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Most of the train trips in the city of Surabaya still run on a single-track railway that passes through the level crossing between the highway and the railway. In the future, the Indonesian government plans to develop urban railways by converting single tracks into double-track railways and increasing the number of urban train trips. This government plan will impact the characteristics associated with the closure of the level crossing gate. This study analyzes level crossing gate closing characteristics that will occur if it has turned into a double-track railway and increases the number of train trips. The methods used in carrying out this study include a survey at the level crossing location to find out the characteristics that exist today, then simulating with conditions that have changed to double track railway and increase the number of train trips. This simulation estimates characteristics that will occur at the level crossing in the future. The simulation results showed that changing the operating pattern of a train trip to a double-track operation pattern also impacted the closing pattern of the level crossing gate. If the time headway of arrival between trains at the level crossing in the opposite direction is less than 2.3 minutes, then one closing of the level crossing gate can serve two train trips in the opposite direction. As for the time headway of arrival between trains at the level crossing in the opposite direction greater than 2.3 minutes until 5,7 minutes, one closing of the level crossing gate only serves one train trip. [ABSTRACT FROM AUTHOR]

Assessment of road condition can be done by visually assessing the level of road damage and also measuring road deflection. Currently measuring road damage assessment uses a visual method with direct observations in the field. The results of the assessment of the level of road damage are calculated from the value of each type of damage. Visual assessment of the level of road damage can be used as a basis for determining the handling of road repairs in the form of road maintenance and road improvement. There are several methods of visually assessing road damage, such as the Bina Marga method and the Pavement Condition Index (PCI) method. Several methods of assessing road damage using the visual manual method so far require the accuracy of surveyors to determine the type and level of damage. The level of accuracy of each surveyor may vary depending on experience in assessment. In addition, the use of this method takes a long time to assess road damage. Road damage assessment needs to use other better methods. One of them is by using data from image sensors, so that road damage data can be obtained more accurately and quickly. Therfore, it is necessary to propose the use image sensors to help asses road damage specially at Railway and Highway Crossing. This papper will review several methods of visually manual road damage assesment and plans for using image sensor on vehicle with the Convolutional Neural Network (CNN) method based on the Edge Tensor Processing Unit (TPU) with the MobileNet SSD v2. Preliminary research results indicate that the use of image sensors will show high accuracy values at vehicle speeds up to 20 km/hour and measurements are made during the day. [ABSTRACT FROM AUTHOR]

Assessment of road condition can be done by visually assessing the level of road damage and also measuring road deflection. Currently measuring road damage assessment uses a visual method with direct observations in the field. The results of the road damage assessment are calculated from the value of the type of damage. A visual assessment of road damage was used to handle road repairs in the form of road maintenance and road improvements. There are several methods of visually assessing road damage, such as the Bina Marga method and PCI method. Several methods of assessing road damage using the visual manual method so far require the accuracy of surveyors to determine the level and type of road damage. The level of accuracy of each surveyor may vary depending on experience in assessment. In addition, the use of this method takes a long time to assess road damage. Road damage assessment needs to use other better methods. One of them is by using data from image sensors, so that road damage data can be obtained more accurately and quickly. Therefore, it is necessary to propose the use image sensors to help asses road damage. This paper will review several methods of visually manual road damage assesment and plans for using image sensor on vehicle with CNN method based on the TPU with the MobileNet SSD v2. In the application of this image sensor tool, it is found that the level of accuracy is higher when carried out during the day and with a vehicle speed of less than 20 km/hour. [ABSTRACT FROM AUTHOR]

The porous asphalt mixture system is generally an open gradation type of aggregate, with certain requirements, including air voids in dry rodded compacted coarse aggregate (VCA DRC) which is larger than the air voids in the coarse aggregate in the compacted asphalt mixture (VCA MIX). Based on this concept, porous asphalt mixtures must be designed with a combination of coarse aggregate fractions that are able to provide high strength values but still have adequate seepage of that mixture. The structuring concept in question is to arrange the proportion of the aggregate fraction that produces the smallest VCA DRC value. The results of this research indicate that the value has met the requirements of the VCA DRC is 37,562%; while the value of VCA MIX is 36,710%; and adjust the portion of the fine aggregate fraction is around 20%-25% so that, the Marshall stability value is 3250 kg - 4550 kg, with seepage values of 0.0457 - 0.0731 mm/second. With this seepage value, the rainwater disappears after the rain stops, so there is no puddle even though there are valleys on the surface of the pavement. Meanwhile, Marshall's very high stability value means that the porous asphalt can support a repeated heavy overloaded that usually occurs in Indonesia. [ABSTRACT FROM AUTHOR]