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All Journal MEDIA KOMUNIKASI TEKNIK SIPIL JURNAL KARYA TEKNIK SIPIL
Wahyudi Kushardjoko
Jurusan Teknik Sipil FT. UNDIP Jl. Prof. H. Soedarto SH., Tembalang, Semarang 50275
Civil Engineering, Building, Construction & Architecture

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Analisis Kelayakan Perubahan fungsi Terminal Penumpang menjadi Fasilitas Parkir Angkutan Barang (Studi Kasus Terminal Terboyo Semarang) Basuki, Kami Hari; Kushardjoko, Wahyudi; Janita, Andreana; Pratama, Ganis Satria
MEDIA KOMUNIKASI TEKNIK SIPIL Volume 23, Nomor 1 (2017)
Publisher : Department of Civil Engineering, Diponegoro University

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (3426.125 KB) | DOI: 10.14710/mkts.v23i1.12536

Abstract

Semarang City has public transport terminal at Terboyo. It is unperformance terminal has caused by land subsidden and flood. The aims of this study is determined fisibility of Terboyo freight-transport terminal park at Semarang City. Methodology analysis at this study is improved transport modelling to determine freight-transport demand. Traffic counting survey with Manual Kapasitas Jalan Indonesia (MKJI) 1997 method are used to know the road and intersection performances that closest to Terminal Terboyo. The study results have showed most trucks parked in Kaligawe road and Yos Sudarso road was continuous journey, while trucks parked in Ronggowarsito road was a truck with the origin or destination of Semarang. Potential park fasilities at Terboyo is indicated by the length of the vehicle configuration plan of 8 meters and parking 45° obtained as much as 73 PSU (Parkign Space Unit), while the north side of the field with a length of 18 meters and plan vehicle parking configuration 30° obtained 76 PSU. It has powerfull to accommodate parking of heavy vehicles. This studi has not identified the potential of regional freight-transport. Occutionally, the pattern of movement of freight transport does not occur in the local area only. So, that further studies need to be conducted with respect to the coverage area of study on a regional basis.
KAJIAN REAKTIVASI JALUR LINTAS CABANG DAERAH OPERASIONAL IV (DAOP IV) Fuadi, Anisi; Egza, Robby Alfadhila; Narayudha, Moga; Kushardjoko, Wahyudi
Jurnal Karya Teknik Sipil Volume 3, Nomor 3, Tahun 2014
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Abstract

The Central Java government was planning to reoperate unused railway, considering the road traffic that was increasing rapidly in Central Java. Today, Central Java region has 663 km of unoperated railway. Most of it was located in the 4th operational region (DAOP IV). This research was planned to make a priority scales about railways which had some potensial to reopen and its properness financially. The activating priority scales which was used in this operation based on analytical demand and analytical supply. Analytical demand consists of the traffic rate and the amount of passenger’s movements at the OD datas. Whereas, analytical supply consists of analytical techniques seen from field conditions such as terrain availability, tools or places conditions, and accessibility. The results shows that unoperated track between Semarang-Demak-Purwodadi-Blora-Cepu has the most potencial to reactivate again for passengers purpose. On the other hand, unoperated track which goes to Tanjung Emas Harbour also become the most potencial track to reactivate considering increasing activities in this harbour. Based on the analytical results, there were two passenger’s scenarios for shifting the use of  train transport, optimisstic scenario and pessimistic scenario. The optimisstic scenario was estimated to had 5058 passengers/day. While, the pessimistic scenario was estimated to had 1759 passengers/day. In order to reactivate the unoperated track between Semarang-Demak-Purwodadi-Blora-Cepu, a new construction was needed. It was because some of the old constructions were vanished and the railway type was very tiny, which were R.25 and R.33 type. All of those things above made this project highly cost, not to mention tools and operational funds to spend for its. From the financial view, the analytical result shows that NPV value was positive, BCR > 1, so it was good enough to reactivated. But, looking at the FIRR results, Semarang-Purwodadi track is the best option, considering its value is 5,69%, while for Semarang-Demak track is only 3,49%, and for Semarang-Cepu track is only 3,47%.  For a better result, reactivation process of this track need to consider surrounding area within the track. Also, it needs better knowledge to understand commodity and region potential in order to raise the incomes.
ANALISIS PERBANDINGAN BIAYA OPERASIONAL KENDARAAN (BOK) JALAN LINGKAR AMBARAWA DAN JALAN EKSISTING Subandriyo, Eko; Marpaung, Ridho Roni; Ismiyati, Ismiyati; Kushardjoko, Wahyudi
Jurnal Karya Teknik Sipil Volume 3, Nomor 2, Tahun 2014
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Abstract

Developments in the area Ambarawa showed increased very rapidly, as shown by the many activities of the trip reset - shuttle from Semarang - Yogyakarta, passing Ambarawa. Barriers of time and is very important to know because it is the minimum travel time for a vehicle to the place of destination. As we know often times it happens that so long queue of vehicles caused by several factors during the journey, such as the existence of market centers along the road, not signalized intersections and also the driver's lack of discipline have contributed to the low road. Barriers of this trip will be a negative impact, such as in the form of lost time due to the long trip and the increase in vehicle operating costs (VOC) to the existing road. The purpose of this evaluation is to analyze the velocity space (space mean speed) and the Vehicle Operating Cost comparison Ambarawa ring road and the existing road. The calculation of Vehicle Operating Costs (VOC) using the formula for the ring road Pacific Consultant International (PCI) and using the formula in the existing road curve Vehicle Speed. This is because the ring road are relatively few barriers while relatively many barriers existing road. So using a different method for determining vehicle operating costs. From the analysis of the average velocity (space mean speed) it can be seen that the travel time through the streets ring with a distance of 7.3 miles faster than the road with a distance of 6.5 km eksisiting this can be seen from the average velocity (space mean speed) vehicles both cars (58.52 km / h), buses (52.36 km / h) and a truck (47.67 km / h) faster past the ring road ring road vehicles as cars, buses and trucks are not a lot of experience travel barriers. The results of the comparison vehicle operating cost (VOC), obtained past the ring road Ambarawa cost more frugal when dibandingankan the existing road. Where the economic value of automobiles Rp 415.11 (3.09%); truck Rp 2321.46 (4.01%), and buses Rp 3383.27 (8.49%). This is because as the value of travel time on the ring road is more economical than the existing road, so it is recommended the diversion of heavy vehicles (class IIA and IIB) have to go through the roundabout Ambarawa so will reduce the volume of vehicles passing through the existing road also to be more economical in spending operational and can reduce travel time for goods brought more quickly to the destination.
KAJIAN REAKTIVASI JALAN REL DI TERMINAL PETI KEMAS SEMARANG Pratiwi, Arlisa; Ningrum, Inovia Cahya; Kushardjoko, Wahyudi; Indriastuti, Amelia Kusuma
Jurnal Karya Teknik Sipil Volume 4, Nomor 4, Tahun 2015
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Abstract

Along with increasing amount of using container as distribution of goods, Central Java Provincial Government with PT. KAI and PT. Pelindo III planned reactivation of railway to distribute freight container. This meant that distribution of container on highway can be reduced, so the density and number of traffic accidents also the use of fuel can be reduced. The study aims to identify the traffic of containers, determine the origin-destination, cargo and container tonnage, predict future container needs, and design the railway construction. Methods of analysis were GDP data processing using shift share analysis and container demand prediction using regression analysis. Railway construction planning refers to PD no.10/1986 and other applicable guidelines. The result showed that container traffic at Semarang Container Terminal is constantly increasing. In 2013, the amount of movement of export-import reached 524.139TEUs, divided into 3 regions of origin/destination, western (24.43%), southern (53.23%) and eastern (22.34%). From the results of shift share analysis and regression, it is predicted that 30years later, container demand will reach 47.254.973Ton/Year. With such loads, the railroad is classified into first class, with maximum speed 60km/h, using R.54 types with 250m length, connected by bolts and welding, fastened by double elastic Pandrol type, and using prestressed concrete pads. Sub-ballast thickness needed is 20cm. Railway crossing is accomodated using wessel no.10.
Co-Authors Amelia Kusuma Indriastuti Anisi Fuadi Arlisa Pratiwi, Arlisa Eko Subandriyo Inovia Cahya Ningrum, Inovia Cahya Ismiyati Ismiyati Janita, Andreana Kami Hari Basuki Moga Narayudha Pratama, Ganis Satria Ridho Roni Marpaung Robby Alfadhila Egza