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Hasyim, Hasyim

Jurusan Teknik Sipil Fakultas Teknik Universitas Mataram

Author-ID : 1377819

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EVALUASI KINERJA OPERASIONAL TERMINAL DARA KOTA BIMA SUTEJA, I WAYAN; ROHANI, ROHANI; HASYIM, HASYIM
GANEC SWARA Vol 14, No 1 (2020): Maret 2020
Publisher : Universitas Mahasaraswati Mataram

Terminal Dara is the center of community activities in meeting the needs for movement from one place to another with various purposes used by the people of the of Bima City and Regency. Terminal Dara has experienced a decline and an increase in the number of transportation from year to year; this condition makes facilities and operational performance at the Dara Terminal become very important. The purpose of this study is to determine the operational performance and facilities as well as the current area of Dara Terminal facilities. The method used in this study is a direct survey in the field for primary data by recording the bus license plate, time of entry and exit of buses and visitors vehicles at the entrance and exit gate and recording the number of passengers and users of waiting rooms, the number of seats in passenger waiting rooms, and bus station facilities. Data collection is carried out for three days with duration of 13 hours each day.Based on the results of the analysis of the performance that has been carried out, the value for the bus queue analysis ? = 2.11> 1 indicates that there is a queue of bus services at Dara bus station. The highest value of arrival average time headway is 17 minutes 22 seconds and the departures average time headway is 12 minutes 23 seconds. The highest departure load factor is 81.44% in the ANGDES and the highest load factor is 73.64% in ANGDES too. The parking space requirement for cars and motorbikes of 128 m² can still be served by vehicle parking area in bus station, while the parking area for bus is not able to serve bus which parked in the bus parking area with the value of parking space needs 902.5 m² while the area the current bus parking area is 631.25 m². Based on the results of the performance analysis that has been done, the value obtained for bus queue analysis ? = 2.11> 1 indicates that there is a queue of bus services in Dara Terminal. The time between the highest average arrivals is 17 minutes 22 seconds and the time between the highest average departures is 12 minutes 23 seconds. The highest departure load factor was 81.44% at ANGDES and the highest arrival load factor was 73.64% at ANGDES as well. The need for parking spaces for private cars and motorbikes of 128 m² can still be served by the terminal private vehicle parking area, while the parking area for buses is not able to serve buses that park in the bus parking area with a value of 902.5 m² of parking space while the area the bus parking area is currently 631.25 m². Based on existing survey results, the bus departure lane and passenger lounge of Terminal Daral need to be renovated, or they can relocate the terminal to a wider area.

ANALISA PRODUKTIVITAS DAN BIAYA OPERASIONAL ALAT BERAT PADA PROYEK PEMBANGUNAN STREET-RACE CIRCUIT MANDALIKA HASYIM, HASYIM; WARKA, I GEDE PUTU; ARIATI, CAHYA PURI
GANEC SWARA Vol 15, No 1 (2021): Maret 2021
Publisher : Universitas Mahasaraswati Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v15i1.183

Â Â Â Â The Mandalika circuit project is a large-scale construction project built in the Mandalika Special Economic Zone (SEZ), Central Lombok, West Nusa Tenggara (NTB). The 4.31 kilometer racetrack will have 19 bends, so it requires heavy equipment to improve the quality production and increase project efficiency. The analysis conducted to obtain the hourly productivity, operating cost, income and profit of excavators, dump trucks, motor grader, vibrator roller, and water tanker used in the worksite of Mandalika circuit.Â Â Â Â Â The hourly productivity for structural cut with a depth of 2 to 4 meter of excavator is 17.778 m3/h and dump truck 11.755 m3/h. The excavator production for stockpiling fromÂ excavatedÂ sourcesÂ isÂ 30.521Â m3/h, dump truck 13.171 m 3/h, motor graders 1839.780 m 3 /h, vibrator roller 90.414 m 3 /h and water tankers truck 71,142 m 3/h. Motor grader production for road body preparation work is 362,222 m3/h, vibrator roller 126,851 m3/h and water tanker truck 62,250 m3/h. The hourly operating cost for the excavator is Rp. 718,048,581, motor grader Rp. 670,416,081, vibrator roller Rp. 609,423,907, and water tanker truck Rp. 380,806,081. The income and profit from the use of heavy equipment are Rp. 39,488,806,755 and Rp. 3,589,981,523.05.

EVALUASI KINERJA RUAS JALAN DAN SIMPANG TIDAK BERSINYAL DENGAN FASILITAS PUTAR BALIK (U-TURN) STUDI KASUS JALAN SRIWIJAYA DI KOTA MATARAM ROHANI ROHANI; HASYIM HASYIM; MUHAMAD DILAN HIDAYTULLAH
GANEC SWARA Vol 16, No 1 (2022): Maret 2022
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v16i1.266

Along with the increasing population and increasing development in all sectors in Mataram City every year, resulting in an increase in the volume of vehicles which often causes potential traffic conflicts. This condition results in disturbances for motorists in the flow of vehicles on the u-turn facility so that it affects performance on the road. One of the roads in the city of Mataram that is the choice in the travel route for the community is Jalan Sriwijaya. It is necessary to review the performance of roads with median openings, especially on unsignalized roads and intersections.The method used in this study is the calculation of urban road performance using MKJI 1997. Data from the location of median openings on unsignaled roads and intersections were collected through a field survey and then calculated the average traffic flow, average speed, average turning time average, capacity, degree of saturation, and level of road service. The results of the analysis show that the average traffic flow that occurs on the Sriwijaya road is 864.73 pcu/hour with a capacity of 2737.15 pcu/hour and the degree of saturation (DS) is 0.316 so that it is classified as a service level "B", while the average traffic flow at the unsignalized intersection is 2441.77 pcu/hour with a capacity of 4199.91 pcu/hour and a degree of saturation (DS) value of 0.581 so that it is classified in the "C" service level. The average turning time on roads is 8.04 seconds and at unsignalized intersections 6.94 seconds.

KEBUTUHAN ARMADA DAN KESESUAIAN TARIF TAKSI KONVENSIONAL DI KOTA MATARAM BERDASARKAN BOK, ATP DAN WTP I WAYAN SUTEJA; HASYIM HASYIM; I GEDE PUTU WARKA
GANEC SWARA Vol 13, No 2 (2019): September 2019
Publisher : Universitas Mahasaraswati Mataram

With the development of technology, the thinking to use applications in the business world also develops. One of them is a business in the field of transportation. At present an application-based transport service has emerged. The emergence of these services, the Conventional Taxis have new competitors. The existence of such competition has led to disputes between conventional taxis and application-based taxis. The existence of Application-Based Taxi, causing some people in the city of Mataram have the opportunity to switch interests using Application-Based Taxi. Under these conditions, the number of fleets and the suitability of conventional taxi rates in the city of Mataram need to be reviewed. In this study, examined taxi rates according to the calculation of vehicle operating costs. Then compared with the ability to pay and the will of the people of the City of Mataram. Then the number of taxi fleet requirements for the City of Mataram will be calculated. From the results of this study it can be concluded that: 1). there is an excess number of taxi fleets, which is 550 fleet optically, but in reality the current taxi fleet operating based on real conditions in the field is as many as 636 fleets from all operators, 2). 48.75% of respondents have the ability to pay a tariff of Rp.3,900 / kilometer and the remaining 52.25% of respondents are forced to use conventional taxis, 3). Current rates are in accordance with government regulations. This can be seen from the calculation of vehicle operating costs (BOK) for the tariff per kilometer is Rp. 4,000 per kilometer while the current tariff is Rp. 3,900, - only a difference of Rp. 100

EVALUASI PRODUKTIVITAS DAN EFISIENSI ALAT BERAT PADA PEKERJAAN TANAH PROYEK PERPANJANGAN RUNWAY DI BANDARA INTERNASIONAL LOMBOK AMRUN ZAOQI; HASYIM HASYIM; I GEDE PUTU WARKA
GANEC SWARA Vol 16, No 2 (2022): September 2022
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v16i2.328

Projects for the extension of the runway and other supporting facilities at the international airport of Lombok, Central Lombok, West Nusa Tenggara (NTB), where the implementation of the work is dominated by the use of heavy equipment to accelerate the completion of the work.The data obtained is by direct observation in the field. Analysis of the calculation of heavy equipment productivity, heavy equipment operating costs, revenue and profit were analyzed using the Bina Marga method. The heavy equipment studied in the field are excavators, dump trucks, motor graders, vibrator rollers, and water tankers.Productivity and the number of tools needed from the analysis results with those in the contract documents are appropriate, while the duration or time of work from the analysis results is more efficient. The hourly rental fee obtained from the calculation results for each heavy equipment, namely Excavator, is Rp. 694,260. Dump trucks of Rp. 753,762. Motor grader Rp. 642.188. Vibratorroller Rp. 551583.4. As for the Watertanker Rp. 384,646.04. The income and profit obtained from the use of heavy equipment on the ground work of the runway extension project at the Lombok international airport with a total of Rp. 38,279,148,142.96 and a profit of Rp. 3,469,922,558.05.

TINJAUAN HAMBATAN SAMPING, KAPASITAS DAN TUNDAAN LALU LINTAS PADA SIMPANG TIDAK BERSINYAL DIKOTA MATARAM ROHANI ROHANI; HASYIM HASYIM
GANEC SWARA Vol 17, No 1 (2023): Maret 2023
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v17i1.365

On several roads in the city of Mataram, such as the Dr. Wahidin road, there are many shops that do not have enough parking space, so many vehicles are parked on the shoulder of the road and even on the road. The presence of pedestrians crossing the road and the activity of vehicles entering/exiting the road affect the speed of traffic, and the capacity of the road so that at certain hours there are frequent traffic jams. This of course will have an impact on the delay at the intersection of Dr. Wahidin. As for the Caturwarga street, there are schools, hospitals and shops that do not have sufficient parking space, many vehicles that drop off and pick up passengers and vehicles that enter and leave the land use side of the road. Of course, this condition affects the smooth flow of traffic, so it has an impact on delays at the Catur Warga intersection. This study analyzes side resistance, capacity and delay at unsignalized intersections on Caturwarga and Dr. Wahidin roads. The total of this side resistance will be used to analyze how much influence it has on the delay using the 1997 MKJI method. The results of the analysis at the Catur Warga intersection have side friction, and the delays are 790.7 events/hour, 16.63 seconds/smp. Meanwhile, at the Dr. Wahidin intersection, the side friction and delays are 403.1 events/hour and 17.00 seconds/pcu, respectively. From the results of regression analysis, side barriers affect traffic delays by 89.7% and at Dr. Wahidin intersections by 79.7%. Partially at the Catur Warga intersection, the side friction variable that has the most influence on delays is Exit/Entrance Vehicles on the land use side of the road (EEV). On the Dr. Wahidin road, the side obstacle variable that has the most influence on delays is Pedestrians (PED).

PENGARUH HAMBATAN SAMPING TERHADAP KINERJA RUAS JALAN SATU ARAH DAN DUA ARAH TANPA MEDIAN DI KOTAMADYA MATARAM HASYIM HASYIM; ROHANI ROHANI
GANEC SWARA Vol 17, No 1 (2023): Maret 2023
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v17i1.382

Street Catur Warga and Dr. Wahidin did not have enough stops, so many vehicles stopped on the shoulder of the road and parked on the side of the road. The number of people crossing the road and the number of vehicles entering/exiting the road causes a reduction in the speed, volume and capacity of the road so that at certain hours traffic jams often occur. This study analyzed the side friction, volume and speed of Catur Warga and Jalan Dr. Wahidin used the 1997 MKJI method. The results of the analysis on one-way roads, especially the Catur Warga road, had side friction, volume and speed respectively, namely 790.7 events/hour, 1533.75 smp/am and 46.08 km/hour. While the two-way street, Jalan Dr. Wahidin, has side friction, volume and speed of 403.1 events/hour, 1916.15 smp/hour and 38.58 km/hour. From the results of the regression analysis, side friction is very influential on the volume and speed of traffic. This can be seen from (r) in the range of 0.7 < r < 0.9 where the number shows a strong influence and 0.9 < r < 1 indicates a very strong influence. The results of partial regression analysis show that on the Catur Warga road, the side barriers that have the most influence on volume are Parking and Vehicle Stops (PSV), while at speed, namely Vehicles Exiting/Entering Roadside Land Use (EEV). On the Dr. Wahidin the side friction variable that has the most influence on volume is Pedestrians (PED), while at speed, namely Parking and Vehicle Stops (PSV).

EVALUASI KINERJA SIMPANG TAK BERSINYAL TIPE 422 DAN TIPE 424M (STUDI KASUS : SIMPANG EMPAT TAK BERSINYAL JALAN TGH IBRAHIM KHOLIDI, KECAMATAN KEDIRI, KABUPATEN LOMBOK BARAT) HASYIM HASYIM; ROHANI ROHANI
GANEC SWARA Vol 17, No 3 (2023): September 2023
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v17i3.551

The unsignalized four-way intersection in Kediri is located in the Kediri Subdistrict of West Lombok Regency and is one of the unsignalized intersections situated very close to the center of community activities. Additionally, there is an educational center in the vicinity, and the traffic conditions at this intersection are quite congested on a daily basis. The mobility level of both individuals and goods, using both light and heavy vehicles, is visibly high at this intersection. A median strip is the central part of the road that physically separates opposing traffic flows. Therefore, the use of a median strip on the road significantly impacts traffic flow efficiency, by reducing delays, queue probabilities, side hindrances, decreasing accident rates, and providing comfort for road users, thereby making road users feel safe and organized. Thus, the government is planning to construct a road median.This study analyzes the performance of an unsignalized intersection before and after the installation of a median, covering aspects such as volume, side constraints, queue probabilities, delays, and saturation levels, using the 1997 Indonesian Highway Capacity Manual (MKJI) methodology.The analysis results for the unsignalized intersection before median installation show a capacity of 3061.5 vehicles per hour, a saturation level of 0.970 (Service Level D), a delay of 14.885 seconds per vehicle, a queue probability of 36.361%, and side constraints amounting to 881.9 incidents per hour. On the other hand, for the unsignalized intersection tipe after median installation, it exhibits a capacity of 3330.5 vehicles per hour, a saturation level of 0.729 (Service Level C), a delay of 12.654 seconds per vehicle, a queue probability of 21.942%, and side constraints amounting to 629.2 incidents per hour.The performance of the four-way intersection in Kediri on TGH Ibrahim Kholidi Road, in the Kediri Subdistrict of West Lombok Regency, was lower before the median installation compared to the tipe of intersection after median installation.

ANALISIS KINERJA SIMPANG BERSINYAL TANAH AJI – KOTA MATARAM DENGAN SOFTWARE PTV VISSIM MAHENDRA, MADE; HASYIM, HASYIM
GANEC SWARA Vol 18, No 3 (2024): September 2024
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v18i3.1028

The Tanah Aji signalized intersection is one of the crossroads in Mataram City that links Jalan Sriwijaya with Jalan Majapahit and Jalan Airlangga with Jalan Gajah Mada . The Department of Transportation (DISHUB) officially reactivated the Tanah Aji signalized intersection (APILL) on Wednesday, December 14 2022. The aim of this research is to determine the performance of the Tanah Aji signalized intersection in Mataram City in its existing condition and provide solutions to improve performance. the signalized intersection. Primary and secondary data collecting was part of the research methodology. Secondary data is in the form of location map data obtained from Google Earth, traffic light cycles, and video recordings of intersections from the Mataram City Transportation Department (DISHUB). Next, analytical modeling of existing conditions is carried out. The results obtained show that the existing conditions produce a level of service E. The solution by modeling the flyover on Jalan Majapahit and Jalan Sriwijaya produces a level of service C. Comparison of the performance of the Tanah Aji intersection, Mataram City in the existing condition and the flyover solution from the results of the Vissim software analysis, is the existing condition, it was found that the length of the vehicle queue was 92,077 m Jl. Srivijaya; 231,275 m Jl. Gajah Mada; 177,973 m Jl. Majapahit and 157,783 m Jl. Airlangga. The results of the flyover solution analysis showed that the vehicle queue length was 54.09 m Jl. Srivijaya; 201.15 m Jl. Gajah Mada; 76.95 m Jl. Majapahit and 107.71 m Jl. Airlangga

EVALUASI CYCLE TIME TERHADAP KONDISI MEDAN PADA PROYEK PEMBANGUNAN AKSES JALAN SAMOTA LANJUTAN KABUPATEN SUMBAWA HASYIM HASYIM; ROHANI ROHANI
GANEC SWARA Vol 18, No 4 (2024): Desember 2024
Publisher : Universitas Mahasaraswati K. Mataram

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.35327/gara.v18i4.1181

The Samota Road access development project continued in Sumbawa Regency is one part of the Samota area development project which acts as access to mobilization and supports the acceleration of development, economy, social and culture. In large-scale road works, heavy equipment is needed to facilitate work in a relatively shorter time. Errors in the operating time of heavy equipment and differences in the work field will affect cycle time and have an impact on productivity. This study aims to determine the amount of heavy equipment cycle time, heavy equipment productivity, and the effect of cycle time on heavy equipment productivity. The methods used in this research are time study and correlation methods. The time study method is a measurement of work by collecting data based on the time needed to complete a job so that productivity can be calculated, while the correlation method is an analysis to determine the level of relationship between the independent variable (X) and the dependent variable (Y).Based on data analysis, the value of cycle time, productivity and the effect of cycle time on heavy equipment productivity were obtained. In segment 1, the cycle time of the motor grader is 303,247 seconds with a productivity of 916,037 m2/hour and the cycle time of the vibratory roller is 612,345 seconds with a productivity of 1061,400 m3/hour. For the effect of cycle time on the productivity of the motor grader, the correlation test result is 0,986 and the vibratory roller is 0,999. In segment 4, the motor grader cycle time is 316,107 seconds with a productivity of 831,112 m2/ hour and the vibratory roller cycle time is 655,370 seconds with a productivity of 988,200 m3/hour. For the effect of cycle time on motor grader productivity, the correlation test results were obtained at 0,975 and vibratory roller at 0,999. In both segments, there is a very strong influence and relationship between variable X (cycle time) and variable Y (productivity).

Co-Authors Agus Suroso Agus Suroso AMRUN ZAOQI ARIATI, CAHYA PURI Atas Pracoyo Desi Widianty Desi Widianty Efa Arina Undiyatami H. Hariyadi Hariyadi, Hariyadi Hartana Heri Sulistiyono I Dewa Gede Jaya Negara I Gde Putu Warka I Gde Putu Warka I GEDE PUTU WARKA I GEDE PUTU WARKA I Kade Wiratama I Nyoman Merdana I W Sugiartha I Wayan Joniarta I WAYAN SUTEJA I Wayan Suteja I Wayan Suteja I Wayan Yasa IAO Suwati Sideman Ida Ayu Oka Suwati Sideman Jurnal Pepadu Karyawan, I Dewa Made Alit Khairul Faqihi Lilik Hanifah Made Mahendra Made Mahendra Made Mahendra Made Mahendra Mahendra, Made MAYA NURFADILLAH MUHAMAD DILAN HIDAYTULLAH Muhammad Ismail N.N. Kencanawati Ngudiono Ngudiono Ratna Yuniarti Ratna Yuniarti Ratna Yuniarti Ratna Yuniarti Ratna Yuniarti Ratna Yuniarti Rohani Rohani Rohani Rohani Rohani Rohani Salehudin Salehudin Salehudin Shofia Rawiana Suryawan Murtiadi Suryawan Murtiadi, Suryawan Syamsul Hidayat Teti Handayani Tri Sulistiyowati WARKA, I GEDE PUTU Yusron Saadi ZIYAD PIRJATURROFI

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