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Flexible pavement on Cipatujah-Kalapagenep-Pangandaran National Road has a structural damage which marked by potholes and cracks on the pavement caused by excessive load trucks, so the pavement needs an overlay to improve the pavement condition. This analysis using AASHTO 1993 and MEPDG 2008 method. These methods used because the MEPDG 2008 was developed from AASHTO 1993 method, so the output will be more economic. But, the MEPDG 2008 has not applied yet in Indonesia, so the method will be studied to determine the method feasibility to be applied in Indonesia. This research was analyzed with two skenarios of CESAL, four trial thicknesses, and three CBR numbers. The overlay thickness value using the AASHTO 1993 was at 10 cm and 11 cm for scenario 1 and 2, while the overlay thickness using the MEPDG 2008 was at 10 cm for the two scenarios. The result from AASHTO 1993 was chosen because the MEPDG 2008 needs to studied further yet about suitable calibration factor for Indonesian pavement condition. The cause of difference result are structural damage assessment for AASHTO 1993 method based on deflection value from FWD while MEPDG 2008 method based on stresses and strains respond, material characteristics, and local calibration.

Crash cost is an important component for conducting economic analysis in selecting countermeasures for crash locations. It is used to convert the benefit of crash or fatality reduction into monetary terms. Many research on crash cost have been carried out in Indonesia. Most of the research utilized gross output/human capital approach. However, this approach has been widely criticized for not being able to describe the quality of life of crash casualties and the costs of pain, grief and suffering (i.e. human cost). The concept of Value of Statistical Life (VoSL) has been introduced by InDeV (2016) to calculate the human cost, which is assessed by using willingness to pay approach. To obtain a more reliable estimation of crash cost for Indonesia, it is necessary to conduct a study on crash cost involving motorcycles which incorporates the estimation of human cost. The VoSL is obtained by interviewing motorcycle users for willingness to pay with safety equipment. Based on the analysis, it is obtained that the value of statistical life (VoSL) for fatality in a road crash was estimated to be Rp.2.3 billion. The unit cost of fatal injury is Rp.3.08 billion, serious injury is Rp.333 million and slight injury is Rp.24.9 million. The unit cost of fatal crash on arterial roads is Rp.3.23 billion, serious crash is Rp.451 million and the slight crash is Rp.114 million. The unit cost of fatal crash on collector roads is Rp.3.16 billion, serious crashes is Rp.381 million and minor crash is Rp.69.4 million. The unit cost of fatal crash on local roads is Rp.3.09 billion, serious crash is Rp.338 million, and minor crash is Rp.29.8 million. Keywords: Motorcycle crash cost, gross output approach, human capital approach, willingness to pay approach

Kecelakaan lalu lintas menjadi penyebab utama kematian peringkat ke-10 di Kota Bandung. Pejalan kaki adalah pengguna jalan yang rentan terhadap kecelakaan. Kecelakaan pejalan kaki sering terjadi di simpang karena pengguna jalan yang beragam dan bergerak menggunakan ruang jalan yang sama sehingga menimbulkan interaksi antara pengguna jalan yang kompleks. Keselamatan pejalan kaki di simpang masih sangat rendah sehingga penting dilakukan sebuah studi untuk mengurangi jumlah kecelakaan pejalan kaki. Sebuah model yang telah dikembangkan oleh FHWA (Federal Highway Adminstration) untuk keselamatan pejalan kaki di simpang adalah model PedISI (Pedestrian Intersection Safety Index). Model ini dapat digunakan untuk menentukan simpang mana yang perlu ditangani sebelum terjadi kecelakaaan berdasarkan nilai PedISI. Nilai PedISI menunjukkan tingkat keselamatan pejalan kaki di simpang. Tesis ini mengembangkan model Pedestrian Intersection Safety Index (PedISI) untuk simpang bersinyal Kota Bandung dengan variabel-variabel yang dimodifikasi. Data yang digunakan untuk pengembangan model adalah data kecelakaan pejalan kaki, data karakteristik simpang, data perilaku (konflik) dan data nilai keselamatan. Lokasi penelitian terdiri dari 16 simpang bersinyal dengan tipe 8/2 D, 6/2 D, 4/2 D, 4/2 UD dan 2/2 UD. Model PedISI yang terbentuk untuk Simpang Bersinyal Kota Bandung adalah PedISI = 3,184 + 0,032 THRULNS - 0,005 MEDIAN + 0,001SPEED85th dengan R2 = 0,525. Nilai PedISI untuk Simpang Bersinyal Kota Bandung berdasarkan model tersebut adalah 3,24 ? 3,45. Besar rata-rata nilai PedISI sebesar 3,35 dengan standar deviasi 0,06. Model mampu menggambarkan kondisi keselamatan simpang namun memiliki variasi nilai PedISI yang kecil. Hal ini disebabkan oleh hasil survei yang mengindikasikan adanya keseragaman persepsi responden terhadap nilai keselamatan. Dengan demikian, diperlukan perbaikan teknik pengumpulan data nilai keselamatan agar diperoleh model yang lebih baik.

Hot Mix Asphalt (HMA) is a type of asphalt mixture commonly used as flexible pavement material. However, HMA has weaknesses in terms of high mixing and compaction temperature, resulting in high CO 2 and Greenhouse Gas (GHG) emissions which have a negative impact on the environment. Therefore, a type of asphalt with lower mixing and compaction temperatures is needed. One alternative that can be done is to add Sasobit® additives to the asphalt. This study looks for the best contents of Sasobit® additives that can be added into the asphalt so that resulting the lowest mixing and compaction temperatures. The content of Sasobit ® additives studied was 1%, 2% and 3% of the asphalt weight, sasobit contents higher than 3% are not recommended because it will cause the asphalt to be more liquid. The results show that the addition of Sasobit ® by 3% may reduce the mixing temperature and the compaction temperature of about 7 0 C lower compared to the mixture without Sasobit ® additives. Further, this study compares the performance of asphalt mixtures using Sasobit® additives (mixture of Warm Mix Asphalt / WMA) with asphalt mixtures without Sasobit ® additives (Asphalt / HMA Hot Mix mixture). The performance studied includes Marshall Stability, UMATTA Resilient Modulus and Fatigue. As a result, the WMA mixture that uses Sasobit® additives of 3% has a stability value of 1160 kg marshall; this value is higher than the Marshall stability obtained for the HMA mixture 1075 kg. However, the UMATTA testing at temperatures of 25 0 C and 45 0 C resulted in the highest resilient modulus in the mixture of WMA (3080 Mpa and 315 Mpa). The fatigue testing shows that WMA mixture is more flexible because it has an elastic modulus value of 4854 MPa and flexural stiffness 4551 MPa in a tensile 500µԐ strain compared to HMA mixture. Hot Mix Asphalt (HMA) merupakan jenis campuran beraspal yang umum digunakan sebagai material perkerasan lentur. Namun, HMA memiliki kelemahan dari sisi temperatur pencampuran dan pemadatan yang tinggi, sehingga menghasilkan gas CO2 dan Gas Rumah Kaca (GRK) yang berdampak buruk terhadap lingkungan. Dengan demikian, dibutuhkan suatu jenis campuran beraspal dengan temperatur pencampuran dan pemadatan yang lebih rendah. Salah satu alternatif yang dapat dilakukan adalah dengan menambahkan zat aditif Sasobit® ke dalam aspal. Penelitian ini mencari kadar zat aditif Sasobit® terbaik yang dapat ditambahkan ke dalam aspal sehingga diperoleh temperatur pencampuran dan pemadatan yang terendah. Kadar zat aditif Sasobit® yang diteliti sebesar 1%, 2% dan 3% terhadap berat aspal, kadar sasobit yang lebih tinggi dari 3% tidak direkomendasikan karena akan mengakibatkan aspal semakin cair. Hasil penelitian menunjukan penambahan kadar zat aditif Sasobit® sebesar 3% dapat menurunkan temperatur pencampuran dan temperatur pemadatan sekitar 70C lebih rendah dibandingkan dengan campuran tanpa zat aditif Sasobit® . Selanjutnya penelitian ini membandingkan kinerja campuran beraspal yang menggunakan zat aditif Sasobit® (campuran Warm Mix Asphalt/WMA) dengan campuran beraspal yang tidak mengggunakan zat aditif Sasobit® (campuran Hot Mix Asphalt/HMA). Kinerja campuran yang diteliti antar lain Stabilitas Marshall, Modulus Resilien UMATTA dan Fatigue. Hasilnya, campuran WMA yang mengggunakan zat aditif Sasobit® sebesar 3% memiliki nilai stabilitas marshall 1160 kg dimana nilai ini lebih tinggi dibandingkan dengan stabilitas marshall yang diperoleh untuk campuran HMA yaitu 1075 kg. Akan tetapi, hasil pengujian UMATTA pada suhu 250C dan 450C menghasilkan nilai modulus resilien tertinggi pada campuran WMA (3080 Mpa dan 315 Mpa). Hasil pengujian kelelahan Campuran WMA lebih lentur dikarenakan memiliki nilai modulus elastisitas 4854 MPa dan flexural stiffness 4551 MPa pada regangan Tarik 500µԐ dibandingkan dengan HMA.

Supplying transportation facilities have been predicted from the mode choice analysis in the context of disaggregate based on the concept of utility maximization. Essentially, it is assumed that the traveler will choose a mode of transportation that has the highest utility. However, due to uncertainty in the recent development of network, people start to consider the trip risks that will impact on the traveler decisions, especially on work trip activities with specific time limitation. A descriptive model as Cumulative Prospect Theory (CPT) can be an alternative decision model made under risk and uncertainty that will affect the magnitude of the probability for transportation mode choice. This study aimed to determine the influence of uncertainty in the networks on the preference of commuter mode (bus and LRT) within South Tangerang and Jakarta regions. In this study, travel demand was obtained from the data travels agenda of household and individual activities with the same origin location or adjacent purpose to get a specific time as a reference point to measure risk. Furthermore, Binomial logit models were used as an approach to include elements of risk (cumulative prospect value) on the attributes of travel time. Referring to the result of the initial assessment, Binomial logit models that incorporate the risks involved in travel time attributes are closer to commuting travel behavior in the study area.

Kondisi keselamatan lalu lintas jalan di Indonesia masih belum baik, kecelakaan lalu lintas masih sering terjadi dan memakan banyak korban jiwa. Salah satu upaya mendasar yang diperlukan untuk meningkatkan kondisi keselamatan lalu lintas jalan adalah dengan cara mengembangkan model prediksi kecelakaan. Model ini menghubungkan frekuensi kecelakaan yang terjadi pada suatu entitas jalan dengan arus lalu lintas dan berbagai faktor lingkungan jalan yang berkontribusi pada terjadinya kecelakaan. Kegunaan model ini adalah untuk mengestimasi dan memprediksi keselamatan suatu entitas jalan, mengidentifikasi lokasi-lokasi jalan berbahaya, dan juga untuk mengevaluasi keefektifan penerapan program penanganan lokasi berbahaya. Makalah ini menyajikan model prediksi kecelakaan pada ruas jalan tol Purwakarta-Bandung-Cileunyi (Purbaleunyi) yang dibangun dengan membandingkan kinerja statistik dari model regresi Poisson, Negatif Binomial (NB), Zero-Inflated Poisson (ZIP), dan Zero-Inflated Negative Binomial (ZINB). Hasil pemodelan mengindikasikan model regresi NB adalah model yang terbaik. Berdasarkan model yang dibangun, frekuensi kecelakaan berkorelasi positif dengan lintas harian rata-rata tahunan, derajat kelengkungan, dan keberadaan median yang tingginya kurang dari 1,75 m dan lebarnya kurang dari 2,5 m. Model yang dibangun kemudian diaplikasikan untuk melakukan identifikasi dan pemeringkatan segmen jalan berbahaya. Hasilnya menunjukkan bahwa KM 92-93 (arah Cileunyi) merupakan segmen yang paling berbahaya pada jalan tol Purbaleunyi. Abstract . Road traffic safety condition in Indonesia still needs improvement that road traffic accidents occur frequently and cause many people died. One way to improve road safety is by developing accident prediction model. The model relates accident frequencies with traffic flow and various roadway geometric/environment characteristics contributing to accident occurrences. The model is useful to estimate and predict safety of a road entity, identify hazardous road locations, and also to evaluate treatment effectiveness applied on hazardous road locations. This paper presents the accident prediction model for Purwakarta-Bandung-Cileunyi (Purbaleunyi) toll road. The model was developed by comparing statistical performances of Poisson, Negatif Binomial (NB), Zero- Inflated Poisson (ZIP), dan Zero-Inflated Negative Binomial (ZINB) regression models. The modeling result indicates that the model which is developed using the NB regression model is the best. Based on the developed model, the accident frequency has positivie correlations with annual average daily traffic, degree of curvature, and presence of median with height less than 1.75 m and width less than 2.5 m. The developed model was subsequently applied to identify and rank hazardous road segments. The result shows that KM 92-93 (direction to Cileunyi) is the most hazardous segment at Purbaleunyi toll road.

Tujuan dari penelitian ini adalah untuk mengevaluasi kinerja struktural dari perkerasan lentur yang terletak di Jalan Nasional PANTURA ruas Ciasem-Pamanukan. Dalam analisis kondisi struktural data lendutan FWD (Falling Weight Deflectometer) digunakan untuk menghitung beberapa variabel dalam metoda AASHTO 1993, yaitu: nilai Modulus Resilien dari Subgrade (MR), nilai Modulus Efektif di atas tanah dasar (Ep). Kemudian perhitungan dilanjutkan dengan menggunakan data tebal perkerasan dan nilai PSI untuk mendapatkan Structural Number Original (SNO), kumulatif ESAL aktual, Structural Number Effective (SNeff), Umur Sisa Perkerasan dan Structural Number in Future (SNf). Hasil Analisis Struktural memberikan nilai Umur Sisauntuk tiap segmen dan juga rekomendasi penanganan yang diperlukan dengan menggunakan kriteria penanganan menurut Bina Marga,yaitu SNeff/SNf> 0,70. Perhitungan beban sumbu untuk kendaraan berat yang menggunakan WIM (Weight -in-Motion) data menunjukkan nilai Truck Factor yang sangat besar, contohnya : 91,54 untuk Gol.7C-3. Analisis beban sumbu secara umum juga menunjukkan bahwa kendaraan berat lebih suka menggunakan jalur cepat untuk setiap arah. Secara umum penelitian ini membuktikan bahwa Jalan Nasional PANTURA membutuhkan program pemeliharaan yang sangat intensif setiap tahun karena volume lalu lintas yang tinggi dan nilai Truck Factor yang sangat besar pada beberapa kendaraan berat. Abstract . The purpose of this research is to evaluate the structural performance of flexible pavement, located in the North Java’s National Road, i.e. Ciasem-Pamanukan Section. In the analysis of structural condition, the deflection data resulted from FWD (Falling Weight Deflectometer) was used to calculate some variables in the AASHTO-93 method, those are : the Subgrade Resilient Modulus (MR), the Effective Modulus above the Subgrade (Ep). Then the calculation was continued using the pavement thickness data and PSI value, to obtain the Original Structural Number (SNO), the actual cumulative ESAL, the Effective Structural Number (SNeff), the Remaining Life of pavement, and the Future Structural Number (SNf). The result of Structural Analysis using the AASHTO-93 method gave the Remaining Life for each section, and also recommend the treatment level needed for the same section, using the Bina Marga’s Treatment Level criteria i.e. the ratio of SNeff to SNf equal to 0.70. The calculation of axle loading for heavy vehicles, using WIM’s (Weight-in-Motion) data showed that a huge number of Truck Factor was obtained, for example : 91,54 for 7C-3 class. The axle-loading analysis showed also that is general, the heavy vehicles prefer to use the fast lane for each direction. In general, this research could justify that the National Road in North Java’s corridor always need a very intensive maintenance program every year, due to high volume of traffic, and especially a very high number of Truck Factor for some Heavy Trucks.

The use of Cumulative Prospect Theory (CPT) in decision making related to transportation risk is still much debated. Mainly because of the travel and socio-economic characteristics of the traveller it possible for different responses to the specified Reference Point (RP) as well as the loss aversion. This difference can be seen from the value of Cumulative Prospect Theory parameters. Therefore, this paper will discuss about the determination of parameters CPT which affect public transportation mode choice model in the course of work trip activity. The reference point as an essential part of this study is determined based on the average travel time of commuter worker from South Tangerang City to Jakarta. Data obtained from stated preference survey, Feeder Busway/Busway and Commuter Line Jabodetabek as mode alternative and travel time attribute as a risk factor. The Binomial Logit model which has transformed utility distribution and probability with CPT and the Least Square Method to be obtained the parameters. Finally, some conclusions can be drawn that the CPT parameters produced by this study, have closed the range of value requirements in the CPT theory. So that the parameter value can be used to model the probability of mode choice with the risk of travel time in the study area.

Majority of crash and crash casualty in Bandung involved motorcyclists. This research aims to find out relation between helmet wearing and crash severity in adult and young motorcyclists. The result indicates the higher the rate of helmet usage relates to the lower risk of being killed or injured in a motorcycle crash. Young motorcycle passengers have 3 times higher risk of being killed and 2.2 times higher risk of being injured compared to adult motorcycle passengers as the rate of wearing helmet correctly in young motorcycle passengers is lower than that of adult motorcycle passengers. Meanwhile, young motorcycle drivers have 0.46 times lower risk of being killed and 0.67 times lower risk of being injured compared to adut motorcycle drivers as the rate of wearing helmet correctly in young motorcycle drivers is higher than that of adult motorcycle drivers. Mayoritas kecelakaan dan korban kecelakaan di Kota Bandung melibatkan pesepeda motor. Penelitian ini bertujuan untuk mengetahui hubungan antara pemakaian helm terhadap keparahan kecelakaan yang melibatkan pesepeda motor dewasa dan anak-anak di Kota Bandung. Hasil penelitian mengindikasikan semakin tinggi tingkat pemakaian helm secara benar berhubungan dengan semakin rendahnya risiko mengalami kematian dan luka-luka dalam suatu kecelakaan yang melibatkan pesepeda motor. Penumpang sepeda motor anak-anak memiliki risiko meninggal dunia 3 kali lebih tinggi dan risiko luka-luka 2,2 kali lebih tinggi apabila mengalami kecelakaan dibanding penumpang dewasa karena tingkat pemakaian helm secara benar yang lebih rendah pada penumpang sepeda motor anak-anak. Sementara pengendara sepeda motor anak-anak memiliki risiko meninggal dunia 0,46 kali lebih rendah dan risiko luka-luka 0,67 kali lebih rendah apabila mengalami kecelakaan dibanding penumpang sepeda motor dewasa karena tingkat pemakaian helm secara benar yang lebih tinggi pada pengendara sepeda motor anak-anak.

The research was undertaken with the aim of estimating safety at road junctions. Accident prediction models were developed in the form of associative relationships between accident occurrences and roadway characteristics, traffic and operational factors at the junctions. The developed models took account of different driving situations encountered by drivers through classifying the junctions according to X-signalised, T-signalised, X-unsignalised and T-unsignalised junctions. Outputs from the accident prediction models were used for safety estimation by means of the original empirical Bayes(EB)method and a modified empirical Bayes(MEB)method. Procedures for developing accident prediction models and safety estimation methods were established and applied to Singapore road junctions. Doctor of Philosophy (CEE)