Articles
<![CDATA[Evaluation of Alternative Traffic Engineering Management with the Use of Microscopic Simulation Software Vissim ]]>
<![CDATA[Setyadi Gunawan]]>;
<![CDATA[Yogi Oktopianto]]>;
<![CDATA[Tri Susila Hidayati]]>
<![CDATA[ Civilla : Jurnal Teknik Sipil Universitas Islam Lamongan Vol 9 No 2 (2024): SEPTEMBER ]]>
Publisher : <![CDATA[Program Studi Teknik Sipil, Fakultas Teknik, Universitas Islam Lamongan ]]>
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DOI: 10.30736/cvl.v9i2.1288
<![CDATA[The population of Makassar City has grown by 30,965 people in the last year and represents an annual change of 1.89% from 2022. Road growth in Makassar City has only experienced growth of 0.8% - 2% per year, while vehicle growth has reached 15% - 16% per year. Congestion at unsignalized intersections of the A.P Pettarani which is the Central Business District area of Makassar City which has activities ranging from offices, economy and education. The study aims to analyze the performance and existing at the unsignalized intersection A.P Pettarani - Sultan Alauddin Makassar City as well as traffic engineering management with queue length and delay due to u-turn using VISSIM Software. The results of the existing show the current performance with a traffic delay of 30.4 seconds, a queue length of 225 meters with LOS D and traffic conflicts that crossing of 1749 and lane changes of 6264. After the alternative is implemented, the delay and queue time at the A.P Pettarani - Sultan Alauddin Intersection are significantly reduced. The delay time when the existing conditions are at 30.4 seconds drops to 16.61 seconds, the delay time at the intersection drops by 13.79 seconds or 45.36%. As well as a decrease in queue length in the existing condition of 225 m to 151 m with a decrease of 74 meters or 32.89%.]]>
<![CDATA[Studi Karakteristik Aliran Udara Kendaraan dengan Penambahan Spoiler Belakang Standard Dan Lebih Panjang ]]>
<![CDATA[Kurniawan, Moch. Aziz]]>;
<![CDATA[Oktopianto, Yogi]]>;
<![CDATA[Eska Fahmadi, Aat]]>;
<![CDATA[Rusmandani, Pipit]]>
<![CDATA[ Jurnal Keselamatan Transportasi Jalan (Indonesian Journal of Road Safety) Vol. 9 No. 1 (2022): JURNAL KESELAMATAN TRANSPORTASI JALAN (INDONESIAN JOURNAL OF ROAD SAFETY) ]]>
Publisher : <![CDATA[Pusat Penelitian dan Pengabdian Masyarakat (P3M) ]]>
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DOI: 10.46447/ktj.v9i1.416
<![CDATA[The use of rear spoilers on MPV vehicles is often used by the public to get an aerodynamic vehicle body design. The understanding of the function of using rear spoiler accessories in the community is still low, so it is necessary to study the characteristics of air flow in aerodynamics. This study aims to determine the flow characteristics of MPV type vehicles with standard and longer rear spoiler installation. This research was conducted in a Subsonic Open Circuit wind tunnel with test section dimensions (365 x 365 x 1250) mm. The flow characteristics were observed experimentally that passed through the model surface resembling the first generation Toyota Avanza MPV with a ratio of 1:20 with variations of the standard and longer rear spoiler installation. Measurement of the flow velocity profile behind the vehicle test model was carried out at an X/L ratio of 0.32 from the leading edge with a speed adjusted to the Reynolds number value of 1.96 x 105. The flow characteristic observed was the pressure distribution (Cp) on the center line of the top surface. and under the test vehicle model, the flow momentum deficit behind the test vehicle model, the lift pressure coefficient (CLP), and the drag pressure coefficient (CDP). The results of data collection show that the installation of a standard and longer rear spoiler relatively increases the Cp value, the flow momentum deficit behind the vehicle model, the lift pressure coefficient (CLP) value and decreases the drag pressure coefficient (CDP) value. The biggest increase was in the installation of a longer rear spoiler with an increase in the Cp value of 4.7%, an increase in the flow momentum deficit by 1.27%, an increase in the CLP value by 0.11% and a decrease in the CDP value by 0.06% compared to the vehicle model without using a rear spoiler.]]>
<![CDATA[Pedestrian User-Friendly Intelligent Crossing Advance For Improved Safety ]]>
<![CDATA[Ahmad, Rahmat]]>;
<![CDATA[Wahyu Hidayat, Dwi]]>;
<![CDATA[Oktavianus Sasue, Riz Rifai]]>;
<![CDATA[Soimun, Ahmad]]>;
<![CDATA[Prima Gilang Rupaka, Anggun]]>;
<![CDATA[Oktopianto, Yogi]]>;
<![CDATA[Budi Sulistyo, Aris]]>
<![CDATA[ Jurnal Keselamatan Transportasi Jalan (Indonesian Journal of Road Safety) Vol. 9 No. 1 (2022): JURNAL KESELAMATAN TRANSPORTASI JALAN (INDONESIAN JOURNAL OF ROAD SAFETY) ]]>
Publisher : <![CDATA[Pusat Penelitian dan Pengabdian Masyarakat (P3M) ]]>
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DOI: 10.46447/ktj.v9i1.430
<![CDATA[The habit of pedestrians in using the road when crossing the road is in the spotlight because it will cause traffic jams so that they are prone to accidents. No road user wants to experience such an accident, whether it is a minor accident or an accident that is fatal and leads to death. Pelican crossings are made to minimize pedestrian accidents, but this facility does not guarantee that accidents will not occur. Problems arise when pressing the crossing button will create congestion and noise due to the notification sound of the crossing. When someone wants to cross it will result in the accumulation of vehicles around because they are waiting for irregular pedestrians to cross. The purpose of this research is to design a pedestrian Puffin Crossing advance simulation that is more adaptive and safe. The research was conducted by making a prototype using a microcontroller and several sensors which will later be used as a medium for interaction between drivers and pedestrians. The results of the prototype research can work well and in accordance with the function of each component. The recommended minimum number of pedestrians is 4 waders, the minimum required waiting time is 5 seconds, while the crossing time is conditioned based on pedestrian sensor readings at the zebra cross.]]>
<![CDATA[Evaluasi Kinerja Dan Jumlah Armada Angkutan Umum Pada Terminal Ubung Denpasar Utara Studi Kasus Trayek Terminal Ubung – Matahari Terbit ]]>
<![CDATA[Hidayat, Dwi Wahyu]]>;
<![CDATA[Oktopianto, Yogi]]>;
<![CDATA[Ahmad, Rahmat]]>;
<![CDATA[Yoga Anindita, Reza]]>
<![CDATA[ Jurnal Keselamatan Transportasi Jalan (Indonesian Journal of Road Safety) Vol. 9 No. 2 (2022): JURNAL KESELAMATAN TRANSPORTASI JALAN (INDONESIAN JOURNAL OF ROAD SAFETY) ]]>
Publisher : <![CDATA[Pusat Penelitian dan Pengabdian Masyarakat (P3M) ]]>
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DOI: 10.46447/ktj.v9i2.447
<![CDATA[This Bus Rapid Transit (BRT) transportation is one of the supports for the mobilization of the Balinese people, especially in the SARBAGITA area (Denpasar, Badung, Gianyar and Tabanan). The purpose of this study was to determine the performance of inter-city transportation services within the province on the Trans Metro Dewata Bus located at the Ubung Terminal. This study was conducted using some primary data and secondary data that had been obtained from the field. The indicators for the performance of each mode are expressed in terms of Load Factor, Speed, Frequency and Headway. The results of the evaluation on the Trans Metro Dewata Bus public transportation show that the average Load Factor for the Ubung – Sunrise Terminal route is still below the standard. The average frequency also does not meet the standards, while the Headway exceeds the ideal Headway value of 10-15 minutes, the average frequency of the Ubung - Sunrise Terminal route does not meet the standards of 4-6 vehicles, the travel speed for transport routes In general, the Trans Metro Dewata bus does not meet the speed requirements, namely ≤ 20 km/hour.]]>
<![CDATA[INDUKSI KESELAMATAN PENUMPANG ANGKUTAN UMUM BUS MENGGUNAKAN APLIKASI BERBASIS WEB ]]>
<![CDATA[Febrianta, Arjuna Rizky]]>;
<![CDATA[Siswanto, Joko]]>;
<![CDATA[Oktopianto, Yogi]]>
<![CDATA[ Jurnal INSTEK (Informatika Sains dan Teknologi) Vol 9 No 2 (2024): OCTOBER ]]>
Publisher : <![CDATA[Department of Informatics Engineering, Faculty of Science and Technology, Universitas Islam Negeri Alauddin, Makassar, Indonesia ]]>
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DOI: 10.24252/instek.v9i2.48283
<![CDATA[Risiko bahaya yang besar terhadap penumpang angkutan umum bus disebabkan pelayanan induksi keselamatan yang masih kurang. Aplikasi berbasis website yang berisi informasi dan video tentang induksi keselamatan penumpang angkutan umum bus di PO. New Shantika dibangun dengan menggunakan metode pengembangan ADDIE (analyze, Design, Development, Implementation, Evaluation). Metode IPA (Importance Perfomance Analysis) digunakan untuk menganalisis kebutuhan, storyboard dan UML digunakan untuk melakukan perancangan, capcut dan wordpress digunakan untuk pengembangan, dan metode SUS (System Usability Scale) digunakan untuk pengevaluasian. Analisis kebutuhan dengan IPA menghasilkan 8 indikator pada kuadran 1 dan 1 indikator pada kuadran 2 yang tersaji pada diagram kartesius. Aplikasi yang dibangun berisi tentang 9 penjelasan dan video induksi keselamatan. Pengujian aplikasi menggunakan SUS mendapatkan nilai rata-rata sebesar 74,7(B) yang berarti penumpang sebagai pengguna menerima penggunaan aplikasi yang dibangun. Aplikasi yang dibangun dapat dimanfaatkan sebagai upaya peningkatan keselamatan penumpang angkutan umum bus.]]>
<![CDATA[Aplikasi induksi keselamatan alat survei inspeksi keselamatan jalan ]]>
<![CDATA[Prasetiyo, Wahyu Jati]]>;
<![CDATA[Siswanto, Joko]]>;
<![CDATA[Oktopianto, Yogi]]>
<![CDATA[ Teknosains Vol 18 No 3 (2024): September-Desember ]]>
Publisher : <![CDATA[Fakultas Sains dan Teknologi Universitas Islam Negeri Alauddin Makassar ]]>
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DOI: 10.24252/teknosains.v18i3.48822
<![CDATA[Pelaksanaan survei inspeksi keselamatan jalan (IKJ) tidak lepas dari kemungkinan terjadinya kecelakaan kerja dari kendaraan yang lewat maupun pengguna jalan yang melintas. Pelaksanaan survei IKJ memiliki risiko tinggi dikarenakan kurangnya pemahaman induksi keselamatan survei. Pengembangan sistem induksi keselamatan melalui video berbasis aplikasi. Pembuatan aplikasi menggunakan metode Rapid Application Development (RAD) dengan tahapan perencanaan, workshop desain, implementasi. Perencanaan aplikasi induksi keselamatan meliputi perangkat lunak (XAMPP, Visual Studio Code, Google Chrome, dan MySQL) dan perangkat keras (Laptop Acer Nitro 5, kamera iPhone 11). Workshop desain menghasilkan rancangan tampilan video berupa storyboard dan aplikasi menggunakan Unfied Modelling Language (UML). Aplikasi induksi keselamatan bisa diakses kapanpun dan di manapun oleh para surveyor. Pengujian aplikasi dengan metode SUS dan mendapat hasil 77 dan memenuhi syarat. Pengembangan aplikasi induksi keselamatan berbasis aplikasi dapat mengurangi risiko kecelakaan yang disebabkan karena kurangnya informasi dan edukasi pekerja tentang kesehatan dan keselamatan.]]>
<![CDATA[Analisis Lokasi Rawan Kecelakaan Pada Jalan Dengan Medan Datar Dan Bukit ]]>
<![CDATA[Hadi, Suprapto]]>;
<![CDATA[Wahyudi, S. Imam]]>;
<![CDATA[Wibowo, Kartono]]>;
<![CDATA[Oktopianto, Yogi]]>;
<![CDATA[Eska Fahmadi, Aat]]>;
<![CDATA[Widya Anggraeni, Inneke]]>
<![CDATA[ Jurnal Keselamatan Transportasi Jalan (Indonesian Journal of Road Safety) Vol. 12 No. 1 (2025): JURNAL KESELAMATAN TRANSPORTASI JALAN (INDONESIAN JOURNAL OF ROAD SAFETY) ]]>
Publisher : <![CDATA[Pusat Penelitian dan Pengabdian Masyarakat (P3M) ]]>
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DOI: 10.46447/ktj.v12i1.686
<![CDATA[Accidents occur on various road terrains that cause drivers to experience losses from property to fatalities. Prof. Hamka Street and Siliwangi Street are located in the city of Semarang where Prof. Hamka Street is a road with a hilly topography while Siliwangi Street is a flat road. Problems occur on these road sections such as the many accidents that result in fatalities. The existing problems need to be addressed immediately so that they can reduce the risk of accidents in the future. The stages carried out first analyze the characteristics of accidents and vulnerable locations so that they know the most appropriate handling points and recommendations. In determining the location points prone to accidents using the EAN and UCL methods while in identifying the hazards of vulnerable locations using HIRARC. The results obtained on Prof. Hamka Street, the location points are at STA 6 (0 + 700) and 9 (1 + 000) while on Siliwangi Street, the location prone to accidents is at STA 18 (1 + 900) and 5 (0 + 600). The recommended handling is to repair the condition of the road surface that has cracks at the joints, signs at accident-prone locations that are still very lacking, street lighting at accident-prone locations, maintenance on the road so that obstacles on the side of the road do not block visibility and installation of vehicle speed control devices.]]>
<![CDATA[Evaluation of Urban Road Stability Through the Integration of the Surface Distress Index and International Roughness Index ]]>
<![CDATA[Oktopianto, Yogi]]>;
<![CDATA[Antonius, Antonius]]>;
<![CDATA[Rochim, Abdul]]>
<![CDATA[ Jurnal Fondasi Vol 14, No 1 (2025) ]]>
Publisher : <![CDATA[JURUSAN TEKNIK SIPIL ]]>
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DOI: 10.62870/fondasi.v14i1.30893
<![CDATA[In an effort to improve the quality of transportation infrastructure, road maintenance requires an evaluation of road conditions. The Surface Distress Index (SDI) and the International Roughness Index (IRI) are two primary classical indicators used to assess road conditions. Although both are utilized independently, the relationship between them has not been widely studied. This research aims to analyze the correlation between the Surface Distress Index (SDI) and the International Roughness Index (IRI), particularly in the context of road maintenance, and to evaluate the effectiveness of integrating both indices in urban road maintenance planning. This study was conducted using a correlation method and approach, involving field data collection along urban road segments. The SDI and IRI were measured using standard measurement devices provided by Bina Marga, and the correlation patterns between the two were analyzed statistically. The findings reveal that SDI is significantly correlated with IRI, indicating that as surface distress (SDI) increases, it directly leads to an increase in road surface roughness (IRI). The results also indicate that combining the two indices can improve the accuracy of road condition assessments. The quadratic model was identified as the most optimal for describing the relationship between SDI and IRI, with a model performance explaining 79% of the variation in IRI.]]>
<![CDATA[Analisis Lokasi Rawan Kecelakaan Pada Jalan Dengan Medan Datar Dan Bukit ]]>
<![CDATA[Hadi, Suprapto]]>;
<![CDATA[Wahyudi, S. Imam]]>;
<![CDATA[Wibowo, Kartono]]>;
<![CDATA[Oktopianto, Yogi]]>;
<![CDATA[Eska Fahmadi, Aat]]>;
<![CDATA[Widya Anggraeni, Inneke]]>
<![CDATA[ Jurnal Keselamatan Transportasi Jalan (Indonesian Journal of Road Safety) Vol. 12 No. 1 (2025): JURNAL KESELAMATAN TRANSPORTASI JALAN (INDONESIAN JOURNAL OF ROAD SAFETY) ]]>
Publisher : <![CDATA[Pusat Penelitian dan Pengabdian Masyarakat (P3M) ]]>
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DOI: 10.46447/ktj.v12i1.686
<![CDATA[Accidents occur on various road terrains that cause drivers to experience losses from property to fatalities. Prof. Hamka Street and Siliwangi Street are located in the city of Semarang where Prof. Hamka Street is a road with a hilly topography while Siliwangi Street is a flat road. Problems occur on these road sections such as the many accidents that result in fatalities. The existing problems need to be addressed immediately so that they can reduce the risk of accidents in the future. The stages carried out first analyze the characteristics of accidents and vulnerable locations so that they know the most appropriate handling points and recommendations. In determining the location points prone to accidents using the EAN and UCL methods while in identifying the hazards of vulnerable locations using HIRARC. The results obtained on Prof. Hamka Street, the location points are at STA 6 (0 + 700) and 9 (1 + 000) while on Siliwangi Street, the location prone to accidents is at STA 18 (1 + 900) and 5 (0 + 600). The recommended handling is to repair the condition of the road surface that has cracks at the joints, signs at accident-prone locations that are still very lacking, street lighting at accident-prone locations, maintenance on the road so that obstacles on the side of the road do not block visibility and installation of vehicle speed control devices.]]>
<![CDATA[Analisis Formulasi Mutu Hotmix Konvensional Dan Hotmix Recycling Pada Jalan Tol Ir. Wiyoto Wiyono ]]>
<![CDATA[Oktopianto, Yogi]]>;
<![CDATA[Fathullah, M]]>
<![CDATA[ Jurnal Keselamatan Transportasi Jalan (Indonesian Journal of Road Safety) Vol. 7 No. 1 (2020): JURNAL KESELAMATAN TRANSPORTASI JALAN (INDONESIAN JOURNAL OF ROAD SAFETY) ]]>
Publisher : <![CDATA[Pusat Penelitian dan Pengabdian Masyarakat (P3M) ]]>
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DOI: 10.46447/ktj.v7i1.76
<![CDATA[Program penggantian aspal merupakan program rutin pada pemeliharaan jalan tol untuk memenuhi Standar Pelayanan Minimum. Keterbatasan biaya pemeliharaan, beban kendaraan yang masih susah untuk dikendalikan, Pengaruh iklim tropis yang mempercepat kerusakan perkerasan jalan dapat memberi dampak terhadap rendahnya kinerja perkerasan jalan menjadi dasar penelitian ini serta hasil kupasan lapis permukaan beraspal yang biasa disebut Reclaimed Asphalt Pavement (RAP) belum termanfaatkan dengan baik. Hotmix Recycling merupakan suatu teknik daur ulang yang dapat diterapkan pada rehabilitasi dan pemeliharaan perkerasan jalan. Penelitian dilakukan untuk mengetahui formulasi kualitas hotmix konvensional dan hotmix recycling. Metode yang digunakan dalam penelitian ini adalah eksperimental dengan melakukan pengujian laboratorium terhadap material aspal bekas. Hasil penelitian didapatkan bahwa kualitas antara hotmix recycling dan hotmix konvensional hampir sama. Formulasi RAP dan fresh material optimal yang didapatkan 30:70 dengan parameter stability hotmix recycling lebih tinggi dibandingkan hotmix konvensional bertur-turut 1677,98 kg dan 1600 kg dengan standar minimum sebesar 1100 kg.]]>
