ROAD PLANNING ON SEGMENT INARI – BOFUWER (STA. 61 + 500 – 68 + 200) KAIMANA REGENCY WEST PAPUA PROVINCE

West Papua Province is a new province with a relatively low economic level due to inadequate road access. Many areas are isolated, which hampers the distribution of goods and services. One isolated area is the Kaimana Regency with Fakfak Regency. Therefore, to open regional isolation and improve the local community's economy, it is necessary to plan a road in the Inari – Bofuwer segment as an infrastructure that can connect the two areas. Road planning consists of geometric road planning based on Tata Cara Perencanaan Geometrik Jalan Antar Kota No. 38 Tahun 1997, road pavement thickness planning using the 2017 Bina Marga method, and road drainage planning based on Perencanaan Sistem Drainase Jalan Tahun 2006. The geometric design of the road for horizontal alignment obtained 13 Spiral-Circle-Spiral bends and 5 Spiral-Spiral bends. In contrast, the vertical alignment consists of 13 concave curves and 13 convex curves. The road pavement uses Burda or Burtu with a thickness of LPA Class A 250 mm, LPA Class B 110 mm, and a soil stabilization layer 150 mm. The planned road drainage channel is in the form of a trapezoid with a width of 0,4 – 0,6 meters and a height of 0,85 – 1,15 meters.

This research identifies the existing problem, namely the absence of infrastructure that can connect Kaimana Regency with Fakfak Regency, so it is necessary to plan a road to open regional isolation and increase community economic growth.
Furthermore, a literature study is carried out, which is the stage of collecting references, both from books, regulations, or guidelines, and research that has been done previously.
The next step is to collect the data needed in this study, namely topographic maps, data LHR, data CBR, and data rainfall which is secondary data.
After obtaining all the required data, then data analysis is carried out for road planning in the Inari -Bofuwer segment, which is divided into the following subchapters:

A. Road Planning 1. Road Classification by Function
There are four groups of roads according to their function as follows [5]: a. Arterial Road Public roads that serve the main transportation with high average speed, long-distance travel, and access roads are limited. b. Collector Road Public roads that serve the collectors' transportation with moderate average speed, medium-distance travel, and entrances are limited. c. Local Road Public roads that serve the local transportation with a low average speed, short distance travel, and access roads are not limited. d. Environmental Road Public roads that serve the environmental transportation with a low average speed and short distance travel.  Marga (1997) Marga (1997)

Cross Section a. Traffic Lane
The width of the lane and road shoulder according to the VLHR is shown in Table 3 below.  Marga (1997) b. Lane The lane's width is determined based on vehicle speed and design, expressed by the function and road class shown in Table 4 below.  Marga (1997)

Sight Distance
Sight distance is the distance required by the driver while driving to know the surrounding conditions, and if there is a hazard, it can be avoided [6], [7]  Source: Direktorat Jenderal Bina Marga (1997) b. Design Speed

Horizontal Alignment
Horizontal alignment, also known as road alignment, is a projection of the road axis on a horizontal plane consisting of straight lines connected by curved lines [6]. Several components must be considered in planning a horizontal alignment, namely: a. Bend The superelevation and the centrifugal force are determined as follows: i. Out of town roads: emax = 10%, VR > 30 km/hour emax = 8%, VR = 30 km/hour ii. City roads: emax = 6% iii. Centrifugal force (f) = 0,14 -0,24 for asphalt The magnitude of the superelevation and the centrifugal force affect the horizontal bending radius, which can be obtained using the following equation. (6) The transition arc length (Ls) is used as the largest of the three following values. i. Maximum travel time on the transition curve (7) ii. Anticipating centrifugal force (8) iii. Level of attainment of slope change (9) Information: T = travel time on the transition curve, 3 seconds VR = design speed (km/hour) e = superelevation C = change in acceleration, 1 -3 m/s 3 R = radius of bend (m) emax=maximum superelevation en = normal superelevation, 2 -4% re = level of achievement of slope change cross the = road = remax = 0,035 m/m/sec, VR < 70 km/hour = remax = 0,025 m/m/sec, VR > 80 km/hour b. Horizontal Curved Shape The planning of the horizontal curved shape is carried out according to the flow chart shown in Figure 2 below. The equations used in planning the horizontal curved shape are as follows. (10)

Vertical Alignment
The vertical alignment is also known as the longitudinal section, which is the road's intersection in the vertical plane with the road surface plane that passes through the road axis [7]. The component that must be considered in planning the vertical alignment is the vertical curvature. Types of vertical curves are grouped into two in terms of the point of intersection of the two straight sections, namely: a. Concave Vertical Curve Determination of the length of the concave vertical arch must pay attention to the following points. i. Drainage requirements (14) ii. Driver comfort Determination of the length of the convex vertical arch must pay attention to the following points. i. Sight distance Terms J < L Stopping sight distance: Overtaking sight distance: (17) Terms J > L Stopping sight distance: Overtaking sight distance:

Source: Direktorat Jenderal Bina Marga (2017)
Traffic growth over the design life is obtained by the cumulative growth factor using the following equation.
(21) Information: R = traffic growth multiplier cumulative i = annual traffic growth rate (%) UR = plan life (years) b. Traffic on Design Lane On two-way roads, the directional distribution factor (DD) value is taken as 0,50, while the value of the lane distribution factor (DL) is shown in Table 10 below. Table 10 lane distribution factor (DL)

Number of Lanes per Direction
Vehicles on The Design Lane (% )  1  100  2  80  3  60  4 50 Source: Direktorat Jenderal Bina Marga (2017) c. Load Equivalent Factor Traffic loads must be converted to standard loads using the VDF values shown in Table 11 below.

. Pavement Structure
The pavement structure design has been determined by various design charts, as shown in Table 12.

Pavement Foundation Plan
Flexible pavement with sub-standard foundation design required reinforcement with additional layers of asphalt repeatedly during its service life. The minimum thickness of the support layer to achieve a design CBR value of 6% is shown in Table 13 below.

Hydrological Analysis
Maximum daily rainfall data in a year or minimum rainfall data is required in the last ten years, which is expressed in mm/day. The return period for the construction of drainage canals is set at five years. The following equation obtains rain intensity.
(28) Information: XT = the amount of rainfall for the return period T = years (mm/24 hours) = arithmetic mean of cumulative rain Sx = standard deviation YT = variation which is a function of return period Yn = value that depends on n Sn = standard deviation is a function of n I = rainfall intensity (mm/hour)   Source: Badan Standar Nasional (1994)

Water Flow Rate
(29) Information: Q = water flow rate (m 3 /second) C = average flow coefficient A = total service area (km 2 )

Pavement and Road Shoulder Cross Slope
The slope of the road shoulder is taken to be 2% greater than the slope of the road surface.

Channel Cross Section
The following equation obtains the cross-sectional component of the trapezoidal channel.

Source: Departemen Pekerjaan Umum (2006)
The results of the road planning that have been carried out are obtained in the form of horizontal and vertical road alignment plans, road pavement thickness plans, and road design drainage dimensions.
The last stage in this research is to draw conclusions from the planning results and provide suggestions.

RESULTS AND DISCUSSIONS
The Inari -Bofuwer segment plans to be an arterial road with a 2-lane 2-way undivided road type (2/2 UD) with a lane width of 7,5 meters and a shoulder width of 1,5 meters.

A. Road Geometric Planning
The planned route path is shown in Figure 3 below.

Figure 3 Road route plan (Source: Research Results)
The calculation results for the azimuth angle, bend angle, and distance are shown in Table 25.

Horizontal Alignment
Used vehicle design speed (VR) 60 km/hour, emax 10%, and centrifugal force (f) 0,14, so that the calculation results of the minimum bending radius (Rmin) with equation (6) are 119 meters.
Planning the horizontal curved shape is carried out at bend P1 with the calculation flow by Figure 2. The value of the bend radius (R) used is 200 meters, and the superelevation value (e) obtained from AASHTO 2018 is 8%. The transitional arc length (Ls) obtained using equations (7), (8), and (9) are 50 meters, 5,34 meters, and 38,1 meters, respectively, so that the enormous value is 50 meters. The arc length (Lc) obtained using equation (11) is 207,96 meters, greater than 20 meters. Furthermore, the calculation of the tangent shift to the spiral (p) with equation (12) is obtained by 0,52 meters, which is greater than 0,25 meters.
Then the coefficient of friction (f) is calculated with equation (13) obtained at 0,062, which is greater than 0,03. The results of the calculations that have been carried out are obtained for the P1 bend using a spiral-circle-spiral horizontal curve.
The results of calculations for planning the horizontal curved shape at other bend points are shown in Table 26 below. Based on the above calculation results, it is found that there are two types of horizontally curved shapes used, namely spiral-circle-spiral with a total of 13 bends and spiral-spiral with a total of 5 bends.

Vertical Alignment
The existing vertical alignment at the road planning location is shown in Figure 4 below.

Figure 4 Existing vertical alignment (Source: Research Results)
Vertical alignment planning is carried out at the PPV1 bend by calculating the design slope using the following equation.
(38) It was obtained for g1 of -7,17% and g2 of -0,89%, and then the algebraic difference was calculated using the following equation.
(39) The algebraic difference is -6,29% which is a concave vertical curve. Furthermore, to obtain the value of stopping sight distance and overtaking sight distance, equations (1) and (2) are used, respectively 92,63 meters and 347,85 meters. The vertical arch length (L) is obtained by using equations (14) to (20), which are respectively 251,4 meters, 58,02 meters, 135,15 meters, 792,18 meters, 121,77 meters, 542,96 meters, and 36 meters. The calculation of the length of the vertical curve used the enormous value that meets, where the station's calculation will not overlap at the next vertical bend point. The PPV1 bend uses a vertical bend length value of 251,4 meters ~ 252 meters.
The vertical alignment of the plan at the road planning location is shown in Figure 5 below. The calculation results for the design slope and algebraic differences at other vertical bend points are shown in Table 27 below.

Source: Research Results
Based on the calculation results above, there are 13 concave vertical curves and 13 convex vertical curves.

B. Road Pavement Thickness Planning
The thickness of the pavement is planned with flexible pavement using a layer of asphalt for a design life (UR) of 20 years. The traffic growth rate factor (i) 4,75%, lane distribution factor (DL) 1, and direction distribution factor (DD) 0,50 are used. The traffic growth multiplier is obtained using equation (21) of 32,21.
Based on the LHR data from the survey, four types of vehicles pass through the road, with the LHR values obtained as shown in table 28 below.

Source: Research Results
As seen in Table 28, the values for VDF 4 and VDF 5 are obtained based on Table 11. The calculation of ESA 4 and ESA 5 uses equation (22), and if added up for each type of vehicle, it will produce CESA 4 and CESA 5.
Based on the calculation results above, the CESA 4 value is 169295,8. The type of pavement used based on Table 12 is Burda or Burtu with LPA Class A or original rock because the road planning location is a forest with soft soil. The thickness of the pavement layers obtained from Design Chart 5 in the 2017 Road Pavement Design Manual is 250 mm Class A Aggregate Foundation and 110 mm Class B Aggregate Foundation.
The road planning location has an average subgrade CBR value of 3,23%, so it is necessary to improve the subgrade in cement stabilization on the foundation by providing an additional layer of asphalt as reinforcement.
The thickness of the subgrade improvement layer based on Table 13 was used at 150 mm so that the CBR value increased to 6%.

C. Road Drainage Planning
Road drainage planning is carried out in segment one, which is located in the STA. 61 + 500 -61 + 700 with a channel length of 200 meters. The flow coefficient (C) value for each type of surface is obtained based on Table  14 of 0,95, 0,65, and 0,80 and for the runoff factor (fk) of 0,4. The average flow coefficient (C) is obtained using equation (23) of 0,347. The drag coefficient (nd) value for each type of surface is obtained based on Table 15 of 0,013, 0,200, and 0,800. The transverse slope (is) on each surface type is obtained based on Table 19 of 2% and 4%. Concentration time (Tc) was obtained using equations (24), (25), and (26) for right side road drainage of 5,02 minutes and 5,01 minutes for left side road drainage.
Rainfall intensity (I) is obtained by using equation (28) of 121,66 mm/hour. In segment one, the water flow rate is obtained using equation (29) of 0,247 m 3 /second. Drainage channels must have dimensions that can accommodate the flow of water. Therefore, the flow rate of the channel water must be greater than the design water flow rate, with the velocity in the channel not exceeding the permitted speed.
Road drainage is planned to use a trapezoidal shape with masonry material because, for stability, the slope of the wall can be adjusted, and for its manufacture, it does not require enormous costs [7], [8]. The permissible speed according to Table 20 is 1,50 m/s and the permissible channel slope according to Table 21 is 7,5%. The drainage dimensions were obtained using equations (30) to (37), as shown in Table 29.

Source: Research Results
Based on the results of the above calculations, three types of road drainage dimensions are obtained, namely: