101.4
NG
0.5
390.4
NG
325.4
NG
0.7
278.9
NG
0.5
4.1
OK
3.4
OK
2.9
OK
.n
Classification
Sand Mat
(m)
0.5
ww
w
TS-1
TS-2
South
TS-3
TS-4
0.6
0.6
0.6
0.6
0.7
22.55
26.55
38.55
22.55
0.119
0.174
0.227
0.007
Note
drain
additionally
drain
additionally
drain
additionally
7-73
Classification
Sand Mat
(m)
Mean drain
Mean pace
distance
(cm/day)
(m)
0.5
TS-5
South
TS-6
0.6
5.7
26.55
0.007
4.1
0.5
49.9
0.6
38.55
0.029
14.0
OK
80.8
NG
67.4
NG
57.7
OK
4.1
OK
3.4
OK
2.9
OK
12.2
OK
10.2
OK
0.7
8.7
OK
0.5
86.0
NG
71.7
NG
0.7
64.4
OK
0.5
3.5
OK
2.9
OK
0.7
2.5
OK
0.5
54.7
NG
45.6
OK
0.7
39.0
OK
0.5
232.2
NG
193.5
NG
165.9
NG
26.55
0.6
38.55
22.55
ee
0.6
0.6
0.6
0.6
0.6
0.7
0.024
0.047
via
0.6
.n
ww
w
7-74
PD
F
OK
0.5
TN-9
OK
16.3
0.6
26.55
38.55
22.55
26.55
38.55
0.007
0.015
0.050
0.006
0.067
0.135
OK
OK
0.7
TN-8
OK
19.6
0.5
TN-7
OK
OK
0.023
Note
OK
9.7
0.7
TN-6
OK
22.55
0.5
TN-5
OK
11.3
0.6
0.7
North
Applica
tion
OK
0.5
TN-4
Judge
13.5
0.7
TN-3
41.6
35.6
0.5
TN-2
4.8
0.7
0.7
TN-1
Hw
(cm)
.co
m
drain
additionally
drain
additionally
drain
additionally
drain
additionally
.co
m
3) Design of Sand Mat drainage hole
Interval of drainage hole is usually dependent on pore water outflow and
sand grain size distribution but considering cost increase by dense

interval, its assumed to be within road bank slope.
- TS-1 : CTC. 40.0m, TS-2 : CTC. 40.0m, TS-3 : CTC. 60.0m
- TN-3:CTC. 60m, TN-6:CTC. 60m, TN-8:CTC. 40m, TN-9:CTC. 60m
Settlement pace
Classification
South
(m/hr)
Cross
width
(m)
Interval
(m)
Catchment Drainage Pipe

Judge
area
amount capacity
ment
()
(/hr) (/hr)
TS-1
0.119
4.9610
-5
45.1
40.0
1,804.0
0.089
2.263
O.K
TS-2
0.174
7.2510-5
53.1
40.0
2,124.0
0.154
2.263
O.K
TS-3
0.227
9.4610
-5
77.1
60.0
4,626.0
0.438
2.263
O.K
TN-3
0.047
1.9610-5
77.1
60.0
4,626.0
0.091
2.263
O.K
TN-6
0.050
77.1
60.0
4,626.0
0.096
2.263
O.K
TN-8
0.067
2.7910-5
53.1
40.0
2,124.0
0.059
2.263
O.K
TN-9
0.135
via
(cm/day)
PD
F
<Table 7-49> Drainage amount of Sand Mat drainage hole
5.6310
-5
77.1
60.0
4,626.0
0.260
2.263
O.K
2.0810
ee
North
<Table 7-50> capacity of round perforated pipe
Type
.n
Gradient
75
(/hr)
100
(/hr)
125
(/hr)
1.6
2.6
5.0
2/1,000
2.263(adopted)
3.677
7.071
3/1,000
2.771
4.503
8.66
4/1,000
3.2
5.2
10.0
5/1,000
3.578
5.814
11.18
ww
w
1/1,000
Note
Given the consolidation is mostly occurred at early stage and drainage
amount tends to decrease in line with extended consolidation period,

drainage hole in South section and North section(TS-1~3, TN-3,6,8,9) was
based on 75 perorated pipe(gradient 0.2%) considering safety design and
the interval of CTC. 200m horizontally for other sections.
7-75
C. Pile Slab
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m
Review of the method for extreme soft ground (Peat & Organic) was carried
out depending on embankment height.
Conditions for review
- Based on SLAB thickness 0.3~0.5m and pile PHC PILE 500.
- The live and dead load on slab foundation was 68.6~188.2kPa. Considering
unfavorable boundary condition, ground contact load was ignored and
PD
F
compressive force on pile only was considered.

<Table 7-51> Pile Slab
Classification
SLAB
Thickness (m)
Pile foundation
Pile Slab
RC
(fck=24MPa)
0.3~0.5
PHC PILE 500
Note
<Table 7-52> Load condition

Bank
height (m)
Dead load
Traffic
load
Service
load
Pile
interval
T-1
3.0
soil:17.08kN/ x 2.7m = 46.1kPa

SLAB:25kN/ x 0.3m = 7.5kPa
15.0kPa
68.6kPa
1.5m
T-2
5.0
soil:17.08kN/ x 4.7m = 80.3kPa

15.0kPa
102.8kPa
2.0m
T-3
10.0
soil:17.08kN/ x 9.7m = 165.7kPa

15.0kPa
188.2kPa
2.5m
ee
via
Category
- Load factor was based on concrete structure design criteria (2012, Korea)
and following load combination was evaluated.
.n
<Table 7-53> Load combination
Self load
Live load
Other loads
Comb. 1
1.2
1.6
ww
w
Category
T-1
7-76
Note
<Table 7-54> Modelling

T-2
T-3
Structural review of T-1 section
1) Slab t=300mm
Moment
Shear force
Myy
Mxx(Max)=72.39kNm
Myy(Max)=79.43kNm
Working load moment
Vxx
Myy
Muxx(Max)=46.58kNm
Muyy(Max)=51.22kNm
Vxx(Max)=86.886 kN
Vxx(Max)=95.098 kN
Displacement
Pile axial force
via
Mxx
ee
2) Slab t=400mm
Disp=1.809mm
Moment
P(Max)=674.504kN
Shear force
Myy
Vxx
Vyy
Myy(Max)=116.84kNm
Vxx(Max)=110.885kN
Vxx(Max)=139.759kN
Displacement
Pile axial force
Disp=1.774mm
P(Max)=662.313 kN
.n
ww
w
Mxx(Max)=92.60kNm
Vyy
PD
F
Mxx
Mxx
.co
m
Working load moment
Mxx
Myy
Muxx(Max)=60.10kNm
Muyy(Max)=76.01kNm
7-77
3) Slab t=500mm
Moment
Shear force
Myy
Vxx
Vyy
PD
F
Mxx
.co
m
Mxx(Max)=131.33kNm Myy(Max)=186.43kNm Vxx(Max)=168.840kN
Working load moment
Displacement
Myy
via
Mxx
Muxx(Max)=86.55kNm Muyy(Max)=122.72kNm
Disp=1.590mm
Vxx(Max)=195.963kN
Pile axial force
P(Max)=597.375kN
ee
1) Slab t=300mm
Moment
Myy
.n
Mxx
ww
w
Mxx(Max)=66.45kNm Myy(Max)=83.56kNm
Shear force
Vxx
Vyy
Vxx(Max)=93.044kN
Vxx(Max)=128.975kN
Displacement
Pile axial force
Disp=1.610mm
P(Max)=597.283kN
Working load moment
Mxx
Myy
7-78
2) Slab t=400mm
Moment
Shear force
Myy
Vxx
Working load moment

Myy
3) Slab t=500mm
Myy
.n
Mxx
ee
Moment
ww
w
Vxx(Max)=161.339kN
Vxx(Max)=185.889kN
Displacement
Pile axial force
via
Mxx
Vyy
PD
F
Mxx
.co
m
Disp=1.679mm
P(Max)=595.516kN
Shear force
Vxx
Vyy
Vxx(Max)=242.727kN
Vxx(Max)=261.065kN
Displacement
Pile axial force
Disp=1.595mm
P(Max)=448.32kN
Working load moment
Mxx
Myy
7-79
1) Slab t=300mm
Moment
Shear force
Myy
Vxx
Working load moment

Myy
ee
2) Slab t=400mm
Vxx(Max)=195.44kN
Vxx(Max)=221.735kN
Displacement
Pile axial force
via
Mxx
Disp=1.518mm
Moment
Myy
Vxx
ww
w
P(Max)=564.787kN
Shear force
.n
Mxx
Vyy
PD
F
Mxx
.co
m
Vyy
Vxx(Max)=303.046kN
Working load moment
Mxx
7-80
Displacement
Pile axial force
Disp=1.625mm
P(Max)=602.451kN
Myy
3) Slab t=500mm
Moment
Mxx
.co
m
Shear force
Myy
Vxx
Working load moment

Myy
Displacement
via
Mxx
Review result
Vxx(Max)=383.348kN
PD
F
Vyy
Disp=1.667mm
Pile axial force
P(Max)=607.511 kN
As a result of numerical analysis of SLAB by thickness, stability was ensured
Classification
Shear
force
(kN)
Working load
moment
(kNm)
79.426
95.098
51.220
t=400
116.836
139.759
76.014
t=500
131.333
195.963
122.718
ww
w
T-1
Moment
(kNm)
.n
t=300
ee
when applying 30cm thickness of slab, irrespective of embankment height.
T-2
T-3
t=300
83.556
128.975
53.536
t=400
120.455
185.889
77.722
t=500
163.669
261.065
106.238
t=300
106.040
221.735
67.549
t=400
155.974
303.046
100.528
t=500
247.118
419.280
159.591
Reinforcement applied
main D16@125
shear D16@250(4.0EA)
main D16@125
main D19@150
main D19@125
main D19@125
main D19@125
main D19@125
main D19@125
main D22@1250
Applica
tion
7-81
.co
m
7.3.7 Improvement Method by Section

A. Review of applicability
Settlement was evaluated by method determined by Type and appropriateness

is as follows:
South section
1) TS-1
10.0
Safety factor (Fs)

During
load
Loading period (month)
After
load
Banking
Consolid
ation
Total
Settlement(cm)
36M
48M
4.47
1.834 2.010
5.0
28.0
33.0
42.7
42.9
0.2cm/y, 42.9-42.7=0.2cm < 10cm(residual settlement) O.K
Sand Mat(t=50cm) + bottom Mat(t=50kN/m)
Preloading + PVD (CTC=2.0m2.0m)
-
2) TS-2
Soft
layer
depth
(m)
.n
Classification
ee
via
analysis
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
Total
bank
height
(m)
PD
F
Classification
Soft
layer
depth
(m)
ww
w
analysis
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
7-82
10.0
Total
bank
height
(m)
Safety factor (Fs)

During
load
After
load

Banking
Consolid
ation
Total
Settlement(cm)
36M
48M
6.90
1.394
1.585
7.7
25.3
33.0
85.6
86.3
DCM 1 row (CTC=2.5m2.5m)
.co
m
3) TS-3
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
10.0
12.52
surface
treatment
settlement
method
accelerate
sliding
prevention
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.285
1.469
13.9
19.1
33.0
146.6
147.6
PD
F
via
DCM 7 rows (CTC=2.5m2.5m)
Total
bank
height
(m)
10.0
4.14
ee
Soft
layer
depth
(m)
Safety factor (Fs)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.466
1.481
4.6
28.4
33.0
3.4
4.0
.n
residual settlement
Settlement(cm)
4) TS-4
analysis
residual settlement
Classification
Safety factor (Fs)

Preloading
-
7-83
.co
m
5) TS-5
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
10.0
6.17
surface
treatment
settlement
method
accelerate
sliding
prevention
ww
w
7-84
After
load
Banking
Consolid
ation
Total
36M
48M
1.455
1.471
6.9
26.1
33.0
4.2
4.9
PD
F
Preloading
via
Soft
layer
depth
(m)
Total
bank
height
(m)
10.0
11.21
Safety factor (Fs)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.402
1.423
12.5
20.5
33.0
16.9
17.0
0.1cm/y, 17.0-16.9=0.1cm < 2.0cm(residual settlement) O.K
.n
surface
treatment
settlement
method
accelerate
sliding
prevention
During
load
ee
residual settlement
Settlement(cm)
6) TS-6
analysis
0.7cm/y, 12.9-4.2=8.7cm < 10cm(residual settlemtn) O.K
residual settlement
Classification
Safety factor (Fs)

7) TS-7
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
5.0
3.0
Safety factor (Fs)
After
load
Banking
Consolid
ation
Total
36M
48M
3.309
PD
F
soil (t=50cm) + bottom Mat(t=50kN/m) + wooden Mat

-
Total
bank
height
(m)
5.0
5.0
.n
residual settlement
Soft
layer
depth
(m)
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
Safety factor (Fs)
ee
analysis
via
DCM (CTC=3.0m3.0m)
8) TS-8
Classification
Settlement(cm)
During
load
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
.co
m
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
2.517
soil(t=50cm) + bottom Mat(t=50kN/m) + wooden Mat

DCM (CTC=3.0m3.0m)
7-85
9) TS-9
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
5.0
5.0
Safety factor (Fs)
After
load
Banking
Consolid
ation
Total
36M
48M
1.834
PD
F

-
Total
bank
height
(m)
7.5
3.0
.n
residual settlement
Soft
layer
depth
(m)
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
7-86
Safety factor (Fs)
ee
analysis
via
DCM (CTC=2.5m2.5m)
10) TS-10
Classification
Settlement(cm)
During
load
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
.co
m
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M

-
Pile Slab (PC-SPUN PILE-500, CTC=2.5m2.5m, t=300mm)
11) TS-11
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
7.5
5.0
Safety factor (Fs)
After
load
Banking
Consolid
ation
Total
36M
48M
PD
F

-
via
Pile Slab (PHC PILE-500, CTC=2.0m2.0m, t=300mm)
12) TS-12
analysis
Total
bank
height
(m)
7.5
10.0
.n
residual settlement
Soft
layer
depth
(m)
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
Safety factor (Fs)
ee
Classification
Settlement(cm)
During
load
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
.co
m
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M

-
7-87
13) TS-13
Classification
analysis
Soft
layer
depth
(m)
3.0
.co
m
Total bank Safety factor (Fs) Loading period (month)

height
During
After
Consoli
(m)
Banking
Total
load
load
dation
3.0~10.0
1.596
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
36M
48M
PD
F
Settlement(cm)
via
14) Review result
Review result by method to meet design standard is summarized as below
ee
Surface treatment
Vertical drain Deep treatment Pile Slab
Soft
Banking
Soil
soil
Inter
Category
height Sand Bottom Mat Wood
Interval
Interval
condition depth
Mat
Method
Method
Pile
val
(m)
(50kN/m) Mat
(m)
(m)
(m)
(cm)
(m)
TS-1
4.47
50.0
PVD 2.02.0
10.0
6.90
50.0
.n
TS-2
10.0
PVD 2.02.0 DCM
2.5
PVD 1.81.8 DCM
2.5
10.0
12.52
50.0
10.0
4.14
50.0
10.0
6.17
50.0
DCM
2.5
TS-6
10.0
11.21
50.0
PVD 2.02.0 DCM
2.5
TS-7
5.0
3.0
DCM
3.0
TS-8
5.0
5.0
DCM 2.5~3.0
TS-9 Swamp
TS-10 , Peat
5.0
10.0
DCM 2.0~2.5
7.5
3.0
PHC 2.5
TS-11
7.5
5.0
PHC 2.0
TS-12
7.5
10.0
PHC 1.5
3.0
3~10
TS-3
TS-4
ww
w
TS-5
soft
clay
TS-13
7-88
.co
m
North section
1) TN-1
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
3.0
4.17
surface
treatment
settlement
method
accelerate
sliding
prevention
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.750
1.777
4.6
28.4
33.0
10.4
11.1
PD
F
Preloading
via
PET mat (200kN-1ea)
Total
bank
height
(m)
3.0
6.25
ee
Soft
layer
depth
(m)
Safety factor (Fs)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.454
1.483
6.9
26.1
33.0
17.3
18.8
.n
residual settlement
Settlement(cm)
2) TN-2
analysis
residual settlement
Classification
Safety factor (Fs)

Preloading
PET mat (200kN-2ea)
7-89
.co
m
3) TN-3
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
3.0
10.0
Safety factor (Fs)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.410
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
PD
F
via
4) TN-4
analysis
Total
bank
height
(m)
5.0
4.11
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
7-90
Safety factor (Fs)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.634
1.522
4.6
28.4
33.0
3.7
4.3
.n
residual settlement
Soft
layer
depth
(m)
ee
Classification
Settlement(cm)

Preloading
PET mat (200kN-2ea)
.co
m
5) TN-5
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
5.0
6.21
surface
treatment
settlement
method
accelerate
sliding
prevention
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.574
1.598
6.9
26.1
33.0
9.2
10.7
PD
F
Preloading
via
Total
bank
height
(m)
5.0
11.42
Safety factor (Fs)
ee
Soft
layer
depth
(m)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.383
1.432
12.7
20.3
33.0
36.2
36.8
.n
residual settlement
Settlement(cm)
6) TN-6
analysis
residual settlement
Classification
Safety factor (Fs)

7-91
.co
m
7) TN-7
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
10.0
4.16
surface
treatment
settlement
method
accelerate
sliding
prevention
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
7-92
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.547
1.496
4.6
28.4
33.0
3.2
3.7
PD
F
Preloading
via
PET mat (200kN-2ea)
Total
bank
height
(m)
10.0
6.41
Safety factor (Fs)
ee
Soft
layer
depth
(m)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.532
1.613
7.1
25.9
33.0
35.5
36.0
.n
residual settlement
Settlement(cm)
8) TN-8
analysis
residual settlement
Classification
Safety factor (Fs)

9) TN-9
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
10.0
11.87
surface
treatment
settlement
method
accelerate
sliding
prevention
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.311
1.418
7.1
25.9
33.0
81.1
82.2
PD
F
via
Total
bank
height
(m)
3.0
3.0
ee
Soft
layer
depth
(m)
.n
residual settlement
Settlement(cm)
10) TN-10
analysis
residual settlement
Classification
Safety factor (Fs)
.co
m
Safety factor (Fs)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.784
7-93
11) TN-11
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
3.0
5.0
Safety factor (Fs)
After
load
Banking
Consolid
ation
Total
36M
48M
1.528
surface
treatment
settlement
method
accelerate
sliding
prevention
PD
F
Total
bank
height
(m)
3.0
10.0
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
7-94
Safety factor (Fs)
ee
Soft
layer
depth
(m)
.n
residual settlement
via
12) TN-12
analysis
Settlement(cm)
During
load
residual settlement
Classification
.co
m
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
1.447
excavation replacement + PET mat (200kN-1ea)
13) TN-13
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
5.0
3.0
Safety factor (Fs)
After
load
Banking
Consolid
ation
Total
36M
48M
PD
F

-
Total
bank
height
(m)
5.0
5.0
.n
residual settlement
Soft
layer
depth
(m)
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
Safety factor (Fs)
ee
analysis
via
DCM (2.5m2.5m)
14) TN-14
Classification
Settlement(cm)
During
load
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
.co
m
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M

DCM (2.5m2.5m)
7-95
15) TN-15
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
5.0
10.0
Safety factor (Fs)
After
load
Banking
Consolid
ation
Total
36M
48M
PD
F

-
via
DCM (2.5m2.5m)
Soft
layer
depth
(m)
Total
bank
height
(m)
10.0
3.0
.n
analysis
ee
16) TN-16
Classification
residual settlement
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
7-96
Settlement(cm)
During
load
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
.co
m
Safety factor (Fs)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M

-
17) TN-17
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
10.0
5.0
Safety factor (Fs)
After
load
Banking
Consolid
ation
Total
36M
48M
PD
F

-
via
18) TN-18
analysis
Total
bank
height
(m)
10.0
10.0
.n
residual settlement
Soft
layer
depth
(m)
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
Safety factor (Fs)
ee
Classification
Settlement(cm)
During
load
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
.co
m
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M

-
7-97
19) TN-19
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
13.0
3.0
Safety factor (Fs)
After
load
Banking
Consolid
ation
Total
36M
48M
PD
F

-
via
20) TN-20
analysis
Total
bank
height
(m)
13.0
5.0
.n
residual settlement
Soft
layer
depth
(m)
ee
Classification
ww
w
surface
treatment
settlement
method
accelerate
sliding
prevention
7-98
Settlement(cm)
During
load
residual settlement
surface
treatment
settlement
method
accelerate
sliding
prevention
.co
m
Safety factor (Fs)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M

-
21) TN-21
Classification
analysis
Soft
layer
depth
(m)
Total
bank
height
(m)
13.0
10.0
Safety factor (Fs)
Settlement(cm)
During
load
After
load
Banking
Consolid
ation
Total
36M
48M
residual settlement
settlement
accelerate
.n
ee
via
sliding
prevention
PD
F
surface
treatment
ww
w
method
.co
m
7-99
22) Review result
.co
m
Review result by method to meet design standard is summarized as below

Soft
Banking
Soil
soil
Category
height
condition depth
(m)
(m)
Surface treatment
Sand
Mat
(cm)
Vertical drain
Deep
treatment
Pile Slab
Bottom Mat Wood

Interval
Interval
Method
Method
Pile
(50kN/m) Mat
(m)
(m)
Interval
(m)
3.0
4.17
50.0
TN-2
3.0
6.25
50.0
TN-3
3.0
11.38
TN-4
5.0
4.11
50.0
5.0
6.21
50.0
DCM
2.5
TN-6
5.0
11.42
50.0
PVD
2.0
DCM
2.0
2.5
TN-7
10.0
4.16
50.0
TN-8
10.0
6.41
2.5
TN-9
10.0
11.87
2.5
TN-10
3.0
3.0
TN-11
3.0
5.0
via
soft
clay
50.0
50.0
TN-12
2.0
DCM
2.0
2.0
PVD
DCM
2.0
PVD
ee
TN-5
PD
F
TN-1
3.0
10.0
5.0
3.0
5.0
5.0
5.0
10.0
10.0
3.0
PHC
2.5
TN-17
10.0
5.0
PHC
2.0
TN-18
10.0
10.0
PHC
1.5
TN-19
13.0
3.0
PHC
2.5
TN-20
13.0
5.0
PHC
2.0
TN-21
13.0
10.0
PHC
1.5
TN-14
TN-15
Swamp
, Peat
ww
w
TN-16
.n
TN-13
7-100
2.0~
2.5
2.0~
DCM
2.5
2.0~
DCM
2.5
DCM
B. Improvement method by section
.co
m
Improvement method applied by type is summarized as below

South section
<Table 7-55> Improvement method by section

Surface
treatment
Length
(m)
Sand Bottom Wood

Method
Mat Mat Mat
30
45+300~45+350
50
45+690~46+220
530
46+330~46+380
50
47+110~47+410
300
48+700~49+625
925
49+925~51+175
1,250
51+410~51+690
280
52+075~52+350
275
Method
Pile Slab
Interval
Pile
(m)
Excav
ation
Inter
replace
val
ment
(m)
PVD
2.0
PVD
2.0
PVD
2.0
PVD
2.0
PVD
2.0
PVD
2.0
PVD
2.0
PVD
2.0
PVD
2.0
30
PVD
2.0
DCM
2.5
110
PVD
2.0
DCM
2.5
30
PVD
2.0
DCM
2.5
47+410~47+750
via
TS-1 44+620~44+650
Inter
val
(m)
Deep
treatment
PD
F
Method
Section
(STA.)
Vertical drain
340
PVD
2.0
DCM
2.5
49+625~49+925
300
PVD
2.0
DCM
2.5
51+175~51+410
235
PVD
2.0
DCM
2.5
51+690~51+770
80
PVD
2.0
DCM
2.5
51+990~52+075
85
PVD
2.0
DCM
2.5
total
3,690
TS-2 44+650~44+680
45+050~45+160
.n
ee
45+270+45+300
TS-3 44+680~45+050
370
PVD
1.8
DCM
2.5
45+160~45+270
110
PVD
1.8
DCM
2.5
46+220~46+330
110
PVD
1.8
DCM
2.5
51+770~51+990
220
PVD
1.8
DCM
2.5
ww
w
total
total
1,210
810
TS-4 148+500~152+500
4,000
181+200~181+650
450
total
4,450
TS-5 180+960~181+200
240
DCM
2.5
181+650~182+250
600
DCM
2.5
183+850~184+000
150
DCM
2.5
total
990
7-101
.co
m
Surface treatment Vertical drain

Section
(STA.)
Method
180+900~180+960
60
PVD
2.0
182+250~183+850
1,600
PVD
2.0
total
1,660
Method
Inter
val
(m)
DCM
2.5
DCM
2.5
DCM
3.0
DCM
3.0
107+200~107+600
400
109+075~109+400
325
118+620~119+040
420
DCM
3.0
119+310~120+380
1,070
DCM
3.0
120+500~120+750
250
DCM
3.0
121+150~121+300
150
DCM
3.0
121+520~121+950
430
DCM
3.0
DCM 2.5~3.0
total
TS-8
104+800~105+250
3,045
450
300
DCM 2.5~3.0
600
DCM 2.5~3.0
300
DCM 2.5~3.0
200
DCM 2.5~3.0
370
DCM 2.5~3.0
270
DCM 2.5~3.0
120+380~120+500
120
DCM 2.5~3.0
121+300~121+520
220
DCM 2.5~3.0
106+900~107+200
107+600~108+200
108+775~109+075
111+000~111+200
118+250~118+620
ee
119+040~119+310
2,830
108+200~108+775
575
DCM 2.0~2.5
.n
total
TS-9
Inter
val
(m)
PD
F
TS-7
Sand Bottom Wood

Method
Mat
Mat Mat
Pile Slab Excav

ation
Inter replace
Pile val ment
(m)
via
TS-6
Length
(m)
Deep
treatment
111+200~111+300
100
DCM 2.0~2.5
total
675
1,770
PHC 2.5
171+000~171+540
540
PHC 2.5
172+300~173+400
1,100
PHC 2.5
174+000~175+000
1,000
PHC 2.5
175+350~175+900
550
PHC 2.5
179+550~180+070
520
PHC 2.5
ww
w
TS-10 166+200~167+970
total
5,480
TS-11 167+970~168+600
630
PHC 2.0
171+540~172+300
760
PHC 2.0
173+400~174+000
600
PHC 2.0
7-102
Vertical
drain
Surface treatment
Method
Section
(STA.)
Length
(m)
Sand Bottom Wood

Method
Mat
Mat Mat
Inter
val
(m)
.co
m
Deep
treatment
Pile Slab Excav

ation
Inter
replace
Pile val
ment
(m)
Method
Inter
val
(m)
PHC 2.0
PHC 2.0
PHC 2.0
350
179+410~179+550
140
180+070~180+430
360
160
PHC 1.5
180+430~180+900
470
PHC 1.5
total
630
-
total
TS-13 122+200~122+320
120
122+320~122+520
200
122+520~124+440
1,920
124+440~124+500
via
TS-12 179+250~179+410
2,840
PD
F
TS-11 175+000~175+350
129+150~129+575
129+575~129+650
130+600~131+050
60
425
75
450
3,250
ee
total
31,560
ww
w
.n
grand total
7-103
Norther region
.co
m
<Table 7-56> Improvement method by section

Surface treatment
Section
(STA.)
Method
Vertical
drain
Pile Slab
Length
Inter
(m) Sand Bot Rein Wood
Interval
Interval
Method
Method
Pile val
Mat Mat Mat Mat
(m)
(m)
(m)
360
243+470~243+740
270
243+740~245+900 2,160
96+600~97+050
450
243+160~243+470
310
245+900~246+260
360
246+540~246+800
260
total
1,380
TN-3 246+260~246+540
TN-7
280
total
280
0+000~0+090
90
440
640
200
730
80
0+900~1+340
85+000~85+640
86+150~86+350
86+470~87+200
ee
87+320~87+400
via
TN-2
2,790
Exca
vation
replace
ment
PD
F
TN-1 242+800~243+160
total
Deep
treatment
80
88+000~88+130
130
89+600~89+900
300
90+800~91+240
440
92+150~92+200
50
92+400~92+530
130
92+850~92+920
70
93+470~93+500
30
97+550~98+320
770
100+610~100+680
70
101+110~101+510
400
102+200~102+310
110
102+410~102+500
90
102+850~103+100
250
103+620~103+700
80
103+850~103+930
80
104+100~104+550
450
105+700~105+800
100
ww
w
.n
87+770~87+850
7-104
Method
Section
(STA.)
Length
(m)
.co
m
Surface treatment
Vertical
drain
Deep
treatment
Pile Slab
Exca
vation
Inter
Interv
Inter replace
Sand Bot Rein Wood
Method val Method al
Pile val ment
Mat Mat Mat Mat
(m)
(m)
(m)
60
106+980~107+080
100
107+880~108+000
120
122+980~123+050
70
123+670~124+040
370
124+430~124+520
90
124+610~126+350
1,740
126+940~127+000
60
142+800~142+890
90
143+050~143+090
40
143+380~145+180
1,800
145+800~146+800
1,000
1,800
200
90
1,400
70
166+160~166+380
220
166+720~166+800
80
184+200~186+800
2,600
202+800~202+900
100
203+550~205+150
1,600
205+330~205+700
370
205+880~206+240
360
206+600~206+800
200
222+100~224+500
2,400
224+500~226+800
2,300
282+350~283+070
720
284+120~286+230
2,110
302+800~303+410
610
304+850~305+320
470
305+520~306+240
720
163+260~163+460
163+550~163+640
163+870~165+270
ww
w
.n
ee
165+650~165+720
via
146+900~148+700
PD
F
TN-7 106+790~106+850
7-105
Section
(STA.)
Method
Surface treatment
Vertical
drain
Deep
treatment
Pile Slab Exca

Length
vation
Inter
interv
Inter replace
(m)
Sand Bot Rein Wood
Method val Method al
Pile val ment
Mat Mat Mat Mat
(m)
(m)
(m)
200
343+800~343+920
120
344+400~344+680
280
344+780~345+330
550
346+360~346+800
440
31,360
PD
F
TN-7 342+800~343+000
total
.co
m
60
2.0
DCM 2.5
0+300~0+500
200
2.0
DCM 2.5
83+910~84+240
330
2.0
DCM 2.5
84+460~84+700
240
2.0
DCM 2.5
90+670~90+800
130
2.0
DCM 2.5
93+420~93+470
50
2.0
DCM 2.5
via
0+090~0+150
TN-8
870
2.0
DCM 2.5
80
2.0
DCM 2.5
150
2.0
DCM 2.5
240
2.0
DCM 2.5
100
2.0
DCM 2.5
220
2.0
DCM 2.5
103+700~103+850
150
2.0
DCM 2.5
105+800~106+100
300
2.0
DCM 2.5
106+850~106+980
130
2.0
DCM 2.5
107+650~107+880
230
2.0
DCM 2.5
123+050~123+120
70
2.0
DCM 2.5
124+520~124+610
90
2.0
DCM 2.5
126+890~126+940
50
2.0
DCM 2.5
142+890~143+050
160
2.0
DCM 2.5
145+180~145+800
620
2.0
DCM 2.5
146+800~146+900
100
2.0
DCM 2.5
163+120~163+260
140
2.0
DCM 2.5
163+460~163+550
90
2.0
DCM 2.5
163+640~163+710
70
2.0
DCM 2.5
165+270~165+380
110
2.0
DCM 2.5
165+870~166+010
140
2.0
DCM 2.5
166+120~166+160
40
2.0
DCM 2.5
99+180~100+050
100+680~100+760
100+960~101+110
101+510~101+750
102+310~102+410
ww
w
.n
ee
103+100~103+320
7-106
surface treatment
Method
Section
(STA.)
Length
(m)
.co
m
Vertical
drain
Deep
treatment
Pile Slab
Exca
vation
Inter
Inter
Inter replace
Sand Bot Rein Wood
Method val Method val Pile val ment
Mat Mat Mat Mat
(m)
(m)
(m)
40
2.0 DCM 2.5
202+900~202+990
90
2.0 DCM 2.5
203+310~203+550
240
2.0 DCM 2.5
205+150~205+330
180
2.0 DCM 2.5
205+700~205+880
180
2.0 DCM 2.5
206+240~206+600
360
2.0 DCM 2.5
283+070~283+220
150
2.0 DCM 2.5
283+950~284+120
170
2.0 DCM 2.5
286+230~286+350
120
2.0 DCM 2.5
303+410~303+640
230
2.0 DCM 2.5
303+730~303+880
150
2.0 DCM 2.5
305+320~305+520
343+000~343+380
344+680~344+780
2.0 DCM 2.5
200
2.0 DCM 2.5
380
2.0 DCM 2.5
100
2.0 DCM 2.5
150
2.0 DCM 2.5
2.0 DCM 2.5
ee
0+150~0+300
150
2.0 DCM 2.5
87+850~88+000
150
2.0 DCM 2.5
92+200~92+400
200
2.0 DCM 2.5
92+920~93+420
500
2.0 DCM 2.5
100+760~100+960
200
2.0 DCM 2.5
123+120~123+670
550
2.0 DCM 2.5
126+720~126+890
170
2.0 DCM 2.5
162+700~163+120
420
2.0 DCM 2.5
163+710~163+870
160
2.0 DCM 2.5
165+720~165+870
150
2.0 DCM 2.5
166+010~166+120
110
2.0 DCM 2.5
166+420~166+720
300
2.0 DCM 2.5
202+990~203+310
320
2.0 DCM 2.5
346+060~346+360
total
ww
w
TN-9
320
.n
345+330~345+480
via
304+530~304+850
PD
F
TN-8 166+380~166+420
300
8,520
7-107
Surface treatment
Section
(STA.)
Method
.co
m
Vertical
drain
Deep
treatment
Length
Inter
(m)
Sand Bot Rein Wood
Method val Method
Mat Mat Mat Mat
(m)
Inter
val
(m)
Pile Slab
Exca
vation
Inte replace
Pile rval ment
(m)
730
2.0
DCM
2.5
303+640~303+730
90
2.0
DCM
2.5
303+880~304+530
650
2.0
DCM
2.5
306+240~306+800
560
2.0
DCM
2.5
343+380~343+800
420
2.0
DCM
2.5
343+920~344+400
480
2.0
DCM
2.5
345+480~346+060
580
2.0
DCM
2.5
total
TN-12
1+970~2+260
290
total
290
2+260~2+340
80
total
80
DCM
2.0~
2.5
400
PHC 2.5
690
PHC 2.5
11+680~12+750
1,070
PHC 2.5
13+500~14+650
1,150
PHC 2.5
15+600~17+200
1,600
PHC 2.5
17+980~18+200
220
PHC 2.5
18+930~21+390
2,460
PHC 2.5
41+400~42+000
600
PHC 2.5
42+550~43+420
870
PHC 2.5
57+400~58+420
1,020
PHC 2.5
72+340~72+450
110
PHC 2.5
73+130~73+550
420
PHC 2.5
74+020~74+430
410
PHC 2.5
74+570~75+760
1,190
PHC 2.5
76+260~76+400
140
PHC 2.5
76+400~76+540
140
PHC 2.5
76+720~76+980
260
PHC 2.5
96+500~96+600
100
PHC 2.5
TN-13 218+500~220+400
total
TN-16
via
TN-11
6,890
9+000~9+400
1,900
1,900
ww
w
.n
ee
10+100~10+790
7-108
PD
F
TN-9 283+220~283+950
Surface treatment
.co
m
Vertical
drain
Deep
treatment
TN-16
97+050~97+550
500
PHC 2.5
148+700~149+200
500
PHC 2.5
180+200~184+200 4,000
PHC 2.5
226+800~228+200
1,400
PHC 2.5
total
19,250
9+400~10+100
700
PHC 2.0
10+790~10+940
150
PHC 2.0
11+570~11+680
110
PHC 2.0
12+750~13+500
750
PHC 2.0
14+650~15+600
950
PHC 2.0
17+200~17+350
150
PHC 2.0
17+840~17+980
140
PHC 2.0
via
80
PHC 2.0
120
PHC 2.0
160
PHC 2.0
230
PHC 2.0
550
PHC 2.0
150
PHC 2.0
58+420~58+520
100
PHC 2.0
72+300~72+340
40
PHC 2.0
72+810~73+130
320
PHC 2.0
73+620~74+020
400
PHC 2.0
76+980~77+100
120
PHC 2.0
96+250~96+500
250
PHC 2.0
18+200~18+280
18+810~18+930
21+390~21+550
21+970~22+200
42+000~42+550
.n
ee
43+420~43+570
ww
w
total
TN-18
PD
F
Method
TN-17
Length
Inter
Inter
(m)
Sand Bot Rein Wood
Method val Method val
Mat Mat Mat Mat
(m)
(m)
Pile Slab Exca

vation
Inte replace
Pile rval ment
(m)
Section
(STA.)
5,470
10+940~11+570
630
PHC 1.5
17+350~17+840
490
PHC 1.5
18+280~18+810
530
PHC 1.5
21+550~21+970
420
PHC 1.5
43+570~43+600
30
PHC 1.5
58+520~58+800
280
PHC 1.5
total
grand total
2,380
80,590
7-109
.co
m
7.3.8 Review of Lateral Movement of Abutment

A. Review summary
When installing abutment on soft ground, lateral movement occurs due to the
load of backfill material at the back of abutment which might cause abutment
to be unstable.
To prevent such problem in advance, the possibility of lateral movement shall
via
PD
F
be analyzed and the measure to deal with it shall be taken.
(a) when settlement is big
(b) when settlement is small
<Figure 7-24> Lateral movement of abutment
ee
B. Bridge installed on soft ground
The bridges to be installed on soft ground to cross the river and existing
road are as follows:
<Table 7-57> South section
Section
(No.)
L Found Soft soil

(m) ation depth(m)
Ground
condition
Sect
ion
Note
.n
Classification
70
pile
5.0
Swamp
SBB-05
120+426.00
20
pile
5.0
top: clay
bottom: Peat
SBB-06
SIMPANG KIJANG-1
182+750.00
160
pile
7.5
soft clay
SBB-07
SIMPANG KIJANG-2
183+315.00
35
pile
7.5
soft clay
SBB-07
OVERPASS-19
119+366.90
60
pile
5.0
top: clay
bottom: Peat
SBB-06
OVERPASS-25
149+207.30
60
pile
10.0
top: Peat
bottom: clay
OVERPASS-26
150+650.00
60
pile
10.0
top: Peat
bottom: clay
HAB-10
OVERPASS-28
166+407.60
60
pile
5.0
Peat
SERDANG PECOH 108+568.00
ww
w
SUKAMUKTI
south
7-110
HAB-10
<Table 7-58> North section

Classification
L Found Soft soil

(m) ation depth(m)
WONOREJO-2
11+309.50
45
pile
13.0
BASI-1
17+569.00
15
pile
13.0
BASI-2
18+531.20
80
pile
13.0
TANAHPUTIH
73+594.50
40
pile
10.0
BAGAN BAKTI
93+150.00
40
pile
BAGAN BATU
123+418.00
15
PINANG-3
143+914.50
PINANG-4
145+866.00
PINANG-5
SUKARAME
Secti
on
Note
Peat
Peat
Peat
10.0
soft clay
pile
10.0
soft clay
35
pile
10.0
soft clay
90
pile
10.0
soft clay
148+464.00 120
pile
7.5
soft clay
NBB-04
NBB-05
PD
F
181+629.00 105
pile
10.5
top: Peat
bottom: soft clay
184+090.80
25
pile
10.5
top: Peat
bottom: soft clay
223+804.30 105
pile
15.5
top: Peat
bottom: soft clay
ee
KIUALATAN
Ground
condition
Peat
via
AEK NABARA
NBB-05
NBB-06
283+660.30
35
pile
10.0
soft clay
HB-17
RINGANRINGAN
304+122.90
25
pile
10.0
soft clay
HB-18
PENGGALANGATN-1 344+076.00
35
pile
10.0
soft clay
HB-20
35
pile
10.0
soft clay
HB-20
1+250.49
60
pile
10.0
soft clay
SEDINGINAN IC
1+222.77
60
pile
10.0
soft clay
BAGAN BATU IC
1+260.24
60
pile
10.0
soft clay
RANTAUPRAPAT IC
1+160.00
60
pile
10.0
soft clay
KISARAN IC
1+000.34
60
pile
10.0
soft clay
INDRAPURA JCT
15+868.60
60
pile
13.0
Peat
TEBING TINGGI IC
2+130.00
60
pile
2.5
Peat
.n
SIDATUBATU-2
DUMAI IC
ww
w
North
Section
(No.)
.co
m
NBB-01
7-111
Classification
73+509.70
60
pile
10.0
OVERPASS-7
74+721.00
60
pile
10.0
OVERPASS-8
87+770.13
60
pile
10.0
OVERPASS-9
90+485.00
60
pile
10.0
OVERPASS-26
144+000.00
60
pile
10.0
OVERPASS-27
144+748.70
OVERPASS-28
146+000.34
OVERPASS-29
147+707.00
OVERPASS-34
181+755.05
OVERPASS-35
182+270.00
OVERPASS-36
Secti
on
Note
soft clay
HB-07
soft clay
HB-07
soft clay
soft clay
soft clay
60
pile
10.0
soft clay
60
pile
10.0
soft clay
60
pile
7.5
soft clay
NBB-04
60
pile
10.5
top: Peat
bottom: soft clay
NBB-05
60
pile
10.5
top: Peat
bottom: soft clay
NBB-05
60
pile
10.0
soft clay
204+890.00 60
pile
10.0
soft clay
218+792.50
60
pile
4.5
Peat
185+870.00
ee
OVERPASS-44
Ground
condition
PD
F
OVERPASS-6
OVERPASS-39
222+989.40
60
pile
15.5
top: Peat
bottom: soft clay
NBB-06
OVERPASS-46
224+742.00
60
pile
10.0
soft clay
HB-14
OVERPASS-47
226+170.00
60
pile
10.0
soft clay
HB-14
OVERPASS-48
227+247.00
60
pile
10.0
Peat
OVERPASS-50
242+930.00 60
pile
2.0
soft clay
HB-15
OVERPASS-51
243+736.80
60
pile
2.0
soft clay
HB-15
OVERPASS-54
265+018.50
60
pile
1.0
soft clay
HB-16
OVERPASS-61
305+638.70
60
pile
10.0
soft clay
HB-18
.n
OVERPASS-45
ww
w
7-112
L Found Soft soil

(m) ation depth(m)
via
North
Section
(No.)
.co
m
.co
m
C. Method to determine lateral movement according to empirical formula

Lateral movement decision value (IL)
Lateral movement is determined according to decision value estimated by

following equation (IL > 1.2 : possible, IL 1.2 : not possible)
Diagram
Calculation
IL =
1 2 3
tH
c
ee
via
PD
F
where,
I : Decision value
1 : Correction factor to soft soil layer
thickness (=D/L)
: Correction factor to foundation
2 resistance width (=b/B)
: Correction factor to abutment length
3 (=D/A3)
t : Unit weight of bank material (kN/m)
h : Banking height (m)
: Abutment length in axial direction
A (m)
b : Sum of foundation width (m)
D : Thickness of soft soil layer (m)
: Mean value of soft layer adhesion
c (kN/m)
B : Abutment width (m)
L : Penetration depth of foundation(m)
<Table 7-59> According to lateral movement decision value

t
(kN/)
h
(m)
A
(m)
b
(m)
D
(m)
B
(m)
L
(m)
17.08
6.36
4.5
5.08
5.0
12.70
20.0
SUKAMUKTI
17.08
3.04
1.3
5.08
5.0
12.70
12.0
OVERPASS-25
17.08
7.53
5.2
5.08
10.0
14.66
28.5
SIMPANG KIJANG-1
17.08
9.1
4.5
5.08
7.5
12.70
36.0
BASI-2
17.08
7.64
5.2
5.08
13.0
14.66
13.0
TANAHPUTIH-1
17.08
6.0
4.6
5.08
10.0
13.15
12.0
BAGAN BAKTI-1
17.08
8.1
5.2
8.13
10.0
25.60
16.5
PINANG-5
17.08
4.54
4.5
5.08
7.5
12.70
31.5
AEK NABARA
17.08
7.2
4.6
5.08
10.5
13.24
24.5
KIUALATAN
17.08
6.5
4.5
5.08
15.5
12.70
33.5
OVERPASS-36
17.08
13.0
1.1
3.56
4.5
9.00
20.0
Classification
ww
w
South
.n
SERDANG PECOH
North
7-113
.co
m
<Table 7-60> Review result according to lateral movement decision value

1
Classification
IL
Judge
SERDANG PECOH
0.250 0.400 1.111
108.714
1.0
12.07>1.2
N.G
SUKAMUKTI
0.417 0.400 3.000
51.923
18.0
1.442>1.2
N.G
OVERPASS-25
0.351 0.347 1.923
128.612
18.0
1.671>1.2
N.G
SIMPANG KIJANG-1
0.208 0.400 1.667
155.428
18.0
1.199<1.2
O.K
1.000 0.347 2.500 130.423
1.0
112.9>1.2
N.G
TANAHPUTIH-1
0.833 0.386 2.174
102.480
1.0
71.73>1.2
N.G
BAGAN BAKTI-1
0.606 0.318 1.923
138.348
12.0
4.266>1.2
N.G
0.238
77.543
12.0
1.026<1.2
O.K
AEK NABARA
0.429 0.387 2.283 122.976
12.0
3.876>1.2
N.G
KIUALATAN
0.463 0.400 3.000 111.020
12.0
5.137>1.2
N.G
OVERPASS-36
0.225 0.395 3.000 222.040
1.0
59.21>1.2
N.G
BASI-2
0.4
1.667
via
PINANG-5
PD
F
South
North
t H
c
(kN/) (kN/)
ww
w
.n
ee
As seen mostly unstable from the review, improvement method is required.
7-114
Lateral movement index (F)
.co
m
Lateral movement identified according to following equation (F 0.04 : not

possible, F
< 0.04 : possible)
Diagram
Calculation
c
F =
tH
PD
F
where
F : Lateral movement index

c :
Mean undrained cohesion of soft soil

layer (kN/)
t : Unit weight of bank material (kN/m)

D : Thickness of banking material (m)
H : Banking height (m)
via
<Table 7-61> Review result according to lateral movement decision value

D
(m)
OVERPASS-25
18.0
128.612
10.0
0.014 < 0.04
N.G
SIMPANG KIJANG-1
18.0
155.428
7.5
0.015 < 0.04
N.G
BASI-2
13.0
130.423
13.0
0.001 < 0.04
N.G
TANAHPUTIH-1
13.0
102.480
10.0
0.001 < 0.04
N.G
BAGAN BAKTI-1
12.0
138.348
10.0
0.009 < 0.04
N.G
PINANG-5
12.0
77.543
7.5
0.021 < 0.04
N.G
AEK NABARA
12.0
122.976
10.5
0.009 < 0.04
N.G
KIUALATAN
12.0
111.020
15.5
0.007 < 0.04
N.G
OVERPASS-36
13.0
222.040
4.5
0.001 < 0.04
N.G
c
(kN/)
tH
(kN/)
Judge
SERDANG PECOH
25.0
108.714
5.0
0.002 < 0.04
N.G
SUKAMUKTI
18.0
51.923
5.0
0.069 > 0.04
O.K
Classification
ww
w
.n
ee
South
North
As seen mostly unstable from the review, improvement method is required.
7-115
D. Method by circular sliding

To determine the stability against sliding failure,
.co
m
review was made using limit
equilibrium method and comparison between analyzed safety factor and
standard safety factor was made to determine the lateral movement. Safety
factor
for circular sliding of abutment slope without considering pile effect
was 1.7.
via
Fs = 0.100 1.7 N.G
SUKAMUKTI A1
PD
F
SERDANG PECOH A1
BASI-2 A1
.n
ee
OVERPASS-25 A1
Fs = 0.768 1.7 N.G
Fs = 0.272 1.7 N.G
TANAHPUTIH-1 A1
KIUALATAN A1
ww
w
Fs = 0.701 1.7 N.G
Fs = 0.256 1.7 N.G
7-116
Fs = 0.681 1.7 N.G
.co
m
E. Review of treatment method for lateral movement

Review of lateral movement analysis
According to empirical lateral movement decision method and review of
stability against circular sliding, lateral movement is expected over entire

section, requiring improvement measure. The details are as follows:
<Table 7-62> Review of lateral movement
Stan
Stan
Stan
Review
Result Review
Result Review
Result
dard
dard
dard
SERDANG PECOH 12.07
Judge
1.2
N.G
0.002 0.04
N.G
0.100
1.7
N.G
N.G
SUKAMUKTI
1.44
1.2
N.G
0.069 0.04
O.K
0.768
1.7
N.G
N.G
OVERPASS-25
1.67
1.2
N.G
0.014 0.04
N.G
0.701
1.7
N.G
N.G
SIMPANG KIJANG-1
1.19
1.2
O.K
0.015 0.04
N.G
N.G
BASI-2
112.98
1.2
N.G
0.001 0.04
N.G
0.272
1.7
N.G
N.G
TANAHPUTIH-1
71.73
1.2
N.G
0.001 0.04
N.G
0.256
1.7
N.G
N.G
BAGAN BAKTI-1
4.26
1.2
N.G
0.009 0.04
N.G
N.G
PINANG-5
1.02
1.2
O.K
0.021 0.04
N.G
N.G
ee
via
South
North
Circular sliding
PD
F
Classification
Lateral movement Lateral movement

decision value (IL)
index (F)
3.87
1.2
N.G
0.009 0.04
N.G
N.G
KIUALATAN
5.13
1.2
N.G
0.007 0.04
N.G
0.681
1.7
N.G
N.G
OVERPASS-36
59.21
1.2
N.G
0.001 0.04
N.G
N.G
.n
AEK NABARA
Improvement methods include strengthen soft ground by raising the embankment

height and increase the ground strength by improving the ground.
Given the method increasing the load is less effective to increase the strength
ww
w
because of already-over consolidated ground and additional earthwork is

needed
Thus DCM method was applied and stability of DCM was carried out.
7-117
Review of stability when applying DCM
.co
m
Review of DCM in terms of interval and depth was carried out and the details
are as follows:
Fs = 1.721 1.7 O.K
Fs = 2.120 1.7 O.K

BASI-2 A1
.n
ee
via
OVERPASS-25 A1
SUKAMUKTI A1
PD
F
SERDANG PECOH A1
Fs = 1.788 1.7 O.K
TANAHPUTIH-1 A1
KIUALATAN A1
ww
w
Fs = 1.810 1.7 O.K
Fs = 1.808 1.7 O.K
7-118
Fs = 1.821 1.7 O.K
Interval
(CTC. m)
Length
(m)
SERDANG PECOH
DCM
2.52.5
17.5
SUKAMUKTI
DCM
2.52.5
7.5
OVERPASS-22
DCM
2.52.5
15.0
BASI-2
DCM
2.52.5
17.5
North
TANAHPUTIH-1
DCM
2.52.5
15.0
KIUALATAN
DCM
2.52.5
10.0
Application by bridge
Note
PD
F
Method
Classification
South
.co
m
Application of sliding prevention measure by type of bridge is as follows:

5.0
Swamp
2.52.5
6.0
17.5
120+426.00
5.0
top:clay
bottom:Peat
2.52.5
6.0
7.5
SIMPANG KIJANG-1
182+750.00
7.5
soft clay
2.52.5
8.5
10.0
SIMPANG KIJANG-2
183+315.00
7.5
soft clay
2.52.5
8.5
10.0
OVERPASS-19
119+366.90
5.0
top:clay
bottom:Peat
2.52.5
6.0
7.5
OVERPASS-25
149+207.29
10.0
top:Peat
bottom:clay
2.52.5
11.0
15.0
OVERPASS-26
150+650.00
10.0
top:Peat
bottom:clay
2.52.5
11.0
15.0
OVERPASS-28
166+407.60
5.0
Peat
2.52.5
6.0
17.5
via
Ground
condition
.n
Section
(No.)
SERDANG PECOH 108+568.00
ee
SUKAMUKTI
ww
w
South
Length
Interval Length
applied
(CTC. m) (m/EA)
(m)
Depth
(m)
Classification
Note) The length applied was based on penetration by 1m from soft soil layer
7-119
.co
m
Section
(No.)
Depth
(m)
Ground
condition
WONOREJO-2
11+309.50
13.0
Peat
BASI-1
17+569.00
13.0
Peat
BASI-2
18+531.20
13.0
Peat
TANAHPUTIH
73+594.50
10.0
Peat
BAGAN BAKTI
93+150.00
10.0
BAGAN BATU
123+418.00
PINANG-3
143+914.50
PINANG-4
145+866.00
PINANG-5
148+464.00
AEK NABARA
SUKARAME
North
14.0
17.5
2.52.5
14.0
17.5
2.52.5
14.0
17.5
2.52.5
11.0
15.0
soft clay
2.52.5
11.0
15.0
10.0
soft clay
2.52.5
11.0
15.0
10.0
soft clay
2.52.5
11.0
15.0
10.0
soft clay
2.52.5
11.0
15.0
7.5
soft clay
2.52.5
8.5
10.0
PD
F
2.52.5
181+629.00
10.5
top:Peat
2.52.5
bottom:soft clay
11.5
10.0
184+090.80
10.5
top:Peat
2.52.5
bottom:soft clay
11.5
10.0
223+804.30
15.5
top:Peat
2.52.5
bottom:soft clay
16.5
10.0
ee
KIUALATAN
Length
Interval Length
applied
(CTC. m) (m/EA)
(m)
via
Classification
283+660.30
10.0
soft clay
2.52.5
11.0
15.0
RINGANRINGAN
304+122.90
10.0
soft clay
2.52.5
11.0
15.0
10.0
soft clay
2.52.5
11.0
15.0
10.0
soft clay
2.52.5
11.0
15.0
1+250.49
10.0
soft clay
2.52.5
11.0
15.0
SEDINGINAN IC
1+222.77
10.0
soft clay
2.52.5
11.0
15.0
BAGAN BATU IC
1+260.24
10.0
soft clay
2.52.5
11.0
15.0
RANTAUPRAPAT IC
1+160.00
10.0
soft clay
2.52.5
11.0
15.0
KISARAN IC
1+000.34
10.0
soft clay
2.52.5
11.0
15.0
INDRAPURA JCT
15+868.60
13.0
Peat
2.52.5
14.0
17.5
TEBING TINGGI IC
2+130.00
2.5
Peat
.n
SIDATUBATU-2
ww
w
DUMAI IC
7-120
< North section(continued) >

Depth
(m)
Ground
condition
Length
Interval Length
applied
(CTC. m) (m/EA)
(m)
OVERPASS-6
73+509.70
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-7
74+721.00
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-8
87+770.13
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-9
90+485.00
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-26
144+000.00
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-27
144+748.70
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-28
146+000.34
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-29
147+707.00
7.5
soft clay
2.52.5
8.5
10.0
OVERPASS-34
181+755.05
10.5
top:Peat
2.52.5
bottom:soft clay
11.5
10.0
182+270.00
10.5
top:Peat
2.52.5
bottom:soft clay
11.5
10.0
185+870.00
10.0
soft clay
2.52.5
11.0
15.0
ee
OVERPASS-36
via
OVERPASS-35
PD
F
Section
(No.)
Classification
204+890.00
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-44
218+792.50
4.5
Peat
2.52.5
5.5
10.0
OVERPASS-45
222+989.40
15.5
top:Peat
2.52.5
bottom:soft clay
16.5
10.0
OVERPASS-46
224+742.00
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-47
226+170.00
10.0
soft clay
2.52.5
11.0
15.0
OVERPASS-48
227+247.00
10.0
Peat
2.52.5
11.0
15.0
OVERPASS-50
242+930.00
2.0
soft clay
OVERPASS-51
243+736.80
2.0
soft clay
OVERPASS-54
265+018.50
1.0
soft clay
OVERPASS-61
305+638.70
10.0
soft clay
2.52.5
.n
OVERPASS-39
ww
w
North
.co
m
11.0
15.0
7-121
7.3.9 Monitoring Plan

A. Objective
.co
m
Soft ground improvement is to simplify the complex natural phenomenon (soil
layer & properties) and thus assumption and uncertainties in design shall be
supplemented by site management.
Given the soft ground is distributed partially over the alignment, cost efficient
and safe method shall be adopted according to the analysis of settlement,
PD
F
deformation characteristics and improvement effect and furthermore, ground

behavior shall be forecast based on such feedback so as to identify the
design feasibility and improvement measures.
Monitoring is intended to quantitatively identify the ground behavior using instruments

such as tiltmeter, settlement plate, water gauge and piezometer at critical
points before banking on soft ground and the objective is as below.
Identify the problem due to lack of data during design to suggest the
countermeasure during construction.
countermeasure.
via
Identify the cause of unexpected behavior during design to develop the

Data analysis and feed-back for applying to design & construction for cost
efficient and safe construction
ee
Construction
Measurement
Safety management
Settlement control
Hyperbolic
Tominaga-Hashimoto
Asaoka
Kurihara
Hoshino
.n
Masuo-Kawamura
ww
w
Shibata- Sekiguchi
7-122
Comparing & analysing

design
Countermeasure
Final settlement estimate
Surcharge soil removal
Stability during banking
Schedule estimate
Feed Back
Design/measurement
comparison
Ground property
Incorporation to work
Management by objective includes the followings.
.co
m
Monitoring to detect the urgent risk : Excessive earth/water pressure or

heaving for safety management.
Monitoring to obtain the data during construction: Information needed to

forecast the behavior caused by embankment loading
Monitoring to improve the construction method: Measured data from predecessor

is used as design parameter for the successor.
Monitoring to identify the particular tendency at the site
PD
F
Monitoring to verify the theoretic outcome
As aforementioned, measurement or monitoring are carried out for various

purposes and for successful implementation, sufficient preliminary review is
required
B. Measurement position and items
Determination of measurement position
Instrument shall be determined after considering ground condition and work
via
environment so as to maximize the function and accomplish the objective.

Based on measured value, site condition and variation shall be comprehensively
analyzed to predict the future condition. The instruments shall be placed at
same section so as to have interrelations among the measured items.
Considerations to determine the measurement position are as follows:
ee
Where ground condition is identified by in-situ test

Where ground behavior is typical in design and construction
Where close to major structures
Where banking starts earlier
.n
Where particular ground condition may affect the construction

(ground condition, construction method and material are changed)
Where excessive displace may occur
ww
w
Where the damage to instrument is less and installation is easy
Instrument
Settlement
Stabilization
Surface settlement gauge
Magnetic extensometer
Tiltmeter
Piezometer
Groundwater gauge
Note
: more frequently
: less frequently
7-123
.co
m
Monitoring items by position
It shall be determined after considering ground condition and work environment

so as to maximize the function and accomplish the objective.
Instruments were arranged considering soft ground depth and when the depth
is less than 3m, magnetic extensometer and piezometer will not be placed.
Objective and principle are as follows:
Instru
Principle for instrumentation
PD
F
Objective and review
ment
Surface Measure the settlement at the point
settlement Banking pace control, determination

gauge
of pre-loading removal time
Measure consolidated settlement by

Magnetic depth and compare with surface
extenso
settlement gauge
Estimate consolidation parameter by
ground
At deep soft ground or high

embankment same as piezometer
Before loading by embankment. End

Cap on weathered soil or rock for
via
meter
On sand mat when banking on soft
layer based on measured settlement

Measure horizontal deformation on
bank slope and deformation pace
ee
Analyze with maximum settlement at

Tiltmeter center for slope stabilization
Measure lateral movement
displacement by differential earth
Grouting
On slope of high embankment with

shear failure risk.
At bottom of slope before loading by

embankment
End Cap on weathered soil or rock
for Grouting
.n
pressure
Measure pore water pressure

variation by embankment load
meter
embankment same as piezometer
Estimate dispersion of excessive pore Before loading by embankment.
ww
w
Piezo
At deep soft ground or high
water pressure and effective stress
Check consolidation effect
Piezometer tip at same position as

magnetic extensometer
Check consolidation and strength

increase
Monitor groundwater level variation by Distanced from the slope to avoid
Water
gauge
embankment
Estimate dispersion of excessive pore At 5m deep from original ground

water pressure and effective stress
7-124
the effect by embankment
surface
.co
m
Measurement control of embankment on soft ground
The section was divided into soft adhesive section and Swamp & Peat section
and for pile slab section, ground water gauge and tiltmeter only were
considered, and magnetic extensometer was applied to 5m or deeper soft
PD
F
ground only.
ee
via
<Figure 7-25> Soft adhesive soil section
<Figure 7-26> Pile Slab section
ww
w
.n
Lateral movement measurement
<Figure 7-27> Bridge on soft ground
To identify the lateral movement by embankment load on bridge, tiltmeter was
planned on front side of abutment.
7-125
Frequency of measurement
.co
m
Measurement frequency shall be dependent on importance & objective of
measurement, work progress and measurement method and the representative

standard shall be recorded.
After banking
During banking
every 3 days
Magnetic Extensometer
every 3 days
Tiltmeter
every 3 days
Piezometer
every 3 days
groundwater gauge
every 3 days
13 months
After 3 months
twice a week
weekly
monthly
twice a week
weekly
monthly
weekly
weekly
monthly
twice a week
weekly
monthly
twice a week
weekly
monthly
via
Surface settlement
gauge
First one
month
PD
F
Classification
- Monitoring the tendency and variation pace over time is more important than
absolute value and thus frequency is dependent on site condition and
determined depending on data use and site condition.
ee
- Measurement frequency for settlement and stabilization management shall be

based on above frequency which however may be adjusted depending on
soft ground condition, importance and work schedule. But when the
behavior exceeds the allowable standard, frequency may be adjusted, more
frequently or less frequently. depending on situation.
.n
Conformation investigation and incorporation into detail design

- Confirmation (before and during construction) was planned to monitor the ground
condition and design parameter to compare with measured value for inverse
ww
w
analysis so as to forecast the final settlement and verify the evaluation and
determine the consolidation
- Confirmation investigation included boring test, cone penetration test and

laboratory property and mechanical test (unconfined/triaxial compression,
consolidation) at every 200m on soft ground.
- Sufficient investigation shall be carried out in cooperation with the government

officeKorean standard for detail design: boring test (every 100m), sampling
(per bore hole, 5m interval) mechanical test (per sample, standard consolidation
test, unconfined/triaxial compression test), field test (piezo cone penetration
etc) so as to analyze the scope & characteristics of soft ground.
7-126
.co
m
7.4 Slope Plan

Slope stabilization review is intended to identify the site investigation result

(investigation and test) and construction & cost efficiency
so as to determine
the proper slope inclination & the optimal slope construction method which can
be satisfied with its slope stability.
PD
F
The review based on site investigation and lab test includes the followings.
- Analysis of appropriateness of site investigation and estimate of design

parameter
- Analysis of appropriateness of lab test and estimate of design parameter

- Review of rational slope inclination
7.4.2 Design Condition
via
A. Design parameter of slope
Design parameter was determined referring to adjacent sites (RUAS MEDAN~BANDA

ACEH GEOTECHNIC SURVEY REPORT) because of no test or investigation data
on cut slope
<Table 7-65> Analysis of design parameter of top layer

South section
ee
Category
North section
c (kPa)
( )
(sta.)
c (kPa)
( )
TP-1
46+900
22
14.96
210+900
18
11.84
TP-2
57+350
25
13.84
261+900
19
15.32
TP-3
60+900
19
15.32
275+400
19
13.45
.n
(sta.)
TP-4
93+500
22
12.66
309+250
30
11.11
TP-5
329+950
17
11.63
22.0
14.20
20.6
12.67
ww
w
Average
<Table 7-66> Determination of slope design parameter
Classification
Upper
layer
Bottom
layer
Note
South
North
Slope Design Parameter

b (kN/)
18.36
c (kPa)
( )
22.0
14.20
20.6
12.67
Type-1
17.00
30.0
10.00
Type-2
17.00
35.0
12.00
Type-3
17.5
45.0
15.00
Note
test value
referring to
neighboring
site
7-127
B. Earthquake factor
.co
m
Earthquake factor and section for slope analysis was determined based on
maximum seismic acceleration depending on recurrence frequency of bedrock

at the site.
<Table 7-67> Earthquake factor
Location (Sta.)
Zone-1
0+000 ~ 26+500
0.4~0.5(0.45)
Applicatio
n
26+500 ~ 99+000
0.3~0.4(0.35)
0.18
Zone-3
99+000 ~ End
0.25~0.3(0.275)
0.15
Zone-1
0+000 ~ 47+500
0.3~0.4(0.35)
0.18
Zone-2
47+500 ~ 124+000
0.4~0.5(0.45)
0.21
Zone-3
124+000 ~ 217+500
0.5~0.6(0.55)
0.23
0.4~0.5(0.45)
0.21
ee
North
Zone-4
217+500 ~ End
Note
0.21
Zone-2
via
South
Seismic
acceleration ()
PD
F
Classification
referring
to Seismic
map
referring
to Seismic
map
.n
C. Base for analysis
Slope analysis safety factor was applied based on comparison of Indonesian
ww
w
and Korean standard

<Table 7-68> Slope analysis safety factor
Classification
Indonesia
Korea
(Korea Highway Corp)
Application
Normal
Fs1.3~1.4
Fs1.3
Fs1.3
Earthquake
Fs1.1
Fs1.1
Fs1.1
Design ground water level was assumed FL.(+)5.0m based on design road
level but was ignored in earthquake considering a short-term loading.
7-128
D. Section for review
.co
m
Slope height at south section is mostly 10m or below and 20m or below in
north section.
Thus slope analysis depending on cut slope height was planned using a
standard section with the slope and bench as indicated in design standard.
<Table 7-69> Standard section of cut slope
Inclination
Bench (width)
Standard
section
1 : 2.0
B=2.0m
Bench interval
Note
PD
F
Classification
ee
via
every H=5.0m
E. Slope stability analysis
.n
Limit Equilibrium Theory developed to analyze the stability of earthen structure

when failure is to occur along sliding surface was applied.
The condition was assumed to simplify the review and the solution was obtained
ww
w
using a simplified hydrostatic theory. That is, various methods were developed
depending on assumption of the force on the side of cut slope and the
assumptions are as follows:
7-129
.co
m
<Table 7-70> Comparison of slope analysis methods
Limit equilibrium
Assumption
axial direction of slice is

parallel with the bottom of
Fellenius each slice
(1972)
Force perpendicular to
slide bottom was only
considered
Sum of vertical component
in axial direction is Zero
Bishop
simple
Balance of the force in
method
vertical direction only was
considered
circular
slip
PD
F
Theory
condition
Sliding
Appli
section Moment Vertical Horizon cation
tal
circular
slip
circular
slip
noncircular
slip
Axial gradient of angle is

Morgenstern
expressed =f(x)
-Price
( : constant)
circular
slip
noncircular
slip
Gradient is same on all

slice
circular
slip
noncircular
slip
ee
Spencer
via
Janbu
Lateral sliding position is

assumed
Bishop method which is most commonly used and similar with theoretic solution
was adopted. The principle of Bishops simplified method is as follows
ww
w
.n
<Table 7-71> The principle of Bishops simplified method
where, Fs : safety factor,

W : gross weight of sliced soil(=rbh)
: internal friction angle of soil, c' : cohesion of soil, : gradient angle
u : pore water pressure,
7-130
: slice width,
l : slice length
7.4.3 Review of Slope Stability

A. South section
.co
m
Slope stability review depending on height at normal state and earthquake

was conducted and the result is as described below
<Table 7-72> Analysis result
Category
Cut
height
(m)
Inclination
Normal
applied
state
(Fs>1.3)
PD
F
Analysis result
When earthquake (Fs>1.1)
Decision
=0.15
=0.18
=0.21
1.716
1.596
1.489
O.K
1.350
1.273
1.201
O.K
5.0
1 : 2.0
2.035
Case-2
10.0
1 : 2.0
1.605
Case-3
15.0
1 : 2.0
1.536
1.200
1.131
1.068(N.G)
Case-4
20.0
1 : 2.0
1.390
1.173
1.103
1.040(N.G)
ee
via
Case-1
Note
<Table 7-73> Application by section
Location (Sta.)
.n
Category
Seismic
acceleration ()
Application
Note
0+000 ~ 26+500
0.4~0.5(0.45)
0.21
No reinforcement till
H=10m
Zone-2
26+500 ~ 99+000
0.3~0.4(0.35)
0.18
H=20m
Zone-3
99+000 ~ End
0.25~0.3(0.275)
0.15
H=20m
ww
w
Zone-1
According to review result, all cases proved to be stable irrespective of cut

height but when seismic acceleration is 0.21, reinforcement is needed to
cut
height 10m or higher.
Maximum cut slope height in zone-2 is 20m or less. However, no reinforcement

is required till 20m in zone-2. No reinforcement is required in zone-1,3
because cut slope height is less than 10m.
7-131
.co
m
B. North section
Slope stability review depending on height at normal state and earthquake

was conducted and the result is as described below
<Table 7-74> Analysis result
Analysis result
Inclination
applied
Note
Normal
state
(Fs>1.3)
=0.18
=0.21
=0.23
1.582
1.476
1.411
O.K
1.263
1.192
1.146
O.K
PD
F
Category
Cut
height
(m)
Decision
5.0
1 : 2.0
2.017
Case-2
10.0
1 : 2.0
1.592
Case-3
15.0
1 : 2.0
1.532
1.124
1.062(N.G)
1.024(N.G)
Case-4
20.0
1 : 2.0
1.388
1.104
1.041(N.G)
1.002(N.G)
via
Case-1
ee
<Table 7-75> Application by section

Location (Sta.)
Seismic
acceleration ()
Application
Note
Zone-1
0+000 ~ 47+500
0.3~0.4(0.35)
0.18
H=20m
0.4~0.5(0.45)
0.21
H=10m
.n
Category
47+500 ~ 124+000
ww
w
Zone-2
Zone-3
124+000 ~ 217+500
0.5~0.6(0.55)
0.23
No reinforcement
till=10m
Zone-4
217+500 ~ End
0.4~0.5(0.45)
0.21
No reinforcement
till=10m
According to review result, all cases proved to be stable irrespective of cut

height but when earthquake acceleration is 0.21, reinforcement is needed to
cut height 10m or higher.
7-132
.co
m
7.4.4 Improvement of Unstable Section
Unstable slope improvement methods include slope mitigation and soil nailing
method but given the shortage of surplus soil, slope mitigation method was
adopted
A. Review of stability of slope mitigation method
Review result of slope mitigation method at unstable slope section is as
Case-1
Inclination
applied
=0.21
17.5
Case-3
19.0
Note
Decision
Analysis Decision Analysis Decision

1 : 2.3
1.123
1 : 2.5
1 : 2.3
1.170
1 : 2.5
1 : 3.0
15.0
Case-2
=0.23
O.K
1.080
N.G
1.120
O.K
O.K
1.082
N.G
1.128
O.K
via
Category
Cut
height
(m)
PD
F
follows:
1:2.5
north
section
1:3.0
2) Slope inclination applied to unstable section
ee
<Table 7-76> Slope mitigation in north section

Section
Location
Length
(m)
Max cut
height (m)
Gradient
STA. 082+675
STA. 082+825
150
13.0
1 : 2.5
Zone-2
STA. 095+725
STA. 095+825
100
11.0
1 : 2.5
Zone-3
STA. 098+620
STA. 098+830
210
14.5
1 : 2.5
Zone-4
STA. 105+060
STA. 105+480
420
17.5
1 : 2.5
Zone-5
STA. 124+225
STA. 124+275
50
10.5
1 : 2.5
Zone-6
STA. 157+725
STA. 158+025
300
19.0
1 : 3.0
Zone-7
STA. 158+975
STA. 159+125
150
12.0
1 : 2.5
Zone-8
STA. 260+875
STA. 260+925
50
11.5
1 : 2.5
Zone-9
STA. 261+850
STA. 261+900
50
15.0
1 : 2.5
Zone-10
STA. 262+100
STA. 262+150
50
13.0
1 : 2.5
Zone-11
STA. 275+425
STA. 275+475
50
11.0
1 : 2.5
Zone-12
STA. 329+925
STA. 330+025
100
14.0
1 : 2.5
ww
w
.n
Zone-1
Total
Note
1,680
7-133
.co
m
7.5 Bridge Foundation Plan

Determination of optimal bridge foundation in stability and cost efficiency, considering

site condition (ground condition & surrounding environment)
Bridge foundation shall function to transfer the load on super/substructure to the

ground and meet the following conditions.
PD
F
Bearing force : which shall be sufficient to secure the safety factor against
shear failure by the load to the bottom of the foundation
Displacement : shall be within the allowable limit vertically and horizontally
Section : which shall grant the service life of the structure while the stress
on structure will not exceed the allowable limit.
7.5.2 Bridges
are as follow.
A. South section
via
Major bridges among 74 in south and 151 in north to cross the river and road
<Table 7-77> Bridges at south section

Bridge
Type
Section(No.)
v-girder
0+721.00
70
pile
piling
MARTAPURA-2
v-girder
2+037.50
35
pile
piling
MARTAPURA-3
RC Rahmen
2+915.00
15
pile
piling
KEKAH-1
v-girder
3+639.00
40
pile
piling
KEKAH-2
jointless
4+082.00
25
pile
piling
CAMPANG-1
jointless
6+931.00
25
pile
piling
TULUNGAGUNG
RC Rahmen
10+261.50
15
pile
piling
GUNUNGAGUNG DUA-1
RC Rahmen
15+666.00
15
pile
piling
GUNUNGAGUNG DUA-2
jointless
17+030.50
25
pile
piling
TULUNGSEMAK-1
jointless
17+493.00
25
pile
piling
TULUNGSEMAK-2
RC Rahmen
18+350.00
15
pile
piling
PAJARGUNUNG
RC Rahmen
20+253.00
15
pile
piling
SIDANGTERLILIR
RC Rahmen
23+248.50
15
pile
piling
ww
w
.n
ee
MARTAPURA-1
7-134
L (m) Foundation Method
Note
Type
Section(No.)
L (m) Foundation Method
MANUKRAKAK
v-girder
24+969.00
70
GUNUNGHARAPAN
jointless
27+298.50
20
KUCING RAMBIMUDI
v-girder
33+574.00
70
BUYUNG PELAWAN
v-girder
47+902.50
105
KIBANGBUDIJAYA
jointless
61+464.00
20
WAIANDAK
jointless
PAGARBUANA
jointless
INDRALOKA DUA
jointless
GEDUNGBOGA
jointless
HARAPANJAYA-1
v-girder
HARAPANJAYA-2
v-girder
LEBUNGBUNO-1
RC Rahmen
LEBUNGBUNO-2
pile
piling
pile
piling
pile
piling
pile
piling
pile
piling
PD
F
Bridge
.co
m
25
pile
piling
73+885.00
25
pile
piling
79+312.00
20
pile
piling
90+145.80
20
pile
piling
98+697.50
40
pile
piling
99+047.50
35
pile
piling
103+313.00
15
pile
piling
v-girder
104+038.80
80
pile
piling
LEBUNGBUNO-3
RC Rahmen
104+262.30
15
pile
piling
MARGORAHAYU
RC Rahmen
106+319.00
15
pile
piling
ee
via
66+073.00
v-girder
108+568.00
70
pile
piling
SUKAMUKTI
jointless
120+426.00
20
pile
piling
MEKARWANGI
jointless
124+796.00
20
pile
piling
PALEMBANG
jointless
125+980.00
20
pile
piling
MATARAMJAYA
jointless
128+854.00
20
pile
piling
SUKASARI
jointless
133+412.70
20
pile
piling
PEDAMARATN-1
jointless
139+810.00
25
pile
piling
PEDAMARATN-2
RC Rahmen
147+363.50
15
pile
piling
TANJUNG-1
v-girder
155+507.50
35
pile
piling
TANJUNG-2
jointless
158+062.00
25
pile
piling
TANJUNG-3
jointless
161+494.00
20
pile
piling
TANJUNG-4
v-girder
162+689.50
40
pile
piling
ww
w
.n
SERDANG PECOH
Note
7-135
.co
m
Type
Section(No.)
L (m)
TANJUNG-5
RC Rahmen
166+105.00
15
KUTARAJA
jointless
178+927.00
20
SIMPANG KIJANG-1
v-girder
182+750.00
160
SIMPANG KIJANG-2
v-girder
183+315.00
35
MENGGALA IC
jointless
1+030.45
60
KAYAUGUNG IC
RC Rahmen
1+401.50
15
B. North section
Foundation Method Note

pile
piling
pile
piling
pile
piling
pile
piling
pile
piling
pile
piling
PD
F
Bridge
<Table 7-78> Bridges in north section

Type
Section(No.)
L (m)
WONOREJO-1
jointless
7+185.00
25
pile
piling
WONOREJO-2
v-girder bridge
11+309.50
45
pile
piling
BASI-1
RC Rahmen
17+569.00
15
pile
piling
BASI-2
v-girder bridge
18+531.20
80
pile
piling
BASI-3
v-girder bridge
25+058.50
105
pile
piling
RANTAUKOPAR-1
v-girder bridge
28+099.50
35
pile
piling
RANTAUKOPAR-2
v-girder bridge
29+796.00
70
pile
piling
RANTAUKOPAR-3
v-girder bridge
38+446.00
200
pile
piling
RANTAUKOPAR-4
RC Rahmen
38+784.00
15
pile
piling
MANGGALAKOTA-1
v-girder bridge
43+920.30
35
pile
piling
.n
ee
via
Bridge
jointless
53+853.10
20
pile
piling
MANGGALAKOTA-3
jointless
58+845.40
25
pile
piling
TANAHPUTIH-1
v-girder bridge
73+594.50
40
pile
piling
BAGAN BAKTI-1
v-girder bridge
93+150.00
40
pile
piling
BAGAN BATU-1
RC Rahmen
123+418.00
15
pile
piling
PINANG-1
jointless
135+059.40
20
pile
piling
PINANG-2
v-girder bridge
140+381.00
35
pile
piling
PINANG-3
v-girder bridge
143+914.50
35
pile
piling
PINANG-4
v-girder bridge
145+866.00
90
pile
piling
PINANG-5
v-girder bridge
148+464.00
120
pile
piling
ww
w
MANGGALAKOTA-2
7-136
Type
Section(No.)
L (m) Foundation Method Note
TANJUNG MEDAN
v-girder bridge
161+273.50
35
PANGKATATN-1
v-girder bridge
175+185.00
45
PANGKATATN-2
jointless
177+879.00
25
AEK NABARA
v-girder bridge
181+629.00
105
SUKARAME
jointless
184+090.80
25
BANDARSANTOSO
v-girder bridge
197+813.50
105
PEDUMAAN
jointless
KARANJANYAR
jointless
TAPIANNAULI
jointless
MUKATANI
v-girder bridge
KIUALATAN
v-girder bridge
DANAULADI
v-girder bridge
PERMANAKAN
jointless
pile
piling
pile
piling
pile
piling
pile
piling
pile
piling
pile
piling
PD
F
Bridge
.co
m
25
pile
piling
208+975.00
50
pile
piling
220+575.10
25
pile
piling
221+331.50
45
pile
piling
223+804.30
105
pile
piling
229+809.30
40
pile
piling
235+135.70
25
pile
piling
via
199+110.10
v-girder bridge
253+769.30
35
pile
piling
AFDELING-2
v-girder bridge
256+242.30
90
pile
piling
PONOROGO-1
v-girder bridge
268+866.50
35
pile
piling
PONOROGO-2
v-girder bridge
268+984.10
35
pile
piling
ee
AFDELING-1
v-girder bridge
269+269.30
45
pile
piling
SIDATUBATU-1
v-girder bridge
282+139.92
120
pile
piling
SIDATUBATU-2
v-girder bridge
283+660.30
35
pile
piling
SIDOKEN
v-girder bridge
289+591.10
35
pile
piling
PORODOK-1
jointless
294+622.20
25
pile
piling
PORODOK-2
jointless
296+505.50
25
pile
piling
AFDELING
jointless
299+192.30
25
pile
piling
RINGANRINGAN
jointless
304+122.90
25
pile
piling
PANOMBEAN
jointless
313+429.70
25
pile
piling
MANGKE-1
v-girder bridge
316+700.00
35
pile
piling
MANGKE-2
v-girder bridge
317+364.60
40
pile
piling
MANGKE-3
v-girder bridge
317+599.70
35
pile
piling
ww
w
.n
PONOROGO-3
7-137
Bridge
Type
Section(No.)
L (m)
.co
m
v-girder bridge 325+292.60
120
pile
piling
MOROREJO-2
v-girder bridge
325+436.10
45
pile
piling
MOROREJO-3
140
pile
piling
MOROREJO-4
v-girder bridge
327+840.10
135
pile
piling
PERTIMBALAN-1
jointless
332+023.20
25
pile
piling
PERTIMBALAN-2
jointless
334+841.00
25
pile
piling
PERTIMBALAN-3
70
pile
piling
PERTIMBALAN-4
45
pile
piling
PENGGALANGAN-1
35
pile
piling
PENGGALANGAN-2
35
pile
piling
BINJAI
70
pile
piling
via
PD
F
MOROREJO-1
PAYA-1
jointless
353+106.40
25
pile
piling
PAYA-2
v-girder bridge
353+716.70
45
pile
piling
PAYA-3
45
pile
piling
1+250.49
60
pile
piling
jointless
ee
DUMAI IC
jointless
1+222.77
60
pile
piling
BAGAN BATU IC
jointless
1+260.24
60
pile
piling
KOTAPINANG IC
jointless
3+209.56
60
pile
piling
RANTAUPRAPAT IC
jointless
1+160.00
60
pile
piling
KUALAHULU IC
jointless
3+764.19
60
pile
piling
KISARAN IC
jointless
1+000.34
60
pile
piling
jointless
2+130.00
60
pile
piling
ww
w
.n
SEDINGINAN IC
TEBING TINGGI IC
7-138
7.5.3 Review of Foundation Stability

A. Review method
1) Estimate of bearing capacity of pile foundation
.co
m
Estimate was made by the equation using standard penetration test result
(Modified Meyerhof)
<Table 7-79> Estimate of bearing capacity of driven pile
Ultimate end bearing capacity Ultimate friction force per unit

per unit area qB(kN/)
area fs(kN/)
PD
F
Category
20N(N50)(sandy soil)
N or cu (adhesive soil)
200N(15,000)
Driven
pile
where,
Note
Case-1
N :SPT N value
cu :undrained shear strength (kPa)
Category
via
<Table 7-80> Estimate of bearing capacity of bored pile

Ultimate end bearing capacity Ultimate friction force per unit
per unit area qB(kN/)
area fs(kN/)
ee
200N(12,000)(sandy soil)
6cu(12,000)(cohesive soil)
Bored
pile
250N (N60)
.n
where,
Note
2.5N(N50)(sandy soil)
0.8cu(cu125)(cohesive soil)
Case-2
2.0N (sandy soil)

5.0qu (cohesive soil)
Case-3
N :SPT N value
cu :undrained shear strength (kPa)
qu :uniaxial compression strength (kPa)
ww
w
<Table 7-81> Vertical bearing capacity by pile material
Calculation method
Note
where,
Qa :Allowable bearing capacity of pile body (kN/piece)

1 :reduction factor of slenderness ratio
(L/D-100)100(%)
2 :reduction factor of joint
5%/ea (welding joint)
c :allowable compressive stress of material
7-139
.co
m
2) Estimate of negative skin friction force
Negative skin friction force is known to occur under following conditions and
in this review, pile bearing capacity was estimated in case of consolidated
settlement due to abutment bank and in case of excessive pore water

pressure due to piling, taking into account of negative skin friction force.
- driven pile : negative skin friction force by dispersion of excessive pore

water pressure during piling
PD
F
- bored pile : No negative skin friction force on pier was assumed but
occurred on abutment by settlement due to embankment
<Table 7-82> Condition of negative skin friction force
Classification
Conditions
When total surface settlement was greater than 100m

When surface settlement after piling was greater than 10mm
Briaud &
Tueker
(1993)
When embankment height on surface was higher than 2m
via
When soft ground is thicker than 10m
When ground water level was less than 4m

When pile length is 25m or longer
Relative displacement between pile and ground
Relative displacement between pile and ground below consolidated level
Tomlinson
(1995)
Elastic settlement of pile
US Federal
Highway
ee
Consolidated settlement of ground

When relative displacement between soil and pile is 10~12mm
<Table 7-83> Review of negative skin friction force
Location
Soft ground
depth (m)
Cause
A1
3.8
settlement by the backfill load of abutment
A2
3.8
A1
5.0
A2
5.0
A1
12.5
A2
12.5
A1
5.5
A2
5.5
A1
15.0
A2
15.0
A1
10.0
A2
10.0
.n
Bridge
ww
w
SERDANG PECOH
SUKAMUKTI
WONOREJO-2
AEK NABARA
KIUALATAN
TANAHPUTIH-1
7-140
Note
B. Review result
.co
m
Stability of bridge foundation near boring test site was evaluated.

Structure
MARATAPURA-1
Point
Type of pile
Bearing
layer
(N)
A1
Steel 508-t12
60
SBB-1
P1
A1
MANUKRAKAK
SBB-2
ww
w
SERDANG PECOH
SUKAMUKTI
SIMPANG KIJANG-1
KUTARAJA
963.2
60
8.0
839.9
Steel 508-t12
40
16.5
855.8
PHC 500
40
9.0
691.4
Steel 508-t12
43
14.0
720.0
P1
PHC 500
43
8.0
612.7
A1
Steel 508-t12
45
17.5
1,117.7
A1
Steel 508-t12
60
20.0
876.2
P1
PHC 500
60
11.0
920.0
A1
Steel 508-t12
60
12.0
692.1
A1
Steel 508-t12
28
36.0
783.2
P1
PHC 500
28
25.5
658.8
A1
Steel 508-t12
39
35.5
1,178.2
SBB-3
SBB-4
.n
HARAPANJAYA-1
19.0
A1
ee
BUYUNG PELAWAN
Allowable
bearing
capacity
(kN/EA)
PHC 500
via
P1
Pile
depth
(m)
PD
F
Bore
hole
SBB-5
SBB-6
SBB-7
SSB-1
7-141
.co
m
Pile
depth
(m)
Allowable
bearing
capacity
(kN/EA)
Structure
Bore
hole
Point
Type of pile
Bearing
layer
(N)
WONOREJO-2
NBB-1
A1
Steel 508-t12
60
16.5
777.0
A1
Steel 508-t12
60
8.0
968.6
NBB-2
PHC 500
60
6.0
903.5
Steel 508-t12
60
16.5
1,345.1
Steel 508-t12
40
31.5
1,276.6
PHC 500
40
30.0
1,225.2
Steel 508-t12
60
24.5
1,088.0
P1
PHC 500
60
18.5
1,190.8
A1
Steel 508-t12
17
35.5
558.3
P1
PHC 500
17
30.0
661.4
A1
Steel 508-t12
60
15.0
1,288.1
P1
PHC 500
60
6.0
932.9
P1
BAGAN BAKTI-1
NBB-3
A1
A1
PINANG-5
NBB-4
P1
NBB-5
NBB-6
ee
KIUALATAN
via
A1
AEK NABARA
.n
AFDELING-2
PD
F
RANTAUKOPAR-3
NBB-7
NBB-8
A1
Steel 508-t12
60
16.5
1,215.9
SIDATUBATU-1
NBB-9
A1
Steel 508-t12
60
11.5
915.6
MANGKE-3
NBB-10
A1
Steel 508-t12
60
18.0
1,028.2
A1
Steel 508-t12
60
14.0
817.6
PERTIMBALAN-3
NBB-11
P1
PHC 500
60
8.0
706.4
A1
Steel 508-t12
60
12.0
725.5
ww
w
PONOROGO-3
TANAHPUTIH-1
7-142
NSB-1
.co
m
7.6 Drainage Plan

7.6.1 Summary
Road drainage facilities are important to maintain the road structure which is
also critical to road function.
Topographic, climatic and geologic conditions at the site shall be considered in
considered in operating road.
PD
F
designing the drainage facilities and cleaning and maintenance shall also be
Hydrological analysis considered existing drainage facilities, channel, residential

area shape and upstream and downstream.
Design criteria was determined referring to local standards, existing drainage

structure and drainage plan was developed by section based on established
standard
via
Based on data, analysis and site investigation, drainage facilities including box
culvert, pipe culvert, road surface drainage and slope drainage were designed.
Due to lack of local data for hydrological analysis and on existing facilities, a
plan was developed through site survey and topographic data and interview
ee
with the residents.
7.6.2 Design Criteria
Drainage plan shall be based in following design criteria.
.n
1. Sri Harto. : "Analysis of Hydrology", Scholastic Press, Jakarta, 1993.

2. Suyono Sosrodarsono: "Hydrology for Water", Pradnya Paramita, Jakarta, 1993.
3. Joesroen Loebis: "Plans for Building Flood Water", the Foundation Board of
ww
w
the Issuer Public Works, Jakarta, 1992.
4. Ray K Linsley Jr. : "Hydrology for Engineers", McGraw, Jakarta, 1986.

5. National Standards Council: Planning Procedures for Road Surface Drainage ",
Foundation Publishers Board of Public Works, Jakarta, 1994.
6. Ven Te Chow: "Open Channel Hydraulics", grants, Jakarta, 1992.

7. National Standard of Indonesia, SNI 03-3424-1994, National Standards Council
(DSN)
7-143
.co
m
7.6.3 Design Rainfall Frequency
Design rainfall frequency shall be determined taking into consideration of importance
of the facilities, importance and risk when effluent is more than design flood
rate, cost efficiency and regional characteristics.
Design rainfall frequency for structure plan and drainage plan was based on the
following.
<Table 7-86> Design rainfall frequency and freeboard

Residential area and channel
frequency
(year)
freeboard (m)
Large river (CA > 15)
100
2.0
stream/channel (15 >CA >0.3)
50
1.0
drainage pipe (CA < 0.3)
25
0.5
ditch
0.3
via
7.6.4 Design Rainfall Intensity
PD
F
No.
Its calculated according to Haspers equation.

- t < 2h
tR
t I 0.0008(260 R )(2 t ) 2
r
t
ee
< mm/h >
- 2h < t < 19h
tR
tI
.n
r
I
< mm/hours >
t 0.1L0.2 S 0.3
ww
w
where
r
t
with :
t
= probable rainfall, mm
= rainfall intensity, mm/hours
= channel length, km
= channel slope
7-144
concentration time, hours
.co
m
7.6.5 Calculation of Design Flood Rate

Calculation was made using Rational formula
C = Runoff coefficient
I
= Rainfall intensity, mm/hours
7.6.6 Runoff Coefficient

Runoff coefficient is as follows.
PD
F
A = Basin area, Km
<Table 7-87> Runoff Coefficient

Surface condition
1. Concrete / asphalt road
2. Metaled road and unpaved road
fine soil
coarse soil
coarse aggregate
coarse soft rock
4. Urban area
ee
5. Suburban area
via
3. Shoulder :
Runoff coefficient (C) *

0,70 - 0,95
0,40 - 0,70
0,40 - 0,65
0,10 - 0,20
0,70 - 0,85
0,60 - 0,75
0,70 - 0,95
0,60 - 0,70
0,60 - 0,90
7. Densely populated residential region
0,40 - 0,60
8. Densely populated residential area
0,40 - 0,60
9. park & garden
0,20 - 0,40
10. Farmland
0,45 - 0,60
11. Hill
.n
6. Industrial area
12. Mountain
0,70 - 0,80
0,75 - 0,90
ww
w
Discharge capacity is estimated using rational formula to determine the flow rate
in view of difficulty of gathering various data.
7.6.7 Capacity of Channel

Capacity of open channel is calculated as follows:
Q
= V x A
1 2 3 12
R S A
n
A
r
7-145
.co
m
where,
= flow rate, /sec
= flow velocity, m/sec
= cross section area,
= roughness coefficient
= inlet diameter, m
= channel gradient, %
= wetted perimeter of channel, m
PD
F
Roughness coefficient is as Table below
<Table 7-88> Roughness coefficient

Channel condition
1. Cement & asphalt concrete
3. Smooth surface
4. Rough section
5. Grass
6. Forest
0,013
0,020
0,10
0,20
0,40
0,60
0,80
ee
7. Thick forest and grass
via
2. Smooth waterproof material surface
7.6.8 Determination of Section of Drainage Facilities

Drainage facility's size shall be determined based on design flood discharge
.n
calculated according to hydrological data and rainfall record but due to lack of
data
available,
the
size
and
section
were
determined
based
on
site
investigation, interview with the residents and survey data (channel width and
ww
w
type)
A. Drainage pipe culvert

Taking into account of availability to the sites, RCP(Reinforced Concrete PIPE)
was adopted to improve the applicability and work efficiency and the size
1000mm was adopted for maintenance efficiency.
B. Drainage box culvert

Drainage box culvert is planned with 3.0m2.0m based on data and site
survey, considering maintenance efficiency.
7-146
7.6.9 Type of Drainage Facilities
.co
m
Various facilities including ditch(DS), median strip drainage(DC), box culvert and
ee
via
PD
F
pipe culvert. The types of drainage facility are as follows:
ww
w
.n
<Figure 7-28> Road surface drainage facility
<Figure 7-29> Cross section of side ditches
7-147
PD
F
.co
m
ee
via
<Figure 7-30> Traversing drainage pipe
ww
w
.n
<Figure 7-31> Box culvert
7-148
<Figure 7-32> Median Strip drainage
13.02.0
.co
m
38
2,399.96
13.03.0
22
1,297.29
14.04.0
10
531.89
23.02.0
17
819.68
23.03.0
51.61
24.04.0
248.15
92
5,348.58
184
10,585.97
Traversing drainage plan is as follows
<Table 7-89> Total of Transverse Drainage structures

Classification
Reinforced
Concrete
PIPE
No.
Size
Unit
Count
(piece)
11000
mm
17
921.72
21000
mm
75
4,315.67
92
5,237.39
South Section
PD
F
SUM
BOX Culvert
via
SUM
Grand Total
Reinforced
Concrete
PIPE
11000
mm
73
3,979.41
21000
mm
167
9,078.63
240
13,058.04
SUM
ww
w
North Section
(Feeder Toll
Road)
13.02.0
62
3,786.13
13.03.0
22
1,206.40
14.04.0
20
1,180.42
23.02.0
37
1,633.07
23.03.0
11
578.49
24.04.0
466.95
ee
Remark
s
BOX Culvert
.n
North Section
(Main Road)
Length
(m)
SUM
161
8,851.46
Grand Total
401
21,909.50
Reinforced
Concrete
PIPE
11000
mm
110.17
21000
mm
477.44
10
587.61
SUM
BOX Culvert
13.02.0
106.48
13.03.0
67.50
23.02.0
49.06
SUM
223.04
Grand Total
14
810.65
7-149
.co
m
<Table 7-90> Plan of Crossing Pipe List(South Section)

NO.
STATION
Class.
STA.007+174.87
SIZE(Dia:cm)
ELEV.
SKEW
LENGTH
()
82.34
53.68
84.61
47.12
84.37
44.38
80.59
56.44
90.84
58.75
2100
pipe
53.68
31.95
STA.007+351.56
pipe
47.12
31.73
STA.014+384.97
pipe
44.38
31.51
STA.015+195.76
pipe
56.44
31.30
STA.015+395.86
pipe
58.75
31.19
STA.019+003.14
pipe
39.24
27.57
120.39
39.24
STA.029+501.10
pipe
50.44
15.60
66.50
50.44
STA.030+074.31
pipe
53.60
23.42
58.21
53.60
STA.031+989.90
pipe
45.33
15.47
113.87
45.33
10
STA.032+650.38
pipe
51.28
15.78
108.41
51.28
11
STA.034+500.00
pipe
59.52
19.51
130.00
59.52
12
STA.036+015.94
pipe
62.22
22.21
117.70
62.22
13
STA.036+344.73
pipe
51.59
22.55
57.64
51.59
14
STA.038+700.00
pipe
62.92
21.87
88.12
62.92
15
STA.039+600.00
pipe
52.51
23.65
90.00
52.51
16
STA.046+300.00
pipe
63.49
5.31
49.00
63.49
17
STA.047+123.19
pipe
59.55
5.32
137.69
59.55
18
STA.049+402.57
pipe
41.02
3.69
84.05
41.02
19
STA.051+860.00
pipe
63.83
6.13
72.00
63.83
20
STA.052+800.00
pipe
77.79
15.42
60.36
77.79
21
STA.056+900.00
pipe
83.37
19.19
56.46
83.37
22
STA.057+775.87
pipe
69.30
26.29
126.65
69.30
via
ee
.n
ww
w
PD
F
1100
23
STA.058+280.22
pipe
89.60
27.31
42.57
89.60
24
STA.060+550.00
pipe
74.41
28.10
105.15
74.41
25
STA.061+398.30
pipe
77.68
24.95
135.54
77.68
26
STA.062+073.95
pipe
36.84
25.28
92.95
36.84
27
STA.063+000.00
pipe
75.42
15.43
42.64
75.42
28
STA.063+137.54
pipe
66.71
14.03
55.00
66.71
29
STA.066+594.92
pipe
77.41
13.75
137.02
77.41
30
STA.067+807.53
pipe
54.96
17.96
93.50
54.96
7-150
Remarks
NO.
STATION
Class.
31
STA.075+261.00
32
SIZE(Dia:cm)
ELEV.
.co
m
SKEW
LENGTH
()
90.00
84.46
115.00
48.82
82.57
42.64
46.00
62.58
90.00
47.91
105.95
71.02
33.52
78.00
48.29
56.37
20.15
110.00
56.37
53.43
12.53
112.00
54.43
48.97
12.09
90.00
48.97
45.48
10.93
100.25
45.48
1.70
45.25
66.53
2100
pipe
84.46
33.98
STA.076+950.00
pipe
48.82
30.55
33
STA.077+482.37
pipe
42.64
34.09
34
STA.077+800.00
pipe
62.58
36.78
35
STA.083+820.00
pipe
47.91
31.21
36
STA.084+870.34
pipe
71.02
22.10
37
STA.092+750.00
pipe
48.29
38
STA.094+030.00
pipe
39
STA.096+130.00
pipe
40
STA.096+400.00
pipe
41
STA.096+946.91
pipe
42
STA.110+206.09
pipe
66.53
43
STA.110+300.00
pipe
55.86
0.26
90.00
55.86
44
STA.111+469.90
pipe
63.52
1.07
63.91
63.52
45
STA.113+750.00
pipe
62.80
5.89
52.00
62.80
46
STA.114+300.00
pipe
60.09
10.42
90.00
60.09
47
STA.115+009.43
pipe
58.38
10.62
82.48
58.38
48
STA.121+400.00
pipe
67.20
8.54
50.00
67.20
49
STA.122+350.00
pipe
63.34
6.10
43.00
63.34
50
STA.127+220.00
pipe
82.84
8.43
49.00
82.84
51
STA.131+550.00
pipe
50.72
7.16
64.65
50.72
52
STA.135+690.00
pipe
49.04
25.51
116.00
49.04
53
STA.136+550.00
pipe
65.68
14.83
127.00
65.68
54
STA.137+150.00
pipe
76.23
12.83
75.00
76.23
55
STA.143+800.00
pipe
59.85
17.99
131.00
59.85
56
STA.155+249.84
pipe
65.73
9.82
54.91
65.73
57
STA.155+629.75
pipe
75.38
8.60
51.75
75.38
58
STA.158+962.24
pipe
54.19
8.57
55.87
54.19
59
STA.159+269.19
pipe
56.17
8.53
55.97
56.17
60
STA.159+668.93
pipe
50.08
8.79
55.97
50.08
61
STA.160+277.96
pipe
55.26
8.16
56.35
55.26
via
ee
.n
ww
w
PD
F
1100
Remarks
7-151
NO.
STATION
Class.
62
STA.160+590.92
63
SIZE(Dia:cm)
.co
m
ELEV.
SKEW
LENGTH
()
57.57
55.93
55.97
53.00
55.93
58.32
2100
pipe
55.93
8.29
STA.160+879.22
pipe
53.00
8.45
64
STA.161+179.37
pipe
58.32
8.62
65
STA.161+622.27
pipe
65.75
8.74
120.00
65.75
66
STA.164+323.09
pipe
57.85
10.28
82.59
57.85
67
STA.165+520.50
pipe
45.80
10.85
86.38
45.80
68
STA.165+796.59
pipe
43.99
10.80
97.50
43.99
69
STA.165+934.07
pipe
41.95
10.79
92.10
41.95
70
STA.166+435.51
pipe
38.51
10.78
90.00
38.51
71
STA.167+183.65
pipe
47.31
9.88
93.97
47.31
72
STA.167+460.84
pipe
43.07
10.62
105.34
43.07
73
STA.167+755.02
pipe
41.76
10.75
105.17
41.76
74
STA.167+973.53
pipe
46.05
9.77
100.30
46.05
75
STA.168+995.10
pipe
42.47
8.75
108.52
42.47
76
STA.169+346.53
pipe
42.03
8.73
101.23
42.03
77
STA.170+065.35
pipe
48.92
9.07
98.93
48.92
78
STA.170+426.85
pipe
45.50
9.29
98.89
45.50
79
STA.170+784.42
pipe
41.14
9.04
99.20
41.14
80
STA.171+147.16
pipe
40.60
8.84
99.16
40.60
81
STA.171+457.87
pipe
43.82
9.31
72.97
43.82
82
STA.171+704.82
pipe
72.91
8.99
41.19
72.91
83
STA.172+280.41
pipe
70.89
9.10
40.25
70.89
84
STA.172+860.85
pipe
57.28
8.47
43.55
57.28
via
ee
.n
ww
w
PD
F
1100
85
STA.173+300.00
pipe
62.53
9.08
44.78
62.53
86
STA.173+778.06
pipe
69.27
9.12
44.04
69.27
87
STA.175+491.39
pipe
51.68
8.30
128.46
51.68
88
STA.175+698.59
pipe
41.37
8.33
85.59
41.37
89
STA.176+208.19
pipe
46.41
8.59
111.58
46.41
90
STA.176+618.83
pipe
51.24
8.71
113.39
51.24
91
STA.177+289.32
pipe
63.02
8.14
44.60
63.02
92
STA.177+443.58
pipe
57.76
8.13
52.07
57.76
7-152
Remarks
.co
m
<Table 7-91> Plan of Box Culvert List(South Section)

NO.
STATION
Class.
STA.003+181.99
BOX SIZE(m)
ELEV.
SKEW
LENGTH
()
64.00
63.11
90.00
89.98
74.45
57.27
67.00
52.99
112.00
65.34
Box culvert
4.0
4.0
30.36
STA.003+450.00
Box culvert
3.0
2.0
29.43
STA.006+581.23
Box culvert
3.0
2.0
30.88
STA.009+650.00
Box culvert
3.0
2.0
26.58
STA.012+350.00
Box culvert
3.0
2.0
26.52
STA.013+500.00
Box culvert
3.0
2.0
24.88
67.00
51.46
STA.016+383.22
Box culvert
3.0
2.0
29.96
79.53
49.07
STA.017+871.60
Box culvert
4.0
4.0
29.86
81.64
59.66
STA.018+567.57
Box culvert
4.0
4.0
26.30
98.11
50.51
10
STA.019+420.14
Box culvert
3.0
2.0
23.79
84.69
38.93
11
STA.020+076.55
Box culvert
3.0
2.0
27.14
45.40
64.11
12
STA.021+200.00
Box culvert
3.0
3.0
20.28
120.00
51.61
13
STA.027+650.00
Box culvert
3.0
2.0
23.11
60.00
77.26
14
STA.028+119.65
Box culvert
4.0
4.0
15.38
120.00
61.80
15
STA.031+425.00
Box culvert
3.0
2.0
19.64
67.00
52.40
16
STA.037+342.62
Box culvert
4.0
4.0
23.13
93.84
52.21
17
STA.041+312.74
Box culvert
4.0
4.0
6.11
74.41
40.18
18
STA.042+630.23
Box culvert
3.0
3.0
16.56
66.00
45.47
19
STA.043+450.00
Box culvert
3.0
2.0
27.57
68.00
48.07
20
STA.045+230.00
Box culvert
3.0
2.0
8.00
72.00
52.46
21
STA.046+001.04
Box culvert
3.0
3.0
3.54
114.91
46.84
22
STA.055+533.60
Box culvert
4.0
4.0
14.90
79.74
59.28
via
ee
.n
ww
w
PD
F
23
STA.059+800.00
Box culvert
3.0
2.0
31.61
60.00
81.28
24
STA.064+953.91
Box culvert
3.0
3.0
12.82
87.25
48.06
25
STA.068+650.44
Box culvert
4.0
4.0
17.72
89.16
57.94
26
STA.070+034.53
Box culvert
3.0
2.0
24.73
96.81
100.75
27
STA.071+233.49
Box culvert
4.0
4.0
28.61
89.85
52.87
28
STA.071+798.34
Box culvert
3.0
3.0
34.01
89.98
37.83
29
STA.072+300.00
Box culvert
3.0
2.0
34.10
60.00
79.53
30
STA.076+190.72
Box culvert
4.0
4.0
26.08
98.83
50.91
Remarks
7-153
NO.
STATION
Class.
31
STA.078+650.00
32
BOX SIZE(m)
ELEV.
.co
m
SKEW
LENGTH
()
60.00
72.14
95.82
82.32
69.00
56.28
67.73
80.89
99.46
46.82
60.00
78.56
Box culvert
3.0
2.0
42.62
STA.079+728.46
Box culvert
4.0
4.0
29.07
33
STA.080+250.00
Box culvert
3.0
2.0
33.48
34
STA.082+495.46
Box culvert
3.0
3.0
33.60
35
STA.084+765.73
Box culvert
3.0
3.0
25.83
36
STA.085+038.38
Box culvert
3.0
3.0
25.34
37
STA.085+860.00
Box culvert
3.0
2.0
29.99
90.00
77.13
38
STA.086+492.52
Box culvert
3.0
3.0
22.00
86.55
42.67
39
STA.087+555.04
Box culvert
3.0
2.0
22.01
68.29
72.44
40
STA.088+765.41
Box culvert
3.0
2.0
30.12
60.00
70.80
41
STA.089+852.87
Box culvert
3.0
3.0
16.39
63.17
50.86
42
STA.090+216.16
Box culvert
3.0
3.0
18.57
58.39
65.11
43
STA.092+073.94
Box culvert
3.0
3.0
25.18
65.27
75.08
44
STA.098+259.32
Box culvert
3.0
2.0
7.97
91.20
91.20
45
STA.098+930.00
Box culvert
3.0
3.0
11.27
90.00
127.19
46
STA.099+880.00
Box culvert
3.0
2.0
9.07
126.00
68.26
47
STA.112+750.00
Box culvert
3.0
2.0
2.31
70.00
57.54
48
STA.116+050.00
Box culvert
3.0
2.0
13.66
60.00
78.92
49
STA.118+535.79
Box culvert
3.0
3.0
5.81
97.70
49.17
50
STA.119+150.00
Box culvert
3.0
2.0
7.32
67.00
55.94
51
STA.129+400.00
Box culvert
3.0
2.0
5.56
90.00
63.84
52
STA.130+879.32
Box culvert
3.0
3.0
7.97
91.20
71.82
53
STA.132+650.00
Box culvert
3.0
2.0
11.95
90.00
59.79
via
ee
.n
ww
w
PD
F
54
STA.133+250.00
Box culvert
3.0
2.0
12.00
90.00
49.69
55
STA.136+050.00
Box culvert
3.0
2.0
17.87
110.00
65.03
56
STA.139+414.26
Box culvert
3.0
2.0
6.89
60.00
57.68
57
STA.141+250.00
Box culvert
3.0
2.0
11.50
120.00
77.94
58
STA.141+974.48
Box culvert
3.0
3.0
8.48
82.25
48.83
59
STA.143+461.84
Box culvert
3.0
3.0
12.95
65.66
51.58
60
STA.145+350.00
Box culvert
3.0
3.0
19.02
116.00
89.17
61
STA.149+173.09
Box culvert
3.0
2.0
11.92
120.00
50.11
7-154
Remarks
NO.
STATION
Class.
62
STA.149+557.44
63
BOX SIZE(m)
ELEV.
.co
m
SKEW
LENGTH
()
120.00
49.15
120.00
44.73
61.00
43.70
60.00
50.20
50.00
61.42
50.00
52.74
Box culvert
3.0
3.0
11.92
STA.150+409.37
Box culvert
3.0
3.0
12.30
64
STA.150+615.81
Box culvert
3.0
2.0
11.11
65
STA.154+649.48
Box culvert
3.0
3.0
10.45
66
STA.155+936.42
Box culvert
3.0
2.0
9.41
67
STA.156+230.86
Box culvert
3.0
2.0
8.42
68
STA.156+731.84
Box culvert
3.0
2.0
9.17
60.59
53.94
69
STA.157+152.73
Box culvert
3.0
2.0
8.54
50.50
59.88
70
STA.157+467.63
Box culvert
3.0
2.0
8.29
50.68
56.48
71
STA.157+773.14
Box culvert
3.0
2.0
8.59
51.07
65.35
72
STA.158+785.09
Box culvert
3.0
2.0
7.77
120.00
47.60
73
STA.159+944.07
Box culvert
3.0
2.0
7.35
91.79
41.52
74
STA.164+673.76
Box culvert
3.0
2.0
10.20
80.87
50.90
75
STA.169+173.68
Box culvert
3.0
2.0
7.85
105.39
41.82
76
STA.169+544.69
Box culvert
4.0
4.0
7.02
98.45
44.20
77
STA.169+882.95
Box culvert
3.0
3.0
8.04
98.50
47.09
78
STA.170+220.87
Box culvert
3.0
3.0
8.64
98.94
50.17
79
STA.170+609.14
Box culvert
3.0
2.0
8.62
98.27
43.41
80
STA.170+961.81
Box culvert
3.0
2.0
8.54
98.83
39.60
81
STA.171+324.52
Box culvert
3.0
2.0
8.56
98.85
43.21
82
STA.172+017.88
Box culvert
4.0
4.0
7.79
64.77
53.91
83
STA.172+553.26
Box culvert
3.0
2.0
8.23
64.77
46.47
84
STA.173+057.29
Box culvert
3.0
2.0
8.20
68.27
44.93
85
STA.173+579.87
Box culvert
4.0
4.0
8.26
68.27
51.14
86
STA.174+034.42
Box culvert
3.0
2.0
7.95
68.27
49.13
87
STA.174+286.12
Box culvert
3.0
2.0
8.37
68.27
43.98
88
STA.174+782.10
Box culvert
3.0
2.0
7.73
106.32
45.14
89
STA.175+115.97
Box culvert
3.0
2.0
8.37
120.44
54.66
90
STA.175+623.70
Box culvert
3.0
2.0
7.42
86.60
43.00
91
STA.176+333.72
Box culvert
3.0
2.0
8.33
111.16
48.26
92
STA.178+100.00
Box culvert
3.0
2.0
9.57
70.00
56.87
ww
w
.n
ee
via
PD
F
Remarks
7-155
.co
m
<Table 7-92> Plan of Crossing Pipe List(North Section - Main)

NO.
STATION
Class.
STA.000+946.02
SIZE(Dia:cm)
SKEW
LENGTH
()
68.73
44.20
90.00
58.74
60.00
46.10
134.95
65.64
90.00
44.06
Remarks
pipe
44.20
18.31
STA.001+950.00
pipe
58.74
21.78
STA.008+863.06
pipe
46.10
9.49
STA.009+981.44
pipe
65.64
9.83
STA.010+142.67
pipe
44.06
9.90
STA.011+885.35
pipe
72.75
9.11
110.96
72.75
STA.012+265.24
pipe
69.36
9.14
91.33
69.36
STA.012+439.61
pipe
58.56
9.33
116.67
58.56
STA.013+002.90
pipe
72.65
8.71
137.65
72.65
10
STA.013+711.14
pipe
43.48
8.19
90.00
43.48
11
STA.014+093.56
pipe
42.50
7.99
92.90
42.50
12
STA.014+412.25
pipe
52.93
8.11
53.27
52.93
13
STA.014+603.80
pipe
65.42
8.12
42.88
65.42
14
STA.015+597.69
pipe
45.25
8.16
93.76
45.25
15
STA.016+080.38
pipe
40.61
8.08
98.41
40.61
16
STA.016+695.34
pipe
47.10
7.95
71.51
47.10
17
STA.038+214.45
pipe
58.71
4.97
71.43
58.71
18
STA.042+084.41
pipe
48.30
7.75
68.71
48.30
19
STA.042+432.63
pipe
49.45
8.54
90.00
49.45
20
STA.042+676.81
pipe
44.34
7.88
94.00
44.34
21
STA.042+842.76
pipe
42.83
7.81
97.17
42.83
22
STA.043+396.11
pipe
44.54
7.05
84.60
44.54
ee
.n
ww
w
PD
F
2100
via
1100
ELEV.
23
STA.043+484.18
pipe
50.09
7.88
79.39
50.09
24
STA.044+762.23
pipe
53.15
8.70
60.54
53.15
25
STA.045+002.54
pipe
50.89
8.79
97.47
50.89
26
STA.045+610.00
pipe
51.99
8.80
90.00
51.99
27
STA.045+976.77
pipe
60.17
6.55
132.46
60.17
28
STA.046+329.79
pipe
54.21
10.06
46.30
54.21
29
STA.046+690.00
pipe
39.37
11.13
90.00
39.37
30
STA.047+243.48
pipe
50.41
12.63
120.00
50.41
7-156
NO.
STATION
Class.
31
STA.047+287.70
32
SIZE(Dia:cm)
ELEV.
2100
pipe
45.79
12.46
STA.048+064.72
pipe
39.71
13.96
33
STA.048+559.94
pipe
41.83
14.73
34
STA.050+870.97
pipe
50.74
18.28
35
STA.051+986.02
pipe
41.55
24.05
36
STA.052+850.00
pipe
37
STA.058+585.95
pipe
38
STA.059+108.60
pipe
39
STA.064+150.00
pipe
40
STA.064+600.00
pipe
41
STA.066+130.00
pipe
42
STA.069+400.00
pipe
43
STA.072+084.77
pipe
44
STA.072+300.00
pipe
52.47
45
STA.074+755.33
pipe
46
STA.075+400.00
pipe
47
STA.075+900.00
pipe
45.18
48
STA.076+500.00
pipe
49
STA.076+779.81
pipe
46.73
50
STA.077+050.00
pipe
51
STA.078+100.00
pipe
52
STA.078+213.45
53
SKEW
LENGTH
()
109.58
45.79
110.54
39.71
107.46
41.83
57.00
50.74
92.33
41.55
PD
F
1100
.co
m
Remarks
52.71
27.87
126.26
52.71
58.41
10.72
90.00
58.41
53.94
11.32
93.76
53.94
51.87
14.39
90.00
51.87
56.86
15.02
68.00
56.86
49.50
18.55
115.00
49.50
16.34
51.23
64.13
67.48
9.57
108.53
67.48
10.14
90.00
52.47
45.68
6.95
60.00
45.68
62.52
8.06
129.00
62.52
14.43
64.00
45.18
44.28
9.15
121.94
44.28
10.90
90.00
46.73
58.44
10.96
71.00
58.44
58.22
23.95
130.00
58.22
pipe
56.86
33.39
60.31
56.86
STA.078+379.66
pipe
70.81
24.73
57.88
70.81
54
STA.078+700.00
pipe
64.78
31.24
49.00
64.78
55
STA.079+210.85
pipe
73.33
33.41
74.00
73.33
56
STA.079+380.00
pipe
69.64
35.57
52.00
69.64
57
STA.079+733.49
pipe
78.14
24.72
68.42
78.14
58
STA.080+470.00
pipe
50.84
22.37
90.00
50.84
59
STA.082+300.00
pipe
39.28
21.15
90.00
39.28
60
STA.082+500.00
pipe
62.91
20.86
134.00
62.91
ww
w
.n
ee
via
64.13
7-157
SIZE(Dia:cm)
ELEV.
NO.
STATION
Class.
61
STA.085+542.49
pipe
62
STA.086+570.00
pipe
63
STA.087+350.00
pipe
46.24
21.81
64
STA.088+330.00
pipe
36.80
34.37
65
STA.089+215.29
pipe
48.02
66
STA.089+550.00
pipe
42.20
67
STA.089+762.53
pipe
57.57
68
STA.090+240.00
pipe
42.53
69
STA.090+750.00
pipe
51.76
70
STA.091+040.00
pipe
71
STA.091+200.00
pipe
72
STA.095+350.00
pipe
73
STA.096+790.00
pipe
74
STA.097+500.00
pipe
75
STA.099+400.00
pipe
76
STA.099+900.00
pipe
77
STA.101+550.00
pipe
78
STA.102+350.00
79
1100
2100
41.49
13.84
58.91
15.82
33.92
SKEW
LENGTH
()
76.99
41.49
134.00
58.91
63.00
46.24
90.00
36.80
96.89
48.02
PD
F
.co
m
Remarks
36.55
90.00
42.20
34.28
131.03
57.57
48.77
63.00
42.53
46.37
90.00
51.76
46.28
90.00
48.73
46.76
65.00
47.68
37.55
110.67
58.47
31.35
61.00
45.71
47.04
26.82
90.00
47.04
66.52
28.90
128.00
66.52
47.52
26.12
67.53
47.52
50.68
28.57
68.00
50.68
pipe
50.25
25.72
90.00
50.25
STA.103+200.00
pipe
50.49
27.37
68.00
50.49
80
STA.103+800.00
pipe
64.69
18.98
129.00
64.69
81
STA.106+040.00
pipe
63.62
30.30
109.00
63.62
82
STA.106+950.00
pipe
51.24
30.70
90.00
51.24
83
STA.107+800.00
pipe
51.95
34.32
90.00
51.95
84
STA.108+900.00
pipe
61.82
35.07
90.00
57.65
85
STA.109+250.00
pipe
83.02
30.26
90.00
78.81
86
STA.109+610.00
pipe
71.49
31.49
90.00
71.49
87
STA.110+200.00
pipe
66.87
31.25
90.00
66.87
88
STA.110+500.00
pipe
64.73
32.89
90.00
64.73
89
STA.111+150.00
pipe
60.12
32.07
90.00
60.12
90
STA.111+730.00
pipe
58.94
28.10
68.00
58.94
48.73
47.68
via
58.47
45.71
ee
.n
ww
w
7-158
NO.
STATION
Class.
91
STA.113+050.00
92
SIZE(Dia:cm)
ELEV.
2100
pipe
76.74
20.25
STA.118+050.00
pipe
65.63
20.04
93
STA.118+480.00
pipe
54.90
25.63
94
STA.120+951.44
pipe
67.62
17.00
95
STA.122+430.40
pipe
51.54
16.02
96
STA.123+200.00
pipe
97
STA.123+550.00
pipe
93.15
98
STA.123+950.00
pipe
49.33
99
STA.124+550.00
pipe
60.70
100
STA.126+830.00
pipe
60.60
101
STA.127+740.27
pipe
102
STA.130+693.27
pipe
103
STA.130+913.25
pipe
104
STA.142+979.99
105
SKEW
LENGTH
()
121.96
76.74
73.00
65.63
90.00
54.90
55.00
67.62
83.96
51.54
PD
F
1100
.co
m
Remarks
19.48
74.17
68.33
20.78
133.00
93.15
24.27
68.37
49.33
20.89
131.00
60.70
26.46
110.00
60.60
62.92
19.93
51.15
62.92
50.43
15.64
59.49
50.43
40.27
16.27
110.80
40.27
pipe
62.23
8.47
126.82
62.23
STA.147+674.12
pipe
39.12
9.00
73.64
39.12
106
STA.152+150.00
pipe
50.44
21.55
90.00
50.44
107
STA.154+100.00
pipe
72.26
22.15
107.20
72.26
108
STA.155+164.36
pipe
50.89
16.28
66.40
50.89
109
STA.156+660.00
pipe
49.26
16.05
90.00
49.26
110
STA.156+950.00
pipe
45.29
14.20
90.00
45.29
111
STA.157+180.00
pipe
60.43
12.60
47.00
60.43
112
STA.159+400.00
pipe
47.10
20.82
65.72
47.10
113
STA.159+950.00
pipe
22.52
55.00
69.10
114
STA.162+614.99
pipe
47.09
16.21
93.31
47.09
115
STA.162+900.00
pipe
82.31
16.05
44.81
82.31
116
STA.163+500.00
pipe
55.99
20.78
68.00
55.99
117
STA.163+750.00
pipe
67.96
21.42
125.00
67.96
118
STA.165+330.00
pipe
47.36
21.44
90.00
47.36
119
STA.165+800.00
pipe
64.82
18.98
90.00
64.82
120
STA.166+060.00
pipe
68.84
19.48
90.00
68.84
ww
w
.n
ee
via
68.33
69.10
7-159
NO.
STATION
Class.
121
STA.167+100.00
122
SIZE(Dia:cm)
ELEV.
2100
pipe
46.93
20.48
STA.167+490.00
pipe
58.87
15.71
123
STA.170+440.66
pipe
45.50
9.35
124
STA.173+175.51
pipe
45.20
11.11
125
STA.178+539.70
pipe
60.57
14.09
126
STA.178+800.00
pipe
52.22
127
STA.180+550.00
pipe
128
STA.188+250.00
pipe
53.41
129
STA.188+460.00
pipe
57.49
130
STA.188+640.00
pipe
73.26
131
STA.188+850.00
pipe
74.80
132
STA.200+050.73
pipe
133
STA.206+350.00
pipe
134
STA.207+400.00
135
SKEW
LENGTH
()
90.00
46.93
134.00
58.87
92.98
45.50
85.25
45.20
107.61
60.57
PD
F
1100
.co
m
Remarks
15.60
90.00
52.22
47.57
14.91
116.00
47.57
31.04
111.00
53.41
32.39
109.00
57.49
28.11
105.00
73.26
25.29
74.40
74.80
45.55
18.86
69.50
45.55
56.41
15.17
90.00
56.41
pipe
54.30
10.36
135.00
54.30
STA.208+250.00
pipe
53.92
9.78
90.00
53.92
136
STA.210+360.00
pipe
46.49
18.99
113.00
46.49
137
STA.213+929.36
pipe
49.24
7.83
63.02
49.24
138
STA.223+355.75
pipe
44.94
2.45
118.91
44.94
139
STA.226+205.70
pipe
43.69
3.38
70.77
43.69
140
STA.226+721.76
pipe
43.37
4.36
62.89
43.37
141
STA.227+284.06
pipe
46.43
3.70
63.00
46.43
142
STA.229+036.88
pipe
52.82
3.24
55.99
52.82
143
STA.229+630.64
pipe
82.50
4.62
48.16
82.50
144
STA.232+201.82
pipe
41.88
5.08
112.60
41.88
145
STA.232+303.31
pipe
47.11
5.38
113.56
47.11
146
STA.232+735.00
pipe
45.07
13.27
90.00
45.07
147
STA.233+600.00
pipe
60.18
8.99
90.00
60.18
148
STA.236+950.00
pipe
54.45
10.04
90.00
54.45
149
STA.238+872.92
pipe
46.74
14.28
94.20
46.74
150
STA.240+000.00
pipe
46.04
12.66
90.00
46.04
ww
w
.n
ee
via
7-160
NO.
STATION
Class.
151
STA.241+700.00
152
SIZE(Dia:cm)
ELEV.
2100
pipe
52.78
5.00
STA.242+221.59
pipe
41.71
7.31
153
STA.242+441.53
pipe
59.59
7.44
154
STA.243+435.93
pipe
54.44
10.37
155
STA.252+050.00
pipe
57.63
14.09
156
STA.256+043.11
pipe
157
STA.256+127.64
pipe
158
STA.258+851.71
pipe
159
STA.260+350.00
pipe
160
STA.261+528.98
pipe
161
STA.262+950.00
pipe
53.96
162
STA.263+100.00
pipe
50.03
163
STA.263+400.00
pipe
164
STA.263+625.07
165
SKEW
LENGTH
()
90.00
52.78
65.44
41.71
42.95
59.59
61.51
54.44
134.00
57.63
PD
F
1100
.co
m
Remarks
12.13
44.79
86.24
64.28
12.02
112.72
64.28
69.15
14.56
135.71
69.15
52.72
11.06
90.00
52.72
58.97
9.95
46.89
58.97
12.96
90.00
53.96
21.51
90.00
50.03
61.27
13.08
126.00
61.27
pipe
72.20
11.56
50.17
72.20
STA.263+920.00
pipe
93.31
12.87
129.00
93.31
166
STA.264+270.00
pipe
46.93
26.34
90.00
46.93
167
STA.265+350.00
pipe
44.49
16.44
90.00
44.49
168
STA.265+850.00
pipe
56.83
15.99
90.00
56.83
169
STA.266+400.00
pipe
47.89
26.96
118.00
47.89
170
STA.266+600.00
pipe
55.23
25.52
90.00
55.23
171
STA.266+750.00
pipe
44.23
30.80
90.00
44.23
172
STA.267+260.00
pipe
52.93
33.58
90.00
52.93
173
STA.268+160.00
pipe
59.40
31.25
90.00
59.40
174
STA.268+400.00
pipe
60.28
32.92
90.00
60.28
175
STA.269+550.00
pipe
91.69
36.15
90.00
91.69
176
STA.271+250.00
pipe
51.63
35.09
90.00
51.63
177
STA.272+200.00
pipe
64.30
39.82
73.00
64.30
178
STA.272+670.00
pipe
83.81
33.78
117.00
83.81
179
STA.272+960.00
pipe
54.03
35.51
90.00
54.03
180
STA.273+200.00
pipe
78.96
33.10
123.00
78.96
ww
w
.n
ee
via
86.24
7-161
NO.
STATION
Class.
181
STA.273+360.00
182
SIZE(Dia:cm)
ELEV.
2100
pipe
68.62
33.31
STA.274+750.00
pipe
57.34
31.36
183
STA.277+880.00
pipe
78.72
24.66
184
STA.278+200.00
pipe
52.06
24.12
185
STA.279+850.00
pipe
38.98
21.06
186
STA.280+950.00
pipe
187
STA.282+614.65
pipe
48.06
188
STA.283+207.46
pipe
189
STA.283+790.21
pipe
190
STA.284+204.33
pipe
60.47
191
STA.284+469.09
pipe
192
STA.285+020.43
pipe
62.31
193
STA.287+945.74
194
SKEW
LENGTH
()
90.00
68.62
90.00
57.34
123.00
78.72
90.00
52.06
90.00
38.98
PD
F
1100
.co
m
Remarks
24.19
90.00
73.30
18.71
59.34
48.06
63.93
20.27
125.97
63.93
62.50
23.49
86.09
62.50
21.10
46.18
60.47
78.69
19.03
46.49
78.69
23.33
44.70
62.31
pipe
56.96
22.61
46.86
56.96
STA.289+911.22
pipe
63.05
23.41
60.50
63.05
195
STA.292+685.79
pipe
44.24
22.90
69.54
44.24
196
STA.294+942.15
pipe
62.51
22.29
126.47
62.51
197
STA.296+860.00
pipe
53.15
18.90
90.00
53.15
198
STA.297+450.00
pipe
56.73
18.69
90.00
56.73
199
STA.297+736.47
pipe
77.54
21.63
47.01
77.54
200
STA.298+720.75
pipe
50.02
22.02
56.20
50.02
201
STA.298+888.11
pipe
48.67
23.11
110.06
48.67
202
STA.301+750.00
pipe
65.02
23.15
71.00
65.02
203
STA.302+650.00
pipe
63.65
22.30
129.00
63.65
204
STA.303+920.00
pipe
60.18
28.75
90.00
60.18
205
STA.304+470.00
pipe
72.53
28.01
124.00
72.53
206
STA.306+300.00
pipe
58.60
25.33
90.00
58.60
207
STA.307+550.00
pipe
38.73
25.80
90.00
38.73
208
STA.308+960.00
pipe
42.27
20.40
90.00
42.27
209
STA.320+860.00
pipe
58.75
26.40
111.00
58.75
210
STA.321+700.00
pipe
45.39
25.30
63.00
45.39
ww
w
.n
ee
via
73.30
7-162
NO.
STATION
Class.
211
STA.323+900.00
212
SIZE(Dia:cm)
ELEV.
2100
pipe
43.76
24.58
STA.324+700.00
pipe
58.94
20.61
213
STA.325+690.49
pipe
67.97
17.80
214
STA.325+929.06
pipe
51.24
18.11
215
STA.326+093.66
pipe
40.12
17.00
216
STA.326+268.37
pipe
217
STA.326+380.88
pipe
44.14
218
STA.326+832.42
pipe
219
STA.328+400.00
pipe
220
STA.328+750.00
pipe
221
STA.330+550.00
pipe
222
STA.331+690.00
pipe
223
STA.332+150.00
pipe
224
STA.336+710.00
225
SKEW
LENGTH
()
90.00
43.76
135.00
58.94
107.88
67.97
115.15
51.24
94.33
40.12
PD
F
1100
.co
m
Remarks
17.45
92.75
38.40
17.15
91.81
44.14
55.10
19.04
96.21
55.10
48.97
17.62
90.00
48.97
43.34
17.19
90.00
43.34
42.54
21.90
90.00
42.54
75.19
22.40
90.00
75.19
78.05
22.34
74.00
78.05
pipe
42.63
9.88
90.00
42.63
STA.343+271.14
pipe
49.04
15.53
97.40
49.04
226
STA.343+928.25
pipe
53.45
13.30
111.29
53.45
227
STA.344+750.00
pipe
53.75
11.55
113.00
53.75
228
STA.000+812.90
pipe
39.77
8.88
46.05
39.77
Dumai IC
Access Road
229
STA.000+878.85
pipe
29.36
8.97
83.60
29.36
Dumai IC
Access Road
230
STA.001+311.17
pipe
49.41
9.26
81.10
49.41
Dumai IC
Access Road
231
STA.001+642.36
pipe
15.51
9.30
76.55
15.51
Dumai IC
Ramp-1
232
STA.000+389.88
pipe
15.45
9.27
90.00
15.45
Dumai IC
Ramp-2
233
STA.000+408.00
pipe
16.83
9.34
116.16
16.83
Dumai IC
Ramp-2
234
STA.000+012.12
pipe
36.42
24.64
90.00
36.42
Rantauprapat IC
Access Road
235
STA.000+681.64
pipe
33.34
22.23
134.44
33.34
Kisaran IC
Access Road
236
STA.001+451.69
pipe
16.62
21.55
90.00
16.62
Kisaran IC
Ramp-2
237
STA.000+254.40
pipe
16.05
22.06
90.00
16.05
Kisaran IC
Ramp-4
238
STA.000+797.38
pipe
31.65
37.62
74.92
31.65
Limapuluh IC
Access Road
239
STA.001+182.54
pipe
37.13
8.00
45.16
37.13
TebingTinggi IC
Province Road
240
STA.001+505.19
pipe
30.86
7.80
134.64
30.86
TebingTinggi IC
Province Road
ww
w
.n
ee
via
38.40
7-163
.co
m
<Table 7-93> Plan of Box Culvert List(North Section - Main)

NO.
STATION
Class.
BOX SIZE(m)
ELEV.
SKEW
LENGTH
()
90.00
55.59
90.00
77.04
90.00
42.72
90.00
42.06
106.31
48.94
Remarks
STA.000+250.00 Box Culvert
4.0
4.0
19.14
3.0
2.0
22.55
STA.004+150.00
Box Culvert
3.0
2.0
12.50
3.0
2.0
8.95
STA.006+125.02
Box Culvert
3.0
2.0
8.04
STA.007+686.01
Box Culvert
3.0
2.0
8.22
60.00
46.80
STA.008+288.97
Box Culvert
4.0
4.0
7.68
106.50
48.50
STA.015+242.47
Box Culvert
3.0
3.0
7.99
95.10
49.40
STA.018+610.91
Box Culvert
4.0
4.0
4.06
60.38
54.07
10
STA.022+578.06
Box Culvert
3.0
2.0
3.04
60.44
46.39
11
STA.022+831.15
Box Culvert
3.0
2.0
3.49
120.00
49.80
12
STA.023+372.43
Box Culvert
4.0
4.0
3.01
120.00
55.81
13
STA.024+081.88
Box Culvert
4.0
4.0
3.87
90.00
44.89
14
STA.024+430.53
Box Culvert
4.0
4.0
2.40
45.68
60.14
15
STA.024+788.43
Box Culvert
4.0
4.0
3.07
45.68
68.12
16
STA.025+764.73
Box Culvert
3.0
2.0
4.26
120.00
46.52
17
STA.026+281.58
Box Culvert
3.0
2.0
3.18
90.00
46.06
18
STA.026+771.66
Box Culvert
4.0
4.0
2.77
120.00
48.42
19
STA.027+088.38
Box Culvert
4.0
4.0
2.54
120.00
47.97
20
STA.027+550.00
Box Culvert
3.0
2.0
3.22
90.00
41.43
21
STA.027+895.80
Box Culvert
4.0
4.0
3.12
120.00
66.87
22
STA.028+661.67
Box Culvert
3.0
3.0
4.38
71.10
51.61
via
ee
.n
ww
w
PD
F
23
STA.029+012.38
Box Culvert
3.0
3.0
4.05
70.69
46.12
24
STA.029+341.96
Box Culvert
3.0
3.0
4.26
69.02
55.63
25
STA.030+014.16
Box Culvert
4.0
4.0
3.55
119.56
66.30
26
STA.031+715.71
Box Culvert
3.0
2.0
3.44
60.20
45.40
27
STA.033+137.10
Box Culvert
3.0
2.0
2.00
73.00
45.40
28
STA.039+498.38
Box Culvert
3.0
2.0
5.37
78.00
40.54
29
3.0
2.0
29.06
90.00
93.41
30
3.0
2.0
25.25
90.00
112.81
7-164
NO.
STATION
Class.
BOX SIZE(m)
ELEV.
3.0
2.0
21.70
32
STA.063+739.89
Box Culvert
3.0
3.0
12.82
33
STA.065+606.82
Box Culvert
3.0
2.0
14.47
34
3.0
2.0
15.46
35
3.0
2.0
13.28
36
37
38
39
STA.073+269.03
Box Culvert
40
41
STA.086+229.10
Box Culvert
42
43
44
45
SKEW
LENGTH
()
116.68
41.24
109.95
50.73
60.76
47.76
90.00
58.15
60.00
82.86
PD
F
31
.co
m
2.0
19.36
60.00
66.55
3.0
2.0
23.40
68.00
53.67
3.0
2.0
23.18
110.38
57.81
3.0
3.0
5.78
60.00
49.19
3.0
2.0
19.29
61.00
55.98
3.0
3.0
12.22
94.59
47.08
3.0
2.0
24.65
61.00
66.94
3.0
2.0
39.34
75.41
84.94
3.0
2.0
41.14
90.00
86.03
3.0
2.0
40.70
102.00
83.33
3.0
3.0
15.34
102.14
54.20
via
3.0
STA.100+831.22
Box Culvert
47
3.0
2.0
15.84
71.08
47.41
48
3.0
2.0
24.53
60.30
57.49
ee
46
Remarks
STA.113+727.16
Box Culvert
3.0
3.0
13.93
114.47
61.09
50
STA.113+815.03
Box Culvert
4.0
4.0
15.45
95.03
51.32
51
3.0
3.0
23.74
102.68
90.90
52
STA.119+760.84
Box Culvert
3.0
2.0
15.29
119.64
46.13
ww
w
.n
49
53
STA.125+250.00
Box Culvert
3.0
2.0
18.24
119.68
48.96
54
STA.129+458.54
Box Culvert
3.0
3.0
13.70
89.87
47.09
55
STA.131+576.56
Box Culvert
3.0
2.0
16.10
69.25
44.90
56
STA.135+929.83
Box Culvert
3.0
2.0
14.22
90.00
46.63
57
STA.137+184.02
Box Culvert
3.0
2.0
13.13
93.57
45.48
58
STA.138+561.84
Box Culvert
3.0
2.0
9.35
66.92
47.62
59
STA.141+654.93
Box Culvert
3.0
3.0
8.65
79.24
41.36
60
STA.142+100.00
Box Culvert
3.0
3.0
10.54
98.83
48.92
7-165
NO.
STATION
Class.
61
STA.150+127.82
62
BOX SIZE(m)
ELEV.
Box Culvert
3.0
2.0
5.81
STA.150+430.52
Box Culvert
3.0
2.0
4.98
63
STA.151+329.72
Box Culvert
3.0
3.0
7.31
64
STA.157+463.93
Box Culvert
3.0
3.0
10.10
65
STA.158+191.53
Box Culvert
3.0
3.0
11.40
66
STA.161+148.85
Box Culvert
67
STA.168+096.15
Box Culvert
68
69
70
SKEW
LENGTH
()
79.93
44.89
108.40
52.71
65.54
67.47
90.00
54.96
91.88
63.64
PD
F
.co
m
Remarks
3.0
3.0
14.57
106.54
64.00
3.0
2.0
6.72
60.00
47.72
3.0
2.0
11.09
90.00
49.34
3.0
2.0
17.04
90.00
67.14
3.0
2.0
13.35
90.00
61.92
3.0
2.0
13.31
65.44
44.59
3.0
2.0
13.72
108.57
44.78
STA.184+764.41
Box Culvert
72
STA.185+630.54
Box Culvert
73
3.0
2.0
13.68
90.00
51.29
74
STA.190+584.00
Box Culvert
4.0
4.0
15.31
60.00
69.03
75
STA.192+004.84
Box Culvert
3.0
2.0
16.91
83.46
45.67
76
STA.192+620.36
Box Culvert
3.0
2.0
21.00
87.09
48.32
77
STA.192+872.49
Box Culvert
3.0
2.0
22.46
65.17
53.95
78
3.0
2.0
19.74
90.00
73.66
79
3.0
2.0
16.94
69.00
58.81
ee
via
71
STA.197+306.31
Box Culvert
3.0
2.0
13.17
65.24
49.34
81
STA.201+621.75
Box Culvert
4.0
4.0
8.34
60.00
57.54
82
3.0
2.0
10.67
95.09
60.26
ww
w
.n
80
83
STA.205+226.45
Box Culvert
4.0
4.0
11.63
60.00
59.95
84
STA.207+910.87
Box Culvert
4.0
4.0
7.37
120.00
53.76
85
STA.213+314.63
Box Culvert
3.0
2.0
7.02
71.60
41.10
86
STA.214+294.45
Box Culvert
4.0
4.0
5.88
109.86
47.71
87
STA.215+312.83
Box Culvert
3.0
2.0
5.62
85.49
39.55
88
STA.217+222.03
Box Culvert
3.0
2.0
4.68
90.00
38.62
89
STA.221+985.18
Box Culvert
3.0
2.0
2.55
109.62
42.55
90
STA.223+027.18
Box Culvert
3.0
2.0
2.74
109.00
44.93
7-166
NO.
STATION
Class.
91
STA.224+235.11
92
BOX SIZE(m)
ELEV.
Box Culvert
3.0
2.0
3.48
STA.224+707.57
Box Culvert
3.0
2.0
3.07
93
STA.225+015.08
Box Culvert
4.0
4.0
2.05
94
STA.225+254.61
Box Culvert
3.0
2.0
2.93
95
STA.225+746.52
Box Culvert
3.0
2.0
2.36
96
STA.225+851.78
Box Culvert
97
STA.228+290.09
Box Culvert
98
STA.229+277.86
Box Culvert
99
STA.230+153.19
Box Culvert
100
STA.230+342.36
Box Culvert
101
STA.233+385.92
Box Culvert
102
STA.234+355.16
Box Culvert
103
STA.234+696.78
Box Culvert
104
STA.235+578.56
105
SKEW
LENGTH
()
120.00
45.43
117.00
44.96
66.49
48.22
90.00
40.96
79.97
38.62
PD
F
.co
m
Remarks
2.0
2.64
73.16
45.48
4.0
4.0
1.62
60.51
53.76
3.0
3.0
3.80
75.04
51.51
3.0
2.0
6.10
77.26
50.64
4.0
4.0
2.83
83.71
48.21
3.0
3.0
11.23
72.58
51.97
3.0
2.0
8.52
120.00
47.51
3.0
3.0
7.48
62.28
64.79
Box Culvert
3.0
2.0
5.58
60.63
46.68
STA.241+061.65
Box Culvert
3.0
2.0
6.52
116.10
44.77
106
STA.244+605.93
Box Culvert
3.0
2.0
9.46
70.39
44.52
107
STA.247+600.00
Box Culvert
3.0
3.0
17.33
60.00
51.24
108 STA.250+300.00 Box Culvert
3.0
2.0
14.39
90.00
47.03
109
Box Culvert
4.0
4.0
12.02
119.18
58.88
3.0
2.0
13.05
90.00
63.38
ee
STA.250+607.33
.n
110
via
3.0
STA.252+783.84
Box Culvert
3.0
2.0
11.40
73.33
57.21
112
STA.254+884.19
Box Culvert
3.0
2.0
13.01
90.00
43.59
3.0
2.0
13.64
90.00
56.59
ww
w
111
113
114
STA.257+567.77
Box Culvert
3.0
3.0
9.70
60.00
68.41
115
STA.259+521.91
Box Culvert
4.0
4.0
11.53
82.83
80.99
116
3.0
2.0
11.99
119.00
78.87
117
STA.260+579.05
Box Culvert
3.0
3.0
8.47
117.85
67.63
118
STA.261+052.11
Box Culvert
3.0
3.0
8.19
98.21
52.04
119
STA.261+266.58
Box Culvert
3.0
2.0
9.02
60.00
56.43
120
STA.261+418.94
Box Culvert
3.0
2.0
8.41
60.00
53.86
7-167
NO.
STATION
Class.
BOX SIZE(m)
ELEV.
3.0
2.0
12.03
3.0
2.0
33.19
123
3.0
2.0
27.39
Box Culvert
3.0
2.0
30.20
3.0
2.0
23.35
121
124
125

STA.270+828.77
STA.276+727.49
Box Culvert
127
STA.279+173.21
Box Culvert
128
STA.281+225.13
Box Culvert
130
STA.287+297.42
Box Culvert
131
STA.294+811.14
Box Culvert

134
LENGTH
()
90.00
64.32
76.00
84.87
90.00
132.77
90.00
44.78
120.00
74.24
Remarks
3.0
2.0
20.18
93.50
48.78
3.0
3.0
17.58
74.26
53.60
3.0
3.0
27.69
95.64
57.69
3.0
2.0
19.85
90.00
68.79
3.0
3.0
19.33
84.95
45.34
3.0
2.0
21.65
80.73
64.00
3.0
3.0
17.65
90.00
44.94
3.0
2.0
23.31
73.00
70.54
Box Culvert
4.0
4.0
18.40
90.00
62.45
3.0
2.0
17.60
90.00
64.51
136
4.0
4.0
37.10
117.78
48.24
STA.307+850.00
STA.314+712.23
Box Culvert
ee
132
via
126
SKEW
PD
F
.co
m
3.0
2.0
32.15
118.48
83.88
138
3.0
2.0
17.29
120.00
80.54
139
STA.322+379.90
Box Culvert
4.0
4.0
17.44
66.90
61.72
140
STA.323+234.88
Box Culvert
4.0
4.0
15.16
107.44
75.44
141
STA.324+308.61
Box Culvert
4.0
4.0
19.37
113.61
49.07
3.0
2.0
17.00
90.00
73.61
3.0
2.0
17.17
90.00
47.32
3.0
2.0
10.29
90.00
55.33
145
3.0
2.0
9.35
72.00
66.47
3.0
2.0
8.90
74.00
69.16
147
3.0
2.0
10.45
114.00
48.76
148
STA.344+006.82
Box Culvert
3.0
3.0
8.92
109.31
58.89
149
STA.344+159.04
Box Culvert
3.0
3.0
8.67
103.24
58.57
150
STA.344+257.53
Box Culvert
3.0
3.0
8.55
98.81
55.14
ww
w
142
.n
137
143
7-168
NO.
STATION
Class.
151
STA.347+366.67
152
BOX SIZE(m)
ELEV.
Box Culvert
3.0
2.0
9.01
STA.349+744.48
Box Culvert
4.0
4.0
8.34
153
STA.351+026.83
Box Culvert
4.0
4.0
9.19
154
STA.351+418.81
Box Culvert
3.0
2.0
9.13
155
STA.351+903.32
Box Culvert
3.0
2.0
10.87
156
STA.003+636.43
Box Culvert
157
STA.000+223.80
Box Culvert
158
STA.002+519.34
Box Culvert
159
160
STA.000+868.70
Box Culvert
161
STA.000+241.87
Box Culvert
.co
m
SKEW
LENGTH
()
90.00
43.39
96.84
48.03
90.00
43.90
73.11
39.72
74.19
43.17
Remarks
3.0
20.26
103.97
36.12
Kualahulu IC
Access Road
3.0
3.0
19.8
90.00
23.62
Kualahulu IC
Ramp-3
3.0
2.0
8.70
86.75
24.2
TebingTingi IC
Province Road
3.0
2.0
7.70
60.00
22.87
TebingTingi IC
Access Road-2
3.0
2.0
8.53
90.00
15.62
TebingTingi IC
Ramp-3
3.0
2.0
40.22
90.00
21.68
overpass 42
PD
F
3.0
via
<Table 7-94> Plan of Crossing Pipe List(North Section - Feeder)

NO.
STA.
Class.
STA.010+127.14
SIZE(Dia:cm)
ELEV.
SKEW
LENGTH
Remarks
2100
()
pipe
35.43
8.80
63.98
35.43
Feeder Toll Road
STA.010+415.93
pipe
50.02
8.77
135.00
50.02
Feeder Toll Road
STA.011+102.42
pipe
57.23
8.67
75.97
57.23
Feeder Toll Road
STA.011+649.50
pipe
50.78
10.38
78.39
50.78
Feeder Toll Road
STA.011+696.81
pipe
59.39
11.08
63.04
59.39
Feeder Toll Road
STA.011+887.16
pipe
66.42
11.14
113.57
66.42
Feeder Toll Road
STA.013+115.00
pipe
48.95
10.87
90.00
48.95
Feeder Toll Road
STA.013+850.00
pipe
79.89
16.50
58.00
79.89
Feeder Toll Road
STA.014+250.00
pipe
61.96
14.07
90.00
61.96
Feeder Toll Road
10
STA.016+300.00
pipe
77.54
22.85
90.00
77.54
Feeder Toll Road
ww
w
.n
ee
1100
<Table 7-95> Plan of Box Culvert List(North Section - Feeder)
NO.
1
3
4
STA.
Class.
Box
Culvert
Box
STA.010+883.17
Culvert
Box
STA.014+450.00
Culvert
Box
STA.015+450.00
Culvert
STA.001+612.19
SIZE(m)
ELEV.
SKEW LENGTH
Remarks
()
3.0
2.0
1.81
60.00
49.06
Feeder Toll Road
3.0
3.0
8.84
60.00
67.50
Feeder Toll Road
3.0
2.0
13.77
70.00
57.44
Feeder Toll Road
3.0
2.0
19.69
62.00
49.04
Feeder Toll Road
7-169
.co
m
7.7 Pavement Plan
7.7.1 Determination of Pavement Design Method and Type

A. Pavement Design Method
Pavement design methods of Indonesia, Korea and AASHTO were evaluated

for comparison
As a result of reviewing adjacent project(Sumatra Toll Road), AASHTO pavement

be also applied to this project.
B. Selection of types of pavement
PD
F
design(Guide for Design of Pavement Structures, 1993) was adopted which will
Regarding the pavement type of Sumatrea Toll Road, concrete pavement is

applied basically according to MPWH's policy and asphalt pavement is applied
at continuative soft ground area in consultation with MPWH.
via
7.7.2 Design of Pavement Structure

A. Design Traffic Loads
1) Equivalent number of 18-kip single axle loads

Equivalent number of 18-kip single axle loads was based on Bina Marga
MST-10 Equivalent number which was applied to adjacent project (Sumatra
ee
Toll Road)
<Table 7-96> Bina Marga MST-10 equivalent number

Equivalent number of
8.2ton single-axle load
Remark
Category of vehicle
(Gol)
Sedan, jeep, wagon
0.0005
Gol-1
Pick-up, combi
0.1619
Gol-1
Truck 2 axle (L), Micro truck
0.2174
Gol-2
Small bus
0.2174
Gol-1
Large bus
0.3006
Gol-1
Truck 2 axle (H)
2.4134
Gol-2
Truck 3 axle
2.7416
Gol-3
Truck 4 axle
3.9083
Gol-4
Truck 5 axle
4.1546
Gol-5
1
2
3
ww
w
Vehicle
.n
NO.
Equivalent number of the vehicle Gol-1, Gol-2 classified in traffic demand

forecast was applied as follows, considering the distribution rate identified
when analyzing the traffic volume.
7-170
.co
m
<Table 7-97> Equivalent number of 8.2ton single-axle load applied

Category
(Gol)
Gol-2
Gol-1, 2
rate (%)
Sedan, jeep, wagon
0.0005
62
Pick-up, combi
0.1619
Small bus
0.2174
Medium bus
0.2590
Large bus
0.3006
Vehicles
Truck 2 axle (L)

Truck 2 axle (H)
Gol-3
Truck 3 axle
Gol-4
Truck 4 axle
Gol-5
Truck 5 axle
Applied equivalent
number of 8.2ton
single-axle load
18
11
0.0788
PD
F
Gol-1
Bina Marga
MST-10 number
0.2174
2.4134
96
2.7416
2.7416
3.9083
3.9083
4.1546
4.1546
2.3256
2) Calculation of the traffic loads in the design lane
via
Traffic loads in the design lane

W'8.2 = W8.2 DD DL
where W8.2 : Accumulated two-directional 8.2ton equivalent single-axle load traffic

DD : Directional distribution factor
DL : Lane distribution factor
ee
<Table 7-98> Directional distribution factor
Classification
Terbanggi Besar~Kayuagung
Dumai~Tebing Tinggi
directional distribution factor
0.531
0.528
<Table 7-99> Lane distribution factor
.n
No. of lanes in each

direction
1
ESAL percentage in design lane Application to the project(%)

100
80100
6080
4 or more
5075
ww
w
80
Analysis period : service start: 2019, goal year 2038

- Cement Concrete Pavement : 20 years
- Asphalt Concrete Pavement : 10 years + 10 years (overlay 5cm)
Classification
Sumatera Toll Road project

Bakauheni
Pekanbaru
~Terbanggi Besar
~Dumai
Application to this project
Concrete pavement
20 years
20 years
20 years
Asphalt pavement
10 years
10 years
10+10 years(overlay 5cm)
7-171
.co
m
Calculation of cumulative traffic loads in the design lane
<Table 7-100> Cumulative traffic loads : South section (Terbanggi Besar~Kayuagung)
Beginning point IC-1

(BP~Menggala IC)
IC-1 IC-2
Sout
h
(Menggala IC~Sp.Pematang IC)
IC-2 IC-3(Ending point)
(Sp.Pematang IC~Kayuagung IC)
2038
204.552
86.894
2028
72.030
30.598
2038
168.226
71.462
PD
F
Classification
Cumulative
Cumulative
traffic loads traffic loads
Goal year
Remark
both Direction in the design
6
6
(10 )
lane(10 )
2028
90.557
38.469
2028
75.475
32.062
2038
176.143
74.826
<Table 7-101> Cumulative traffic loads : North section (Dumai~Tebing Tinggi)
Classification
IC-1 IC-2
(Dumai IC~Sedinginan IC)
IC-2 IC-3
(Sedinginan IC~Bagan Batu IC)
IC-3 IC-4
(Bagan Batu IC~Kotapinang IC)
ee
N
o
r
t
h
IC-4 IC-5
(Kotapinang IC~Rantauprapat IC)
.n
IC-5 IC-6
(Rantauprapat IC~Kualahulu IC)
IC-6 IC-7
(Kualahulu IC~SP. Empat IC)
IC-7 IC-8
(SP. Empat IC~Kisaran IC)
ww
w
N
o
r
t
h
2
2028
37.060
15.654
2038
85.559
36.140
2028
33.679
14.226
2038
76.833
32.454
2028
35.837
15.138
2038
80.689
34.083
2028
42.658
18.019
2038
96.874
40.920
2028
46.207
19.518
2038
103.607
43.764
2028
49.876
21.068
2038
111.269
47.000
2028
70.820
29.914
2038
149.852
63.297
2028
81.278
34.332
2038
174.043
73.516
2028
106.986
45.191
2038
232.375
98.155
2028
92.033
38.875
2038
201.707
85.201
2028
93.499
39.494
2038
205.393
86.758
2028
97.710
41.273
2038
208.395
88.026
via
Start point IC-1

(BP~Dumai IC)
Goal year
Cumulative
traffic loads
both Direction
6
(10 )
IC-8 IC-9
(Kisaran IC~Limapuluh IC)
IC-9 IC-10
(Limapuluh IC~Indrapura JCT)
IC-10 IC-11
(Indrapura JCT~Tebing Tinggi IC)
IC-11 End point
(Tebing Tinggi IC~EP)
Cumulative
traffic loads Remar
in design
k
6
lane (10 )
North section (Dumai~Tebing Tinggi) was divided into 2 sections from

Kualahulu IC
7-172
.co
m
B. Pavement structure design of concrete pavement

: Jointed concrete pavement
1) Design elements of cement concrete pavement
Cumulative traffic loads in design lane(W'8.2) : analysis period 20 years

- South section (Terbanggi Besar~Kayuagung) :86.89410
- North section 1 (Dumai~Kualahulu IC) :47.00010
- North section 2 (Kualahulu IC~Tebing Tinggi) :98.15510
PD
F
Reliability(R) : 90% Standard Normal Deviate(ZR) : -1.282
Application to the
project
Classification
AASHTO
Bakauheni
~Terbanggi Besar
Pekanbaru
~Dumai
Reliability(R)
80~99.9%
90%
90%
90%
(ZR)
(-0.841~-3.750)
(-1.282)
(-1.282)
(-1.282)
Overall standard deviation(S0) : applied 0.35
via

Classification
AASHTO
standard
deviation(S0)
0.30~0.40
Bakauheni
~Terbanggi Besar
Pekanbaru
~Dumai
0.35
0.35
Application to the
project
0.35
Difference of serviceability(PSI) : applied 2.0
Classification
ee
- PSI = Initial serviceability Index(P0)- Terminal serviceability Index(Pt)
PCC MR(S'C)
600~800psi
= 4.5 - 2.5 = 2.0
PCC Modulus of Rupture(S'C) : applied 640 psi
.n
AASHTO
(VDOT)
Bakauheni
~Terbanggi Besar
Pekanbaru
~Dumai
640psi
670psi
Application to the
project
640psi
ww
w
* VDOT : Virginia Department of Transportation

6
PCC elastic modulus(EC) : applied 4.0210 psi

0.5
- EC = 57,000(f'c)
*
0.5
= 57,000(35014.224)
= 4.0210 psi
PCC compressive strength(f'c) :

350kg/c 14.224(Equivalent number, psi)
Classification
AASHTO
Bakauheni
~Terbanggi Besar
Pekanbaru
~Dumai
PCC elastic
modulus(EC)
4.2106 psi
4.02106 psi
4.17106 psi
Application to the
project
4.02106 psi
7-173
.co
m
Load transfer coefficient(J) : applied 2.8
- In case of Jointed concrete pavement(JCP) and applied Dowel bar
- Considering marginal stripe 0.5m outside and 1.5m inside on concrete pavement
in cross section plan, coefficient 2.8 considered as a tied PCC shoulder
was applied according to AASHTO pavement method(page II-26) in

consideration with safety.
AASHTO
load transfer
coefficient (J)
2.5 ~ 3.1
PD
F
Classification

Bakauheni
Pekanbaru
~Terbanggi Besar
~Dumai
2.55
Application to the
project
2.6
2.8
Drainage coefficient(Cd) : applied 1.10
- Cd 1.10 was applied considering good drainage condition and time rate
5% at moisture state close to saturation point in consideration with safety.
AASHTO
drainage
coefficient (Cd)
1.10

Bakauheni
Pekanbaru
~Terbanggi Besar
~Dumai
1.15
via
Classification
Application to the
project
1.20
1.10
Composite modulus of reaction(K) : applied 596 pci

- Composite modulus of reaction(K) of subgrade (min CBR 6.0, Compactness
100%, Indonesian standard), Aggregate Base class-A(15cm) and lean
concrete(10cm) was applied by calculation as below.
ee
K value of aggregate Base class-A on top

- K-value of subgrade : CBR 6, K = 6.0 32.13(pci-unit equivalent) = 217 pci
- Dynamic elasticity coefficient of subgrade, MR :
MR = K 24 = 217 24 = 5,208 psi
.n
- K-value of aggregate base : calculated by AASHTOs equation as below

2
logeK = -2.807 + 0.1253 (logeDSB) + 1.062 logeMR + 0.1282 logeDSB logeESB

- 0.4114 logeDSB - 0.0581 logeESB - 0.1317 logeDSB logeMR
ww
w
K : Composite modulus of subgrade reaction(pci)

DSB : Thickness of aggregate base(inch) = 15cm = 5.906 inch
ESB : Elasticity coefficient(psi) of aggregate base = 29,400 psi
MR : Dynamic elasticity coefficient(psi) = 5,208 psi
Composite modulus of aggregate base(K) = e5.68457 = 294 pci
Calculation of K value of Lean Concrete on top

- K value of aggregate base : 294 pci
- Dynamic elasticity coefficient of aggregate base(MR)
: MR = K 24 = 294 24 = 7,056 psi
- Composite K-value of lean concrete : calculated by AASHTO's equation
7-174
.co
m
DSB : Lean concrete thickness (inch) = 10cm = 3.937 inch
ESB : Elastic coefficient of lean concrete (psi) = 2,200,000 psi
MR : Dynamic elasticity coefficient of aggregate base (psi) = 7,056 psi

Composite K-value of lean concrete (K) = e
6.39
= 596 pci
2) Calculation of concrete pavement slab thickness

Based on Empirical commonality equation
PD
F

log

log W ZR S log

log
where
:
:
:
:
:
:
:
Cumulative traffic loads in the design lane (ESAL)

Final design serviceability index (2.5)
Load transfer factor (2.8)
Design elastic coefficient of concrete slab (4.02 106psi)
Composite modulus of reaction of concrete slab contact surface (596pci)
Pavement slab thickness (inch)
Modulus of rupture of concrete slab (640psi)
via
W'8.2
Pt
J
EC
K
D
S'C
ee
<Table 7-102> Calculation of concrete slab thickness by section

Section
W'8.2
South section
(Terbanggi Besar~Kayuagung)
Concrete slab thickness

applied (cm)
86.89410
29.7
30
North section 1
(Dumai~Kualahulu IC)
47.000106
26.8
27
North section 2
(Kualahulu IC~Tebing Tinggi)
98.15510
30.3
30
ww
w
.n
calculated (cm)
<Table 7-103> Determination of concrete pavement structure
South section
Concrete slab
Lean concrete
Aggregate
base class-A
North section 1
Concrete slab
30
15
(Unit : cm)
North section 2
27
Concrete slab
30
52
55
10
Remark
Lean concrete
10
Aggregate
base class-A
15
55
Lean concrete
10
Aggregate
base class-A
15
7-175
C. Pavement structure design of asphalt pavement

1) Design elements of cement asphalt pavement
Cumulative design lane traffic (W'8.2)
.co
m
: analysis period 10 years (20 years, overlay : 5cm)
- South section (Terbanggi Besar~Kayuagung) :38.46910 (86.89410 )

6
- North section 1 (Dumai~Kualahulu IC) :21.06810 (47.00010 )

6
- Northe section 2 (Kualahulu IC~Tebing Tinggi) :45.19110 (98.15510 )
PD
F
Reliability(R) : 90% Standard Normal Deviate(ZR) : applied -1.282

Application to the
project
Classification
AASHTO
Bakauheni
~Terbanggi Besar
Medan
~Banda Aceh
Reliability(R)
80~99.9%
90%
90%
(ZR)
(-0.841~-3.750)
(-1.282)
(-)
(-1.282)
Overall standard deviation(S0) : applied 0.45
via

Classification
AASHTO
standard
deviation(S0)
0.40~0.50
Bakauheni
~Terbanggi Besar
Medan
~Banda Aceh
0.45
Application to the
project
0.45
Difference of serviceability(PSI) : applied 1.7
ee
- PSI = initial serviceability index(P0) - final serviceability index(Pt)

= 4.2 - 2.5 = 2.0
Resilient modulus(MR)
- MR of subbase (min CBR 6.0, compactness 100%, Indonesian standard)
.n
= 1,500 CBR = 1,500 6 = 9,000 psi
- Elastic coefficient(ESB) of Aggregate Base class-A(CBR 90) = 29,400 psi

- Elastic coefficient(ESB) of Aggregate Base class-B(CBR 60) = 17,900 psi
ww
w
Structural layer coefficients(a)

Classification

AASHTO
Bakauheni
Medan
~Terbanggi Besar ~Banda Aceh
Application to
the project
Wearing course
0.44
0.40
0.35
0.40
Binder course
0.35
0.32
0.35
Asphalt treated Base
0.34
0.30
0.26
0.30
0.136
0.13
0.14
0.13
0.126
0.12
0.13
0.12
Aggregate Base class-A

(CBR 90)
Aggregate Base class-B
(CBR 60)
7-176
.co
m
Drainage Coefficient(mi) : applied 1.15
- Good drainage and considering the percent of time pavement structure is
exposed 50 moisture levels approaching saturation as 5%, drainage

coefficient(mi) applied was 1.15
Classification
AASHTO
Drainage
coefficient(Cd)
1.15

Bakauheni
Medan
~Terbanggi Besar ~Banda Aceh
-
1.15
PD
F
1.15
Application to the
project
2) Calculation of asphalt pavement thickness

Based on Empirical commonality Equation

log

log W ZR S log

log
via
where
W'8.2 : Cumulative traffic loads in the design lane (ESAL)

Pt
: Final design serviceability index (2.5)
MR : Resilient modulus
SN
: Structural Number
ee
<Table 7-104> Minimum thickness of asphalt pavement

Asphalt concrete
Traffic (ESAL's 10 )
6
7 10 or more
aggregate base
inch
cm
inch
cm
10
15
Remark
.n
Review of asphalt pavement structure

- South section (Terbanggi Besar~Kayuagung)
ww
w
structur
after 10 years (2028)
al layer
Classification
coeffici thick thick design need thick thick design need
(inch) (cm) (SN') (SN) (inch) (cm) (SN') (SN)
ent
Wearing
0.40
course
Binder
0.35
course
Asphalt
0.30
treated Base
1.967
0.787
3.937
5+5
1.457
2.363
1.614
2.363
2.284
7.480
19
3.858 >3.756 7.480
19
4.528 >4.270
Aggregate
0.13
Base class-A
5.906
15
4.741 >4.494 5.906
15
Aggregate
0.12
Base class-B
6.693
17
5.665 >5.641 6.693
17
total
62
Remark
overlay 5cm
existing : 85%*SN
min. thick 15cm

drainage
coefficient 1.15
drainage
6.334 >6.285
coefficient 1.15
5.410 >5.062
67
7-177
- North section 1 (Dumai~Kualahulu IC)

structur
Classificatio al layer
coeffici thick thick design need
n
ent
(inch) (cm) (SN') (SN)
Wearing
0.40 1.967
5
0.787
course
Binder
0.35 2.363
6
1.614
course
Asphalt
0.30 6.299
16
3.504 >3.406
treated Base
Remark
thick thick design need

3.937
2.363
6.299
16
5.906
15
4.387 >4.098 5.906
15
Aggregate
0.12
Base class-B
5.906
15
5.202 >5.191 5.906
15
1.457
overlay 5cm
existing : 85%*SN
2.284
4.173 >3.879
min. thick 15cm

drainage
coefficient 1.15
drainage
5.871 >5.795
coefficient 1.15
5.056 >4.630
PD
F
Aggregate
0.13
Base class-A
57
total
.co
m
62
- North section 2 (Kualahulu IC~Tebing Tinggi)
5.906
Aggregate
0.12
Base class-B
7.480
15
19
3.937
1.457
2.363
2.284
7.480
19
4.528 >4.351
4.741 >4.603 5.906
15
5.773 >5.765 7.480
64
total
Remark
thick thick design need

ee
Aggregate
0.13
Base class-A
via
structur
Classificatio al layer
coeffici thick thick design need
n
ent
Wearing
0.40 1.967
5
0.787
course
Binder
0.35 2.363
6
1.614
course
Asphalt
0.30 7.480
19
3.858 >3.854
treated Base
19
overlay 5cm
existing : 85%*SN
min. thick 15cm

drainage
coefficient 1.15
drainage
6.443 >6.386 coefficient 1.15
5.410 >5.150
69
.n
* 20-year traffic was reviewed based on overlay 5cm after 10 years

* Design SN value of existing wearing course after 10 years was assumed 85%
* When overlay will be applied, overlay thickness is needed to be determined after evaluating
existing pavement condition and review
ww
w
<Table 7-105> Determination of asphalt pavement structure
South section
North section 1
(Unit : cm)
North section 2
Wearing course
Binder course
5
6
Wearing course
Binder course
5
6
Wearing course
Binder course
5
6
Asphalt treated
base
19
Asphalt treated
base
16
Asphalt treated
base
19
Aggregate Base
class-A
15
Aggregate Base
class-A
15
Aggregate Base
class-A
15
Aggregate Base
class-B
17
Aggregate Base
class-B
15
Aggregate Base
class-B
19
7-178
62
57
64
7.7.3 Bridge deck surfacing

A. Objective
.co
m
Its intended to minimize traffic load impact and deck corrosion by rainwater
so as to prevent the loss of load-bearing capacity and grant comfortable run

by overlaying the deck with paving material.
B. Comparison of bridge deck surfacing method and application
PD
F
Adhesion between paving material and bridge slab shall be acceptable with
superior abrasion-resistance and response to repeated bending stress and

surface smoothness
<Table 7-106> Comparison of bridge deck surfacing methods

S.M.A
LMC(Latex)
(Stone Mastic Asphalt)
Common deck
Fiber reinforcement
Latex is added to
surfacing method
(celluloid) is added at
ordinary concrete
Asphalt (AP-5)
the site to prevent
(water 50%+S/B
mixture
rundown due to
polymer 50%)to
No particular
excessive AP.
enhance the
management needed
Polymeric asphalt
properties.
during construction
Polymeric concrete
Plant-Mix(field-mix)
Plant-Mix(field-mix)
Crack prevention
Easy application
Crack prevention effect
effect
Less initial cost
Plastic deformation
Good adhesion
Easy maintenance
resistance effect
Low temperature
Common method in Increased skid
and fatigue crack
Indonesia
resistance
resistance
Durable to high
Structural defect is
temperature and heavy
easily detected
traffic load
No separate
Good maintainability
waterproof layer is
(10~12 years)
needed
Difficult to check
Difficult to check
Greater traffic noise
deterioration of deck deterioration of deck
Expert and special
Poor crack
Peeling due to
equipment are
resistance
rainwater penetration
needed (Mobil
Poor adhesion
High permeability due
mixer, roller paver
causing peeling
to pore and crack in
etc)
Poor resistance to
aggregate
High initial cost
heavy traffic
Method
summary
.n
Advantag
e
Note
via
Asphalt concrete
ee
Category
ww
w
Disadvantage
Cost
efficiency
Reason
Adoption
Very excellent
average
poor
Asphalt concrete that is very common in Indonesia would be appropriate

when considering constriction efficiency, driving performance and
maintainability.
(5cm)
7-179
7.7.4 Summary of Pavement Plan
.co
m
In consideration of 30% of heavy vehicle traffic rate and connection to adjacent

project's pavement, concrete pavement is adopted basically.
In soft ground area, consolidated settlement in the long term is expected thus,
therefore asphalt pavement is more appropriate.
Asphalt pavement is applied for 5km or longer continuative soft ground area in
consideration with constructability as follows.(excluding area applied pile slab)
as main road.
PD
F
Interchanges and north section's Feeder Toll Road are applied pavement same
A. South section (Terbanggi Besar~Kayuagung) pavement

Classification
concrete
0+000~ 43+000
asphalt
43+000~ 53+000
concrete
53+000~104+000
asphalt
104+000~125+000
concrete
125+000~185+595
Length (km)
Concrete
total
Asphalt
43.0
10.0
51.0
via
S
o
u
t
h
Section (STA.)
21.0
60.6
154.6
Remark
slab, T=30cm
T=62cm
slab, T=30cm
T=62cm
slab, T=30cm
31.0
B. North section (Dumai~Kayuagung) pavement
concrete
N
o
r
t
h
asphalt
0+000~ 83+000
108+000~142+000
asphalt
142+000~150+000
concrete
150+000~180+000
asphalt
180+000~187+000
ww
w
s
e
c
t
I
o
n
1
NS
2
Length (km)
Concrete
Asphalt
83.0
83+000~108+000
.n
concrete
Section (STA.)
ee
Classification
Remark
slab, T=27cm
25.0
34.0
T=57cm
slab, T=27cm
8.0
30.0
T=57cm
slab, T=30cm
7.0
concrete
187+000~202+000
asphalt
202+000~229+000
concrete
229+000~247+000
18.0
slab, T=27cm
concrete
247+000~353+946
106.9
slab, T=30cm
concrete
Feeder Toll Road :

0+000~15+900
15.9
slab, T=30cm
Total
15.0
T=57cm
slab, T=27cm
27.0
306.8
T=57cm
67.0
C. Bridge deck surfacing

Bridge deck surfacing is applied the asphalt pavement(5 cm) on whole bridge.
7-180
7.8 Facility maintenance plan

7.8.1 Summary
.co
m
Through inspection and maintenance shall be carried out to ensure the facilities are
maintained as was installed.
Early detection and appropriate maintenance are essential to prevent malfunction
PD
F
or accident.
Thus facility maintenance plan is proposed as follows.
7.8.2 Maintenance plan

Category
Description
View
A 24-hour patrol to check road facilities, surface and

road lamp
Emergency aid, traffic control and the measure shall
via
Routine
patrol
be taken as needed
Traffic congestion monitoring and traffic information

collection
ee
Regular inspection, detail inspection and emergency

inspection(as needed) and precise safety inspection
Safety
inspection
(when defect is detected)

Detail inspection shall be regularly implemented every
.n
5 years
Continuous monitoring of the facilities through patrol,
ww
w
report or safety inspection
Repair & Routine maintenance in timely manner for insignificant

maintenance damage
Maintenance of serious damage according to maintenance
manual by structure
7-181
7.8.3 Maintenance procedure and checklist

Determine inspection
interval
Routine inspection
.co
m
Detail inspection & safety

inspection
Regular inspection
PD
F
Investigation of defect &

abnormality, investigation
Detail investigation using
equipment
Load-bearing capacity &

stability review
(when difficult to
determine)
Judgment
No repair needed
emergency repair, load

restriction, traffic control
via
Repair is needed
Repair method review
new structure
ee
Maintenance
(repair or reinforcement)
Check repair effect / finish
.n
Completion of repair
Result into DATA BASE
ww
w
7.8.4 Maintenance interval and objects

Classification
Frequency
Objects
Note
Regular inspection
Semiannual
all structure
internally
every other year
all structure
as needed
relevant structure
internally
as needed
major structure
internally
Detail inspection
Check
damage
Emergency
inspection
Special
inspection
Initial inspection
Detail safety diagnosis
7-182
monthly
vulnerable structure
within 90 days after
new or modified structure
completion
in 10 years, category 1
every 5 years
structure
internally
internally
.co
m
7.8.5 Pavement management plan

A. PMS(Pavement Management System)
A system to determine the maintenance cycle based on Life Cycle considering
the whole system including planning and designing, instead of considering

maintenance alone.
PD
F
road surface
inspection
data storage (D/B)
evaluation & analysis
via
PMS
Repair & Maintenance
B. Operation system by stage
Investigation
Visual inspection
Implementation
Automation using equipment
Subjective evaluation depending Objective evaluation depending

on maintenance frequency and
on analysis system
.n
Evaluation &
analysis
Existing system
ee
Classification
damage
ww
w
Repair &
maintenance
Data storage
Maintenance depending on budget Maintenance according to analysis
Manual management
result and priority
Data Base management
C. Expected effect from PMS operation

Effective implementation of maintenance budget.
Maintenance of appropriate pavement condition and extension of service life
by maintenance in timely manner.
Easy determination of maintenance method and time based on priority

7-183
7.8.6 Maintenance of drainage

A. Inspection and maintenance of side
Side gutter shall be dredged for effective drainage.
.co
m
The section shall be expanded as needed to maintain appropriate water flow.
It shall be replaced with stone or concrete to avoid scouring by fast flow

velocity.
PD
F
The slope shall be adjusted to avoid soil erosion and reinforced with the
stone.
Road ditch shall be checked regularly to ensure no debris or weeds are

inside.
B. Inspection and maintenance of drain pipe
via
Debris or soil inside the pipe shall be removed immediately
Deteriorated or damaged pipe shall be replaced immediately.

Water inside the pipe shall not leak
Inlet and outlet of drain pipe shall be maintained clean.

The function of drain pipe shall be checked during flooding to identify the
ee
problem.
Soil shall not be washed out to the drain pipe.
C. Inspection and maintenance of underground drainage
.n
Rebar exposed shall be covered with concrete or reworked.

The holes between U-type gutters shall be maintained clean for drainage.
ww
w
Debris in side gutter shall be removed
7-184

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.

Feasibility Study on Toll Road 1st Phase (Sumatera)

7.1 Plan of Access Facility

7.3 Soft Ground Treatment Plan

7.5 Bridge Foundation Plan

Chapter 7 Technical Review

7.1 Plan of Access Facility

This project route passes 4 provinces-South section(L=210km, South Sumatera and

As the project is operated by Public Private Partnership(PPP), economic aspect, toll

7.1.1 Establishment of Access Facilities

Chapter 7 Technical Review

government. The IC could be additionally constructed to the site that increases

were planned at 8 locations of 26km interval on average which was considered

appropriate. However, considering the south section mostly remain undeveloped

<Figure 7-1> Establishment of access facilities when route selection phase

Chapter 7 Technical Review

<Table 7-1> Establishment of access facilities

JL. Bujung Tenuk

JL. Trans Sumatera

Kayu Agung Trumpet

JL. Trans Sumatera

JL. Trans Sumatera

JL. Trans Sumatera

JL. Trans Sumatera

JL. Trans Sumatera

JL. Trans Sumatera

JL. Aek Nabara

JL. Trans Sumatera

Chapter 7 Technical Review

<Figure 7-2> Location map of access facilities - South section

Chapter 7 Technical Review

<Figure 7-3> Location map of access facilities - North section

Chapter 7 Technical Review

7.1.2 Review of Type

Partial clover leaf type

<Table 7-2> Review of Type Comparison

Advantage Minimize the impact on road traffic

Disadvantage capability as one part of

connected road intersection

It is common type connecting

ramp is unnecessary and connect

highway and minimizes drivers'

Applied in most section of this

Applied in connected section that

project which are possible to

needs to link to local road

operate in same operating system

development plan around ending

7.1.3 Establishing Plan by Section

Chapter 7 Technical Review

1) Type : Trumpet type

2) Connected road : JL.Bujung Tenuk-Panaragan(local road, two-lane)

3) Status and construction condition

In particular, this IC links to national road through Menggala therefore this

IC would be the main entry road of Menggala

There is no specific topographical restriction on the site of constructing the IC

5) Forecast result of Traffic volume(2048)

Chapter 7 Technical Review

1) Type : Trumpet type

2) Connected road : JL.Trans Sumatera(local road, two-lane)

Tanaman Industry) industrial complex is scheduled to develop.

KEC.Simpang Pematang, KEC,Mesuji, HTI(Plan)