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<![CDATA[ANALISIS KARAKTERISTIK DAN KEBUTUHAN PARKIR DI UNIVERSITAS PENDIDIKAN NASIONAL ]]>
<![CDATA[Dewa Ayu Putu Adhiya Garini Putri]]>;
<![CDATA[Putu Budiarnaya]]>
<![CDATA[ PADURAKSA: Jurnal Teknik Sipil Universitas Warmadewa Vol. 11 No. 1 (2022) ]]>
Publisher : <![CDATA[Program Studi Teknik Sipil, Fakultas Teknik dan Perencanaan, Universitas Warmadewa ]]>
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DOI: 10.22225/pd.11.1.4102.33-39
<![CDATA[Peningkatan aktifitas dan fasilitas pendidikan dalam suatu universitas membuat Kampus merupakan salah satu area potensial yang menyebabkan terjadinya bangkitan perjalanan, salah satunya yang terjadi pada Universitas Pendidikan Nasional. Permasalahan yang terjadi akibat adanya bangkitan perjalanan diantaranya adalah kurang memadasinya fasilitas parkir di Kampus Undiknas seringkali terjadi pada jam-jam puncak. Hal ini terjadi karena belum adanya pembatasan area yang jelas sehingga pemilik kendaraan bebas memarkirkan kendaraaanya. Selain itu belum adanya regulasi yang tegas dalam yang mengatur penataan parkir di Lingkungan Undiknas. Tujuan penelitian ini adalah mengkaji karakteristik parkir serta mengetahui kebutuhan ruang parkir di Kampus Undiknas. Penelitian dilakukan dengan melakukan metode survei kordon, Metode dapat menginformasikan mengenai dimensi lahan parkir yang tersedia pada lokasi studi serta jumlah kendaraan yang masuk dan keluar pada periode waktu survei. Hasil analisis karakteristik parkir, indeks parkir pada kendaraan roda 2 adalah sebesar 3.56, sedangkan indeks parkir kendaraan roda 4 sebesar 6.82. Berdasarkan hasil analisis diketahui bahwa ruang parkir sudah melebihi kapasitas daya tampungnya. Saat ini untuk jenis kendaraan roda 2, Undiknas masih memiliki kekurangan sekitar 56.73% dan 97.83% untuk kendaraan roda 4. Pada tahun rencana 2030, kebutuhan ruang parkir untuk kendaraan roda 2 adalah sebanyak 3030 SRP dengan rencana petak standar yaitu 0.75 x 2 m. Sedangkan bagi kendaraan roda 4 sebanyak 3463 satuan ruang parkir dengan rencana petak standar adalah 3 x 5 m.]]>
<![CDATA[Analisa Kerusakan dan Anggaran Perbaikan Jalan Menggunakan Metode Pavement Condition Index (PCI) ]]>
<![CDATA[Putu Budiarnaya]]>;
<![CDATA[I Putu Ariawan]]>;
<![CDATA[I Gusti Ngurah Nyoman Wismantara]]>;
<![CDATA[I Gusti Putu Puspasari]]>
<![CDATA[ Siklus : Jurnal Teknik Sipil Vol. 7 No. 2 (2021) ]]>
Publisher : <![CDATA[Program Studi Teknik Sipil Fakultas Teknik Universitas Lancang Kuning ]]>
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DOI: 10.31849/siklus.v7i2.7692
<![CDATA[Ruas Jalan Raya Padangkerta-Budakeling berada di Wilayah Kecamatan Karangasem. Ruas jalan sepanjang STA 0+000 sampai 1+500 ini merupakan akses utama galian C di Kabupaten Karangasem, sehingga mayoritas angkutan yang melalui jalur ini adalah truk. Truk bermuatan berat ini menyebabkan terjadi banyak kerusakan disepanjang ruas. Tujuan penelitian adalah untuk mengetahui jenis kerusakan perkerasan jalan serta cara penanganannya, sehingga diketahui anggaran yang dibutuhkan untuk memperbaiki. Analisis data menggunakan metode Pavement Condition Index (PCI). Nilai rata-rata PCI dari 15 segmen yang ditinjau adalah 44,48%, artinya kerusakan ruas Jalan Raya Padangkerta-Budakeling termasuk dalam kategori sedang (fair). Langkah penanganan yang direkomendasikan pada ruas Jalan Raya Padangkerta-Budakeling dari STA 0+000 sampai 0+1500 adalah sesuai dengan klasifikasi kerusakan per-segmen berdasarkan nilai PCI. Meliputi: 1) Rekonstruksi sepanjang 400 m, untuk nilai PCI 0-30%; 2) Tambalan sepanjang 800 m dan lapis tambah (overlay) sepanjang 1.100m, untuk nilai PCI 30-80%; dan 3) Pemeliharaan Rutin, untuk nilai PCI 80-100%. Anggaran biaya yang dibutuhkan untuk perbaikan ruas Jalan Raya Padangkerta-Budakeling pada STA 0+000 sampai 1+500 adalah sebesar Rp 1.169.905.580.]]>
<![CDATA[Analisis Perbandingan Penjadwalan Menggunakan Critical Path Method (CPM) dengan Precedence Diagram Method (PDM) (Studi Kasus : Proyek Pembangunaan SD Negeri 5 Pecatu) ]]>
<![CDATA[Komang Agus Ariana]]>;
<![CDATA[Ketut Nuraga]]>;
<![CDATA[Putu Budiarnaya]]>;
<![CDATA[Putu Ariawan]]>;
<![CDATA[I Gusti Ngurah Nyoman Wismantara]]>;
<![CDATA[Nengah Riana]]>;
<![CDATA[Kadek Pasek Pangestu]]>
<![CDATA[ Jurnal Ilmiah Telsinas Vol 4 No 1 (2021) ]]>
Publisher : <![CDATA[Universitas Pendidikan Nasional ]]>
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DOI: 10.38043/telsinas.v4i1.374
<![CDATA[Penjadwalana proyek sangat berpengaruhcterhadap keberhasilan dan kegagalan suatu proyek. Tujuanszxdari penelitian ini adalaha menganalisa penjadwalanc zproyeka dengana menentukanu kegiatan-kegiatans kritisz dan durasinyal menggunakan metodeh Criticalz Pathz Methodq (CPM)’ dan PrecedencezxDiagram Method (PDM). Datag yangv digunakanq dalamb penelitian iniz adalahx datas sekundera zyanga diperolehac dariiy kontraktorcpelaksana. Berdasarkan hasil penelitian dari Critical Path Method (CPM) diperoleh durasi 25 minggu atau 175 hari dengan kegiatan-kegiatan yang kritisnya antara lain kegiatan pekerjaan persiapan; pekerjaan tanah dan pondasi; pekerjaan listplank beton; pekerjaan balok dan pelat lantai 2; pekerjaan ring balok atap; pekerjaan pasangan kusen, pintu, dan jendela;pekerjaan sanitair/plumbing; pekerjaan pengecatan. Sedangkan hasil penelitian dari Precedence Diagram Method (PDM) diperoleh durasi 26 minggu atau 182 hari dengan kegiatan-kegiatan yang kritisnya antara lain kegiatan pekerjaan persiapan; pekerjaan’ tanah,’dan pondasi; pekerjaan pile’’cap; pekerjaan sloof; pekerjaan’’kolom lantai 1; pekerjaan tangga beton; pekerjaan balok dan pelat lantai 2; pekerjaan kolom lantai 2; pekerjaan ring balok atap; pekerjaan dinding dan plesteran; pekerjaan pasang keramikkklantaiiddan dinding; pekerjaan pasangg kusen,ddpintu dan jendela; pekerjaandggpengecatan; ddpekerjaan elektrikal. Perbandingan hasil analisa metode CPM dan PDM menunjukkan perhitungan PDM yang paling optimal karena pada proyek pembangunan SDN 5 Pecatu memiliki pekerjaan-pekerjaan yang tumpang tindih.]]>
<![CDATA[PENENTUAN KOEFISIEN TEKANAN TANAH KESAMPING "AT REST" (Ko) DARI TANAH GAMBUT BERSERAT ]]>
<![CDATA[I Gusti Nyoman Wismantara]]>;
<![CDATA[Putu Budiarnaya]]>
<![CDATA[ Jurnal Ilmiah Telsinas Vol 1 No 2 (2018) ]]>
Publisher : <![CDATA[Universitas Pendidikan Nasional ]]>
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<![CDATA[One of the most important soil parameters to design bearing capacity of a deep foundaton is at rest lateral pressure coefficient (Ko). Ko is the coefficient of lateral earth pressure under condition of no lateral deformation. For sand and clay soils, the Ko value can be obtained using mathematics formula; it is a function of an effective internal friction angle (f') or plastic index (PI) of the soil. For peat soil, however the Ko value can not be determined using the mathematics formula developed for sand and clay soils mention above. It has to be measured directly from laboratory test using a Ko-test tube. Unfortunately, that apparatus is not available in the market.Due to that reason, the first step of the research carried out. herein is to build the Ko-test tube apparatus; afterward, it is used to determine the Ko value of peat taken from Pekantua, Riau.The Ko-test tube was built as suggested by Abdelhamid and Krizek; it was calibrated with water to determine the relationship between horizontal strain of the Ko-test tube wall and radial stress. By using the apparatus, the Ko of sand was determined ; the result obtained is then compared to the Ko obtained from Jaky's formula. Whenever that apparatus gave a satisfactory result of Ko, the testing was 50 KPa, 100 KPa, 200 KPa and 400 KPa for loading and unloading conditions.The results show that the calibration result of the Ko-test tube can be expressed as linear aquation, that is, sr = 2.98 x 106e average (sr in KPa). The Ko of sand determined using the Ko-test built is comparable to that obtained using jaky's formula, that is 0.46. Under unloading condition, the Ko value of peat is constant 0.32; under unloading condition the Ko is not constant but it is function of OCR in which the increase of OCR is companied with the increase of Ko; the Ko is various between 0.32-0.44.]]>
<![CDATA[PERENCANAAN SISTEM DRAINASE LINGKUNGAN KAWASAN LOLOAN TIMUR, KABUPATEN JEMBRANA ]]>
<![CDATA[Ketut Hedi Mahayana]]>;
<![CDATA[I Ketut Nuraga]]>;
<![CDATA[Putu Budiarnaya]]>;
<![CDATA[Putu Ariawan]]>
<![CDATA[ Jurnal Ilmiah Telsinas Vol 2 No 2 (2019) ]]>
Publisher : <![CDATA[Universitas Pendidikan Nasional ]]>
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<![CDATA[Bali is one of the provinces in central Indonesia that is famous for the comfort of its area. Of course this must be supported by adequate infrastructure such as drainage. With the increasing number of residents in each area such as in Jembrana Regency and inadequate drainage facilities, causing floods that disrupt the comfort of the area, drainage planning, especially secondary and tertiary channels, is necessary. in urban areas. Therefore the drainage planning there is adjusted to the planning standards that have been set and planned with dimensions using a return period (5 years) for secondary or tertiary channels. The purpose of the Final Project is to find out the plans for the environmental drainage system and analyze the dimensions of the channel drainage that can overcome inundation in the East Loloan area, Jembrana Regency. Data used are rainfall data from 2007-2016, using the RAPS method, Thiesson Polygon, type III log pearson, Smirnov-Kolmogrov, Talbot and Rational methods, the method used until you get a plan debit with an average of 0.3275 m3 / sec. Continuing to calculate the dimensional recommendations with a hydraulics count using the principle of uniform flow. From the existing conditions in the East Loloan area, Jembrana Regency often experiences inundation because of the inadequate channel dimensions, therefore it is necessary to do a re-planning with dimensions that can accommodate a larger water discharge so that inundation does not occur as before with a count of planned new plans.]]>
<![CDATA[Analisis Pengaruh Daya Dukung Tanah Terhadap Indek Tebal Perkerasan Jalan Menggunakan Metode Bina Marga ]]>
<![CDATA[Rene Clinton da Costa Soares]]>;
<![CDATA[Putu Budiarnaya]]>
<![CDATA[ Jurnal Ilmiah Telsinas Vol 3 No 1 (2020) ]]>
Publisher : <![CDATA[Universitas Pendidikan Nasional ]]>
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<![CDATA[The carrying capacity of the subgrade in road construction is one of the factors that is very instrumental in determining the strength of the construction of the road. The carrying capacity of subgrade is strongly influenced and determined from the CBR value of the soil. The carrying capacity of subgrade is obtained through the DDT and CBR correlation graphs. The greater the CBR value of subgrade in road construction and the greater the carrying capacity of the land from the road. The pavement thickness index (ITP) is a value that functions to determine the thickness of each pavement layer. The value of pavement thickness index will vary greatly and will greatly affect the amount of carrying capacity of the soil. The pavement thickness index is obtained through the relationship between the carrying capacity of the soil (DDT), Cross Equivalent Plan (LER) and regional factors (FR). This value is obtained through the nomogram that has been provided in the Highway Flexible Pavement Pavement Thickness Planning manual with the Bina marga component analysis method. This study aims to determine the relationship (correlation) between the carrying capacity of the soil with the value of the road pavement thickness index using the bina marga method and knowing how much influence the carrying capacity of the soil on the road pavement thickness index. From the analysis results obtained a comparison value of each value that has been determined through reading the Scatter diagram of the relationship between DDT and ITP. From the Scatter reading the relationship diagram (correlation) between the carrying capacity of the soil (DDT) and the pavement thickness index (ITP) is linear negative at all points of value, because the two relations run very strongly / negatively opposite because the correlation results (r = - 0.993909289 approaching - 1). Therefore, the greater the carrying capacity of the soil (DDT), the smaller the thickness of the pavement index produced or the greater the carrying capacity of the soil (DDT), the smaller the thickness of the resulting pavement layer. From the carrying capacity of the soil whose influence on the thickness of the pavement thickness is (ITP = - 0.6665.6.16 + 8.4222 = 4.31) the same for all research points.]]>
<![CDATA[Evaluasi Perkerasan Landasan Pacu Pada Bandara Pattimura Dengan Membandingkan Metode FAA dan FAARFIELD Software ]]>
<![CDATA[Mario Stevano Lewa]]>;
<![CDATA[Putu Ariawan]]>;
<![CDATA[Putu Budiarnaya]]>
<![CDATA[ Jurnal Ilmiah Telsinas Vol 3 No 2 (2020) ]]>
Publisher : <![CDATA[Universitas Pendidikan Nasional ]]>
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<![CDATA[Maluku is one of the provinces in eastern Indonesia which is famous for its natural beauty. This is supported by the number of tourists who come there through Pattimura airport. With the increasing demand for air transportation at Pattimura airport at this time it is necessary to change the airport facilities specifically runways to accommodate all flight requests. Therefore, the thickness of the pavement of the runway must meet the strength of the structure so that it can serve the movement of the aircraft according to the age of the plan (in 2037). The purpose of the final assignment is to evaluate the strength of the pavement of the runway by comparing the flexible pavement design between the FAA Method and FAARFIELD Software. The data used are passenger data for 2011-2017, aircraft movement data, and runway layout images. Both of these methods will later be used as a reference in changing the thickness of the pavement according to the current condition of the existing runway. The total calculation results using a flexible pavement planning curve with CBR 6 for subgrade and CBR 20 for the subbase obtained results of 78,74 cm from the FAA method and 73,66 cm with the FAARFIELD software. The results of these two methods have a thickness greater than the current pavement condition of Pattimura airport, which is 68,58 cm. Therefore it is necessary to re-plan the thickness of the pavement so that it can accommodate aircraft movements at the planned age.]]>
<![CDATA[Metode Peningkatan Daya Dukung Tanah Lunak ]]>
<![CDATA[I Gusti Ngurah Nyoman Wismantara]]>;
<![CDATA[Putu Budiarnaya]]>
<![CDATA[ Jurnal Ilmiah Telsinas Vol 3 No 2 (2020) ]]>
Publisher : <![CDATA[Universitas Pendidikan Nasional ]]>
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<![CDATA[Many sites in Indonesia contain of soft soils which mainly located in farming areas, slopes, alluvials, low level areas. The main problem of soft soils for performing construction work is big settlement which is caused due to low ultimate bearing capacity of soils.These low bearing capacities occurred because of consolidation process proceeded in long time and slowly. To solve this problem the geotechnicians has tried to modify some methods to increase the ultimate bearing capacity of soft soils. There are many methods have been introduced and widely used for increasing bearing capacity. This paper discuss about four methods such as Bamboo Piles Method, Pre Loading Method, Vertical Sand Drainage Method, Geotextile Method.Bamboo Piles Method use bamboo as reinforced soft soils. Pre Loading Method used Pre Loading as the beginning loading. This loading aimed to conduct process of settlement in shortier time. Vertikal Sand Drainage Method required installation of vertical Drainage to clear sands on the soils layer. After draining and pre loading consolidation process was expected would be proceeding in shorter time. Geotextile Method used material of geotextile as tension force to reinforce soft soils so that the ultimate bearing capacity increased. The maximum bearing capacity would be obtained if users installed it as well as soil's layer condition.]]>
<![CDATA[Engineering Management Analysis at Signalless Intersection 3, Tukad Yeh Aya Street–Pemuda Street Use PKJI 2014 ]]>
<![CDATA[Putu Ariawan]]>;
<![CDATA[Putu Budiarnaya]]>;
<![CDATA[I GNN Wismantara]]>;
<![CDATA[I Made Mangku Rangin Wijaya]]>
<![CDATA[ Journal of Science Technology (JoSTec) Vol. 4 No. 1 (2022): Journal of Science Technology (JoSTec) ]]>
Publisher : <![CDATA[PT Inovasi Pratama Internasional ]]>
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DOI: 10.55299/jostec.v4i1.228
<![CDATA[Dense traffic on the roadway often causes traffic bottlenecks, particularly at intersections, such as the unsignalized junction of Tukad Yeh Aya Street and Pemuda Street. The study goals are three analyses: existing performance analysis, alternative selection, and forecast analysis. The study of the performance of the Tukad Yeh Aya Street – Pemuda Street junction in the current situation yields a value of C, which is represented by the duration of intersection delay, which is 24.53 seconds / cur. This result is 1,09 more than PKJI, 2014 limit of 0.85. As a result, various options must be implemented or planned in order to decrease the value of the degree of saturation to a specified limit. To enhance the performance of the Tukad Yeh Aya Street – Pemuda Street junction, two options were based on the current circumstances, designing a one-way and adding APILL lights for four stages led by 2014 PKJI. After calculating, the alternative finds that the one-way road planning alternative has an intersection delay of 10.06 second / cur or the service level is good with a value of B. Therefore, the one-way road planning alternative is chosen as the one that will be used in planning the next five years.]]>
<![CDATA[Analisis Kinerja Simpang Non-APILL (Studi Kasus: Simpang Jalan Pulau Galang – Jalan Taman Pancing – Jalan Tukad Baru) ]]>
<![CDATA[Ni Putu Delima Yogeswari Saraswati]]>;
<![CDATA[P. Kwintaryana]]>;
<![CDATA[Putu Budiarnaya]]>;
<![CDATA[Rudolfo Xavier Lobato Gusmao]]>
<![CDATA[ Reinforcement Review in Civil Engineering Studies and Management Vol. 1 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Pendidikan Nasional ]]>
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DOI: 10.38043/reinforcement.v1i1.4067
<![CDATA[Population growth in Denpasar City continues to increase from year to year. This indirectly causes the number of vehicle ownership in Denpasar City to continue to increase while the existing facilities are inadequate. We can see this in traffic problems such as congestion that often occurs, especially at intersections. Jalan Pulau Galang - Jalan Taman Pancing - Jalan Tukad Baru is an example of an intersection that has irregular traffic conflict points, especially during rush hours. This junction is a non APILL junction. This location was chosen as the research because in addition to the irregular traffic flow at certain hours, at this intersection there are also residential and shopping areas which trigger more congestion at this intersection. From the problems that arise at the Jalan Pulau Galang intersection - Jalan Taman Pancing - Jalan Tukad Baru, a study was carried out which aims to determine the performance and service level of the intersection. If the service level at the intersection is in the safe category, then preventive measures to avoid congestion must be analyzed. The results of the calculations that have been carried out show that the value for the intersection capacity (C) is 6,213 smp/jam with the degree of saturation (DS) being 0,363 smp/jam. The DS (Degree of Saturation) value indicates that the intersection is included in the service level category B according to the 2014 PKJI, which has stable flow characteristics, but the operating speed is starting to be limited by traffic conditions. Service level B has an NVK value between 0.20-0.44. For this reason, it is necessary to supervise the location of the intersection so that the location of the intersection still has an adequate level of service and does not increase in height to avoid severe traffic jam]]>
