Page 1

USE OF THE MXROAD AND DROADS PROGRAM

FOR ROAD GEOMETRIC DESIGN AND EVALUATION

Evi Ayuningtyas Djunaedi Kosasih

System and Master Study Program System and Master Study Program
Highway Engineering Highway Engineering
Faculty of Civil and Environmental Engineering Institute
Faculty of Civil and Environmental Engineering
Bandung Technology Bandung Institute of Technology
Jalan Ganesha No. 10, Jalan Ganesha No. 10, Bandung, 40132
Bandung, 40132 Tel: (022) 5201426
Email: eviayuningtyas@gmail.com Email: drkosasih@gmail.com

Sony Sulaksono Wibowo

System and Master Study Program
Highway Engineering
Faculty of Civil and Environmental Engineering
Bandung Institute of Technology
Jl. Ganesha No. 10 Bandung 40132
Email: sonyssw@hotmail.com

Abstract
In general, the results of the geometric design of the road formed are expected to provide comfort
and safety for the wearer and has the optimum volume of earthwork. To meet
the three basic objectives need to be done iteratively. This also applies when using
computer program as a design tool. The purpose of this study is to do a comparative study
geometric design process using the Bentley MXRoad program and DRoads. There are two
big difference in the two programs namely the first is the process of forming a triangle net for
generating contour maps is done automatically on the MXRoad program but is done manually
on the DRoads program. Second, in geometric design, the MXRoad program is a design tool
free the user to enter the value of the design element to be used. Whereas at
the DRoads program provides a design direction facility that will notify users when
there is a mismatch of the resulting design.
Keywords: Program Comparison, Formation of Surface Data, Process of Geometric Design, Bentley Program
MXRoad, DRoads Program.

1. INTRODUCTION

The basic objective of a geometric design is to produce a design result

which can provide comfort and safety for the wearer and produce designs
economical ones. A consistency and uniformity is needed for the standards that will be
used. So that at the time of the iterative process to obtain results that are considered good, third
these basic goals can be achieved. Current technological developments indirectly
influence the geometric design process of the road. By using
the program is expected to be able to do the intended iterative process
easier and faster.
One of the commercial computer programs that can be used in geometric design of roads
is the Bentley MXRoad program. Besides Bentley MX Road or other commercial software
At present, another program has been developed which is named the DRoads program
(Design Roads) which in principle are the same as other commercial programs, namely as a tool
design aids that are complete enough to obtain the results of the geometric design of the road that can
 relied on both technically and economically.

Page 2

Prose ge ice designeometric himstart with an processor data top pography become a g picture
perm
the surface be das sar in pe planning g geometric jal lan because very s good influence
resultsta job bro. In m link peng data processing a topography,research
p in This will be cool
okus on
perba the mainstay form
of thes pem surface on both programs ram on use yai that's the M program
MXRoad
and pthe DR programRoads. Sedabring it to planning geometric k road, dila I'll do it the mainstay
process
ge ice designeometric jal the me include perenmore information
good cementhorizontal k or
vertikkal, design pootongan mellatitude, hinggnot managingeducate me aan volume gdigging pile nan soil
that will be produced
l and per estimated kebu
land needs the need d released.
Sebag for study sus will be diguse dat a Jal design lan Musi III Palembang , starting withfrom location
persimant tara road, bro
access to thevirgin
bandSultan Mahmud
M Baddaruddin II hup to persi a dream
StreetMajor Zeinn. Data that g used in penel This literaryget
dipfrom Consultant PPlanner
PT. W
Wiratman - J The Jakartag before a already meng pro pros this project secafig all over han. Results
desain consultantn this will used s as a village ain basic p on the second the programI huh will
dibanincrease.

2. ITINJAUAN LITERATURE
P

a Programm Bentley MX
a. XRoad
Program Bentley MX XROAD merup modeling b strin based g. MXRoad have
database the mengij allow para pthe user a to mem make and mexplain m 2D model
or 3D dih produce padda form C CAD that s It is enough p familiar on used.
Process which
yes can be do dil it with bro use it do the program
am Bentley MMXROAD ananother way
is pe form and analysiss Digital Terrrain model (DTM), desAlinyem knowledge
walk,
pe designintersection, , system design
em drainage, summary voolume and me basic quantityworkmanship.

b Programm DRoads
b.
On dasa the programthis am doingdo the processthat design g integrated starting fromdata
in input
topographyuntil the pad
da de products
esain. On Picture 1. will be releasedwatch the process
ice design
iterative who
y can d do it with with the programm DRoads uto get it keep the product
uk design
the ses match with standard des science d desired d and costs p farm work well the one
minimumm.
 Gaamber 1. Proosedur pengooperations pro
o DRoad program
ds
2

Page 3

3. M
METODOLO
OGI PENEL
LITIAN
Meto odology and program to research work
done will be at p this research i, was drawnright on
chartn flow d indicated p on Gamba ar 2. By g outline u to menca what's the goalresearch,
p
arrived
pat three stages
main pan y aitu:
a Processorhan top datapography and
a. forming map kon texture.
On prospenges oses data to pography with
bro, bro bring both ua programs this will
comparedplease
to also hcontour resultsthat was made obtain and didentified problem han the
cause can it happenthe difference the aan, so da can be obtained
uh some input
dal solution
lam pembentset the net the triangle can men produce p eta contour ymore
well.
b Perband the processice geo design
b. ometric mesh an.
From hasil pengumpu data data d geome designethics of the available,
road y d done by pe modeling
back by men use k both programsram. For a per processdraft g geometric
with M use n each foreign program
m, can be dikknow keleb bihan and keklack
each m each prog the gram related de with processes users aan Pen measure
do n against b some aspe ek who is serine needed by seba great p planner
yait roadtu:
• Pem form s surface and pcontour map,
• De Alignment Essence
men good horiisontal or notvertical too,
• De esain potongathe transverseg,
• Ou utput generated s like volu ume worker soil and needs land
konnstruction.
As for s specifically fik the thing reviewed ber process workmanshipstarting
m fromdatain input
up to overall d from stage p design process n. The user aan from masiing-p parameter
s design and principles
interest from ma foreigners g element d design too to be
concentrate
ation on penethis elite.
 Gaamber 2. Bagbro Alir Mettodology Pen
nelitian
3

Page 4

4. PRRESENTASSI DATA

Data penguk resultstopograms rafi will be dig

use on a pem process
form jar triangle ring a and map
kontuur with m use n both pr ogram tersecall it. Data dgeom designmetric exist ting good
horizon
ontal and ve ertikal will used s as data a design on a scenario pfirst and a as
basicr in perub design material n which is done
not on sk second scenario
a.
a. DTopog datagraphic
Data topographyused
huh the pene This literary dip
eroleh fromjob
p per planning Ja Alan Musi
III dat Palembangg with pe estimated pan planning the road is there
it's 25 km m. Will be tetafire for
speedgod of love only d used se more elongated
less 1 16 km. That g starts and from location
persimant tara road, broaccess to thevirgin
bandSultan Mahmud
M Baddaruddin II hup to persi a dream
Street Major Zei in. Sur data rvey topogr rafi this is theyourself
first on data installer bro benchma ark, data
pengutap size hit the horizon
ntal and vertikkal, and dat ta pengukurasituation.

In m planner aan geometr the way, da ata pengukusituation situation this can be used
d un for two
speedgod that is in the pembpet formation a contur ser for me give in information ind
designation
guna land on the trase formed. P On the pemben enter map contour, data pengukurasituation
usedbring together maan with n line data b over the corridor Street. For k form k segit net three, on
prinsiipnya menghconnect ti rib point data k the situationg close together
n or berteta angga so you can't
takenget line k the contour represent kthird data t that point t. While n to mem give it
informstill indicativethe usage order
landl and ko existential conditions
ing on ren trace the trayalan, can d do
pembpet formationta use a land or u map cond existing division g in the fieldbro record data
pengusize of the situation
this one.

Gambaar 3. Examplesuperpositiondata penguksituation situation

against
t Pet ta Google unfor
pembenenter map k conditions exist sting

On M program MXRoad, datta gauge framework a horizontal and vertikaal inputed be together
with an data pengmeasuring size breast milk. Second
ata is digab
da bungan men become one casedata unit t topography.
Pemb formed jar triangle ring a (triangle) s and pemben enter map contour pad and M program MXRoad
done don't do it automatically by meng
d use me enu Surfacee Analysis. P Principle ofform
pem
triangthe gle uses method
it e Delauney ynamely withn forced set the valueminimum
of m of i each
mateng seg angle the triangle formed se and memrio customize pathere is a connection
an descriptionpoint and
not against per difference elevvasi.
 4

Page 5

Picture
bar 4. Checkh result of pemb
formation of ing
fingers
triangle dand map konfocus on pros gram
MXR Road
Samea like on a M program MXRoad, pad and programDRoads,
D dataa measurement
n frameworkhorizontal
h
and vvertical in input togethermaan with n pengu data situa size breast milk insidem database program
menguse me enu topography ey - Total S Data Stationa . On prog gram DRoadds process
aphic Survey
pembformed jar triangle ring a ( triangle ) done s manu ual with use it menu
graphhical interacctive data entry . With process accordingly
ra manual, mthen process ksurfa correction
aces can
sec right away done d an pendefini bounda stuffing
ary line too a no need u done. . If
wantn correcting i triangle already ter form, pro gram DRoadds available will menu e dit / delete
triang until the grinder
gle data , seh use with easy d can get a message
record s triangle.

Picture
bar 5. Checkh the resultsformation
of the pemb
of ing
fingers
triangle dand map konfocus on pros gram
DRooads
 5

Page 6

b. DData Design
n Geometrick Road
1. DAliny Design
yemen Horiisontal

Gaamber 6. Peta Ali's Design

amendment Hor
risontal
On M programMXRoad, p form n ti plan dite connection
tuck sec manual method l with
memppay attentiondescription dfrom map k contour. Inpput data ren trace the order e done with
menguse me enu design - quick ali ignment - h horizontal ddesign . On a M programMXRoad,
tired maan alinyemmen use use code MC for m define not As Road or Road C Centerline
that followed byh 2 gap an number huhlater used s as nom mor identity from data
aliny emen d used. P In the program
m this, param
base meter se like the valueminimal
of ja fingerprints
mum and
panjaang arch g transition mminimum did define d beginning at menu param meter. Is beingplease point
PI seendiri ditamadd it seca manual fig with me gold s one by one coordinatespoint t or
menaif langsun to bida ang picture.
On program DDRoads, daata koordina at point pointdiscount (I IP) entered leave it after h process
pembpet formationta cell contours
runny work will, namely dby meng use m Cross S menuSection -
Contact
our Ge Lineeneration - Draft Road Plan or m use it Ho 's menu horizontal Alig
gnment -
Horizzontal Curve
e Design .

Figure 7. P Input processdata

d plan a trase at p DRo programoads

Outpu ut ti propertyfriendship I can get it etahui of p MXR program Road to alignment h horizontal
is ah the value of ang
Panja
Lengkunng Circle n (Lc), Panj ang Ts, Nilaai the cornerkungan
of the mouse
(Δ), dand Value
Eksteernal. Prograam MXRoadd not memb give value i Es (distance from
d Point PI in the middleconfinement),
6
Page 7

but in the form of External values that have a tendency to be smaller than the value of Ice.
These values can be known by issuing horizontal output in the Report menu at
program.
Table 1. Value of Bend Property in the MXRoad Program
Bend Property Value
No. PI Radius (m) Ls (m) Lc (m) Ts (m) External (m) Δ (°)
1 1200 115 672,914 466,401 48.76 37.37.12
2 1200 115 942,727 623,704 98.93 50.30.10
3 900 135 749,319 549,478 84.04 56.17.51
4 900 135 662,600 495,016 64,62 50.46.37
5 1700 214,078 107,181 3.38 7.12.55
6 2000 876,598 445,453 49.01 25.06.46
7 1500 537,702 271,767 24.42 20.32.19
8 1500 326,993 164,147 8.95 12.29.25
9 1500 292,939 147,442 7.23 11.13.39
10 1500 440,490 221,841 16,32 16.49.32
11 900 135 1421,569 1123,999 378,38 99.05.39

In the DRoads program, the property output value can be found directly in the results design table
program analysis. That consists of the value of distance between PI points, bend angles, superelevations, Ts values,
Es value, Ls value, and Lc value for each bend. Besides being inputted manually
as mentioned in the previous section that the DRoads program has facilities
to analyze the design automatically in terms of determining the transition arch length.
2. Vertical Alignment Design
The vertical alignment design process in the MXRoad program is done using the menu
Design - Quick Alignment - Vertical Profile . Previous basic parameters like K values for
each vertical arch type, maximum and minimum slope values defined through
Profile Parameter menu . In addition, a calculation method for length can also be determined
vertical curve. For vertical alignment analysis, not too much intervention was carried out
by the MXRoad program related to the design entered.
Whereas for data input in the DRoads program is done on the Vertical Alignment menu -
Design Long Profile Data . In the DRoads program, there are 8 criteria in arch formation
vertical, namely:
1. A sight distance maneuver 5. Highlight beam
2. Stopping sight distance 6. Overhead structure
3. Continuation of sight distance 7. Comfort
4. Passing sight distance 8. Selected Lv
And in the analysis process, the DRoads program issues a statement (warning note) against
design results.
1. * d1 = critical length before arch> critical
2. * d2 = critical length after arcing> critical
3. * g1 = gradient before curve> max
4. * g2 = gradient after curve> gmaks
5. * k = k value greater than 40m /%
6. * Lv = overlapping with the previous curve
7. * V = difference in plan speed of more than 10 km / hour
8. * STA = The last STA is not the same as the horizontal alignment

7
Page 8

In the DRoads program, there are facilities to calculate the need for vertical curve values
should be used for each curve according to the existing slope. The user
can take advantage of the criteria facilities provided by the program.

3. Cross Section Design

In the MXRoad program, defining the dimensions of each traffic element
done on the menu Design - Road Design - Roadways . As for setting parts
earthworks (related to slopes or side drainage channels) are carried out on the menu
Design - Earthwork Wizard . In the DRoads program, the dimensions of the whole chunk element
transverse is defined on the Cross Section - Road Cross Section Standard menu . Including
arrangement of slope and side drainage channels. If there is a green lane design along
the road plan, the DRoads program facilitates it by providing the Inner Green Band menu
whose value is the distance from the shoulder boundary to the middle of the drainage channel.
In the cross section design procedure in each program, there are differences
quite significant happened in defining road side design or work design
the land. In the MXRoad program, the side channel design is only in the settings
the choice for excavation conditions only, while for embankment conditions the given menu is given
relating to slope protection .
In the DRoads program, cross section plans are very closely related to results
issued by Menu 2.4.4, namely Road Cross Section Design which refers to the results of the analysis
elongated pieces on Menu 2.1.4 Total Station Data - Centerline Road . So the design flow
what is done must be considered carefully and thoroughly. Because the program is not
directly analyze if there are design changes both horizontal alignments or
vertical alignment.

5. DATA ANALYSIS
a. Formation of a Contour Map
In order to be used as a reference surface field in the geometric planning process, then
Terrain Modeling should be established using topographic data obtained from
measurement results. In the process of modeling, existing topographic data is connected using
irregular triangular net. Each triangle field is combined with three triangle points
known as facet. From the results of the interpolation of a series of triangular nets formed, it will
obtained a description of the contour map of the mapping area. The topographic conditions that are drawn on
Contour maps are a preliminary consideration in determining the trajectory in alignment planning
horizontal.
From the analysis process that has been done, it was found that the Boundary line is one
things that can affect the output of the contour map resulting from the formation of the net
triangle. The outer boundary line of the topographic measurement corridor is used as the inner boundary
the process of making triangular nets or forming contours at the topographic data analysis stage.
In the MXRoad program, the role of the outer boundary line is very large. This is due to the process
the formation of triangular nets and contours is done automatically, so the user must
set limits on the formation of triangular nets to be carried out by the program so as not to
there is formation outside the existing measurement corridor. Whereas in the DRoads program,
the definition of boundary line before the stage of forming a triangular net is not necessary. Thing
this is because indirectly the user will set the outer boundary of the corridor at
when forming a triangular net manually.

8
Page 9

Gam
mbar 8. Contanyway boundary
ry line so ti does not occur
isolate
in all eg triangle ofducks
ti that godistance.
on
Results
l precision netspare ribs form a automatically
there
pa is a program
m MXRoad ti not lush min that
resultswho was asked
by already sefully be enar or da lam don't need it do not correcti surface.
Match ksi surface needed order men get minimizedsurface yesform uk and men avoid it
terbenfor gam conditions diseased no I agree accordingly it's in lapa wishful thinking.
persi
Onarea a dream
or p intersection n with nets existing, contour linepr formation DRO program very good oads better
dibanadd gar be contour ris
prog gram MXRooad. Otomatipemben pembasi enter the net g triangle
menycause pro ogram no can meng gident direction oftriangle.
form . Even though
ought to be
already
h can be saved
take it out situation situation
topographywhich
huh is in laanything. Jik a use will line
kontuur formationn programs MXRoad, mthen peren I don't can men identify the location
persimnets the said.

Information:
K
Contour
r prog formation
grams of DRoads
Contour
r prog formation
gram MXRoad

Figure 9 9. Example pe
comparison map results onset
ko in da good luck road n
Fromprocess results s processing n topog datagrafi, found don't ask wrong there is a needhan on
match
csi on the seg the triangle d produced. DFrom the results formof PE triangle seca manual fig d obtained
beberwhat's wrongait permasalabro ut, among others
n is:
1. Thin
J net not followedit's connectedbased on similarities n description,especially
t thesection
pad
u
utility such asbut the road, and
channel, as ta
well
building.
2. Formation
P n faceted netsthree done from point p leftmost da from three points the bersebe
y late.
3. Bench
T Point Mark does not need to be followed
put it in m processingform
process
ja aring like thata with
a
reason that wa elevation Be ench Mark ymeasured it could be ma'am
not elevation base point dfrom a monument,
b the results
can size
of pa
pe there is a section
monument
at bag
u outer
or side t monument, sono less eliti for
d
included in an surfac analysise. Almost s part of bes ar Benc pointch Mark berfar away
d a plan na trase aw Even though used
from d s as referenceuan penguku fee. Sehin nothing
k
possibility n program s automatically atis membent tuk net se the triangle connect please point
B with t point aroundar.
BM
4. The
T point is havem a lab bell descriptionother than for utility s like the road and wake up nan, no
m ket
have determinationsebesa
of cons
strainar part of uti litas. Because
a sep area ata swamp perti au rice fields
m lua asan who is cool
have big coup.
Proseice workmanship
n seg net the triangle d done se manually l am very happy
depend on g to
tensedar's appearance
ri engineer who do it ksanakan. UFor quality beginner bag or not skilled,
get tired
patan br spell the net un triangle to walk epanjang 166 km is h 3-5km / dayi, however
apabiila engineer yalready t skilled in am the processorhan topo dataografi then u for the road throughout
s
16 k km perki rakan only yes, lice need time it's 1-2 ha ari, namely s around 8-100km / day.
9
Page 10

b. Process of Geometric Design

The summary of the comparison of the design process using the MXRoad and DRoad programs for each element
design can be seen in the table below.
Table 2. Summary of Design Process Comparison Results
Criteria Design Parameters MXRoad program
Processing 1. Data Input • Use the help of another program in the form of an ASCII • Inputfile direct
Data import.
Topography • If there is multiple data, the user must manually do it• There are fa
checking automatic
2. Triangle Net Formation • Performed automatically by using the menu surface • Performed
analysis, but cannot be corrected directly if adjacent by
there is a mistake in the shape of a triangular net. Need help
description
another program
• Must consider the data of the outline • No need fo
( boundary line ) the user wil
Because
analyzed.in
3. Formation of contour maps • Performed automatically along with the formation • Analyzed a
triangle net The contou
in correctio
4. Establishment of a situation map
• Not directly facilitated by the program. Need • Can be don
help from other programs. existing, bu
according t
5. Work duration • Less than 1 day • More
color than
(beginners =
definition l
10 6. Correction of Circumstances • There are no facilities that can ensure that the contour maps produc
actually in the field For temporary checks, you can use the facilities found on . the Goog
enter the coordinates
That is with of the point to be checked so that the elevatio
7. Determining Location Routes• Conducted manually by setting a horizontal intersection point plan (P
pay attention to the condition of the contours around the location.
Design 1. Determination of e max values• and
Thef max
emax value is entered manually by the user • The emax v
Alignment based on predetermined design criteria at the time based on p
Horizontal superelevation calculation
• The value of f max is not calculated by the program • The f max v
formula.
2. Determination of the Bend radius
• The value of R is the only criterion in formation • The value o
used Bend program in
Ice.
• The selection of the R value used is done experimentally• Graphically
taking into account the alignment position in the existing corridor
from the de
• The program does not detect an R value that produces • aIfvalue
the R valu
superelevasi maximum, so user control is very from the em
expected the smallest

Page 11

Table 2. Summary of Design Process Comparison Results (continued)

Criteria Design Parameters MXRoad program
3. Long Value of Spiral Arches • There is no calculation of the minimum spiral arch length
• The progra
carried out by the program minimum us
• If the user does not give a spiral arch length value, • If the user d
R

then the program will automatically detect it as a type the program

Full circle . Criteria valu
Ls = 1.5 xb
 4. Selection of bend types •manually.
The type ofBybend
entering
usedthe
is determined
value of the by
spiral
the spiral
user means
• with
There
+ e)design
n are 7
the program detects it as a SCS type, if the value of•Ls isInomitted
order for
means the type of Full circle is used. the type of
and Circle
5. Calculation of superelevation •value
Use the rules and the whole stages • Generally u
at AASHTO 2001 by modifyin
by 80% Vr
Design 1. Longitudinal Ground Pieces • The longitudinal cut data of the subgrade is issued • Data on lon
Alignment directly based on the horizontal alignment data first by usin
Vertical used. Road CL.
Alignment
Then the da-
2. Maximum Slope • The maximum slope value is defined at the time of input • The maximu
11 vertical alignment parameters. generated
based on th
• The program will detect the vertical curve that has • The the progra
Vertical
maximum slope by providing cell warnings gradient be
coloured Red. curvature>
Menu
3. The length of the Critical Ramps
• The program does not count automatically, so it cannot • Calculated
known directly. plan and slo
• There is no warning if the critical length value is exceeded.
• The progra
exceeded w
4. Determination of Arch Length• Must be calculated manually because the program does • Besides
not do bei
Vertical suggested analysis of vertical arcing requirements. facility for c
based on se
structure
comfort, o,
5. Inter-alignment Coordination • Coordination between alignments can be seen in the•alignment Coordinatio
or sight
desig
vertical. Namely with the existence of each boundary linecan be seen
Bend. vertical
distancealig.
• The program provides menus to form composite models • Basically th
so that it can be seen directly describing the design results
still not as p
in 3dimensional. MXRoad p

Page 12

Table 2. Summary of Design Process Comparison Results (continued)

Criteria Design Parameters MXRoad program
Design 1. Traffic Path Needs • The definition of the number of lanes will only be seen• atThe
the definitio
stage
Piece superelevation calculation horizontal.
Across program
There are 6
2. Determination of Road Dimensions
• The cross section section of the road defined is • The cross s
traffic lane, road shoulder, and road median. shoulder wi
minimum R
automatical
• Special side drainage design for excavated areas only. • The
The width
drainago
heap
3. Cross Section Interval • Determined by the user according to design requirements• Same
• The cross section interval will be constant throughout• Cross secti
plot plan without being affected by the location of the STA
bend on the
4. Analysis of Volume of Land Works
• Use the Average End Area and • Same
consider the factor density of the input material
the user
5. Land Need Limit Analysis • The value of construction land requirements is not obtained
• The value o
Construction directly but must be offset from the output of the image known by u
resulting from the results of the plan of the earthwork boundary
Design
Road that
on
Cros
12 transverse
the piece earthwork.
Menu
Page 13

c. Design Results
From the results of the re-modeling of geometric designs in both programs the following results were obtained:
Table 3. Table Comparison of Design Results Using Both Programs Against Existing Design Data

Criteria Existing Design MXRoad program

Design • Total road length = 16 + 979.83 • Total road length = 16 + 979,825 • Total road len
Alignment • Bendiness (deg / km) = 22.7709 • Bendiness (deg / km) = 22.7709 • Bendiness (d
Horizontal • Min. Used = 900m • There is no direct type selection. If • The type of b
• Rmax used = 2000m using a Full circle means the value of Ls = 0 •Full
Forcircle
the length
the choiceand
of
Auto for SC
Design • Elevation of the road plan is adjusted to • For plan elevation there is no change in design data.
Alignment needs in the field. To overpass the differencePVI, as well as the vertical arch length used.
Vertical elevation must be greater than 5m. Following
• There is athe existing design
difference data. soil elevation due to the diffe
in the original
Good for
Cutout Design • The existing design consists of 3 parts of the• Program
road body PVI placement locations, elevationof pieces
limitations in the typical formation • Penyesuaian
Across (main road, right side and left side road) transverse, causing an adjustment to • Jumlah lajur 4
with a total length of roadside side edges design form. Namun tetap disesuaikan dengan dimensi badan jalan u
right to the left side is 54.4 meters. which exists. • Lebar bahu lu
13 • Each road body is not connected • Penyesuaian tipikal potongan melintang yang dilakukan • Lebar bahu d
directly. There are sidewalk barriers before theyaitu:
road • Lebar 3 mete
side • Jumlah lajur 4/2 D dengan lebar badan jalan 22.7m per sisi.
• After the pile feet are 3 meters wide • Lebar bahu luar digunakan bahu jalan samping = 3m
before the ROW fence intended for • Lebar bahu dalam digunakan bahu jalan main road = 0.5m
drainage. • Lebar 3 meter sebelum pagar ROW dioffset secara manual
dengan menggunakan AUTOCAD
Volume Galian 28326.223 24664.706
(m )
3

Volume 1709705.277 1724874.26

Timbunan (m ) 3

Selisih Volume
Tanah (m ) 3
1681379.054 (timbunan) 1700209.554 (timbunan)
Kebutuhan Batas
• Minimum ROW = 57 m • Minimum ROW = 62.949 m • Minimum R
Konstruksi • Maksimum ROW = 95.29 m • Maksimum ROW = 94.278 m • Maksimum
• Luas kebutuhan lahan = 1230043.308 m• 2 Luas kebutuhan lahan = 1238455.785 m 2 • Luas kebu
2
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6. METODOLOGI PENELITIAN
6.1. Conclusion
Hasil analisis perbandingan proses desain pada program MXRoad dan DRoads adalah sebagai
following:
a. Proses pembuatan segitiga secara otomatis pada MXRoad memberikan nilai lebih
dibandingkan program DRoads dalam segi kecepatan kerja. Kekurangan program MXRoad
pada tahap pembuatan surface terletak pada proses koreksi jaring segitiga yang terbentuk,
sehingga hasilnya kontur yang terbentuk bersifat final. Sedangkan proses pembuatan segitiga
secara manual pada program DRoads secara tidak langsung sudah mempertimbangkan tahapan
koreksi yang harus dilakukan.
b. Adanya beberapa fasilitas tambahan seperti perhitungan kebutuhan panjang lengkung
peralihan, perkiraan kebutuhan panjang lengkung vertikal, serta adanya keterangan hasil
analisa pada program DRoads dinilai sangat membantu pengguna dalam mengontrol hasil
yang diperoleh dalam proses desain baik alinyemen horisontal maupun alinyemen vertikal.
Beberapa hal di atas tidak ditemukan pada program MXRoad. Program tidak menjelaskan
secara rinci mengenai hasil desain seperti yang dilakukan oleh program DRoads, sehingga
dibutuhkan keterampilan dari desainer sendiri dalam menilai hasil yang dihasilkan oleh
program.
c. Pada desain saluran samping yang terdapat pada desain potongan melintang, kekurangan dari
program MXRoad yaitu membatasi hanya untuk kondisi galian saja, sedangkan pada program
DRoads dapat terfasilitasi untuk kondisi galian ataupun timbunan. Sehingga apabila pada
kondisi timbunan diperlukan saluran samping tambahan maka pada program MXRoad harus
ditambahkan secara manual pada tahap penggambaran potongan melintang, dan
diperhitungkan kembali pada tahap analisa kebutuhan lahan konstruksi.
d. Dari hasil pemodelan ulang pada kedua program, diperoleh hasil volume pekerjaan tanah dan
kebutuhan batas lahan konstruksi yang tidak terlalu jauh perbedaannya. Yaitu sekitar ±
1547,527 m 3 untuk selisih volume pekerjaan tanah antara kedua program. Dan sekitar ±
2303,728 m 2 untuk selisih kebutuhan batas lahan konstruksi pada kedua program.
6.2. Saran
Penelitian ini merupakan salah satu langkah awal dalam rangka perbaikan proses desain geometrik
untuk memperoleh hasil yang dianggap optimum. Dan tentu saja masih terdapat beberapa
kekurangan yang memerlukan perbaikan ataupun beberapa hal yang tidak termasuk dalam lingkup
research. Secara umum saran-saran untuk penelitian selanjutnya dapat diuraikan sebagai berikut:
a. Pada penelitian ini, koreksi pekerjaan tanah terhadap adanya struktur jembatan dilakukan
secara manual pada volume pekerjaan tanah. Oleh karena itu, pada penelitian selanjutnya akan
lebih baik jika dilakukan pembuatan algoritma yang terhubung langsung dengan program
sehingga dapat mengoreksi volume pekerjaan tanah hanya dengan menentukan lokasi rencana
jembatan ataupun struktur lainnya.
b. Terkait dengan pembentukan surface sebagai acuan elevasi tanah dasar dari alinyemen jalan
yang terbentuk pada perencanaan geometrik jalan, diperlukan pembuatan program pendukung
untuk mengotomatiskan pembuatan jaring segitiga yang telah mempertimbangkan keseluruhan
kondisi utilitas sehingga tidak membutuhkan koreksi jaring segitiga secara manual.

7. UCAPAN TERIMA KASIH

Penelitian ini dapat terselenggara atas bantuan dan dukungan penuh dari PT. Wiratman – Jakarta.
Bro. Evi Ayuningtyas merupakan salah satu karyawan dari PT. Wiratman yang telah memperoleh
beasiswa dalam menempuh pendidikan pascasarjana di Institut Teknologi Bandung, Program Studi
Sistem dan Teknik Jalan Raya Tahun 2012.

14
Page 15

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