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<![CDATA[ROAD GEOMETRIC FEASIBILITY IN ROAD SAGARANTEN – TEGALBULEUD KM.BDG 175 + 100 ]]>
<![CDATA[Paikun, Paikun]]>;
<![CDATA[Andriani SP, Reffy W]]>;
<![CDATA[Destaman, Faldi]]>;
<![CDATA[Winardi, Dede]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.4213
<![CDATA[The Sagaranten-Tegalbuleud road is a provincial road, with its geographic and topographic conditions quite complicated, the terrain quite difficult, causing not all areas to be well connected, and the reason for the low level of accessibility of this area. Therefore, determining the road geometry is an important part of driving comfort. Geometric planning focuses on horizontal and vertical alignments so that it can fulfill the basic functions of the road that provide optimal traffic flow comfort according to the planned speed. A re-survey was conducted to obtain geometric data on existing roads that did not comply with DGH standards, then it was re-planned. The results of the analysis are three bends with the Spiral-Circle-Spiral type, namely bend 9, bend 10 and bend 11 with RC = 17 m, and the slope is determined for the vertical geometrical alignment of the road. The results of this research analysis can be used as a reference for improving geometric roads so that accessibility between regions can be increased.]]>
<![CDATA[DETERMINING ROAD HANDLING ACCORDING TO THE LEVEL OF DAMAGE USING SURFACE DISTRESS INDEX (SDI) METHOD ]]>
<![CDATA[Paikun, Paikun]]>;
<![CDATA[Suminar, Elis]]>;
<![CDATA[Irawan, Aldi]]>;
<![CDATA[Bahri, Saiful]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.4265
<![CDATA[Roads that have been functioned are in good condition, slightly damaged, moderately damaged, and heavily damaged, therefore road maintenance is needed. Road maintenance uses costs, and the available costs are often insufficient to carry out road repairs as a whole, so it is necessary to determine the priority scale of road repairs. The Surface Distress Index (SDI) method is a method used by the DGH to determine the level of road damage, furthermore as a basis for determining the priority scale for road repairs. Along 2.25 km of Jalan Merdeka 1, Sukabumi City, it is the sampling location for the study to determine the condition of road damage. Each investigation point is determined to be 200 m long, starting from the initial STA 0 + 000 - 0 + 200 to the last STA 2 + 200 - 2 + 250. The results showed that the road conditions consisted of moderately damaged, lightly damaged to heavily damaged, so it needed maintenance at STA 0 + 000 - 0 + 400, it needed rehabilitation at STA 0 + 400 - 1 + 800 and STA 2 + 200 - 2 + 250 , as well as need reconstruction at STA 1 + 800 - STA 2 + 200. The results of this study can be used as a basis for determining road handling by policymakers.]]>
<![CDATA[PRESS STRONG CONCRETE ADDED SHELL OF KEONG SAWAH ]]>
<![CDATA[Gumilang, Pandu Dimas]]>;
<![CDATA[Safarisky, Hendramawat Aski]]>;
<![CDATA[Marwahyudi, Marwahyudi]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.3986
<![CDATA[Concrete is a building structure whose development is relatively fast because it is an important part of development. Shells of keong sawah, which are pests for rice plants, can also be used as an added material in making concrete because they contain a large amount of calcium carbonate. This study aims to determine the effect of adding shells of keong sawah on the compressive strength of concrete with a variation of 0% and 15% on the weight of cement. This research was conducted using a cylindrical concrete specimen with a diameter of 15 cm and a height of 30 cm. The results showed that the addition of 15% powder shells of keong sawah had an increase in compressive strength, namely 31.1 MPa when compared to the 0% variation with a compressive strength value of 25.6 MPa. It can be concluded that in this study the addition shells of keong sawah 15% by weight of cement can increase the compressive strength of the concrete. ]]>
<![CDATA[STUDY OF FOOTWAY AND BIKE TRAVEL FACILITIES AS A PUBLIC TRANSPORT MODE INTEGRATION FACILITY IN SOUTH TANGERANG CITY (CASE STUDY: SUDIMARA STATION) ]]>
<![CDATA[Sah, Muhammad Baharudin]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.3700
<![CDATA[It is known that South Tangerang City is one of the fastest growing cities. This indicates that the increasing number of users of transportation means that facilities for transportation users need to be considered, one example is pedestrians. The unrealized development of pedestrian facilities is caused by the transfer of function of pedestrian facilities for public needs and insufficient space for pedestrians. The lack of pedestrian facilities causes pedestrians to pass by and has an impact on public transportation that is currently operating, causing congestion. Sudimara Station is located in Ciputat District, South Tanggerang City, with a population growth rate of 3.0% in 2019. All buildings are provided for pedestrians to provide services to pedestrians so as to improve pedestrian smoothness, safety and comfort. The purpose of this study was to analyze the performance of pedestrian facilities at Sudimara Station. The method used is direct field survey and data processing using Microsoft Excel, AutoCad. The results of the author's research include the minimum width of the sidewalk in 2020 and 2025 of 1.5 - 1.6 meters and the service level of pedestrian facilities is classified as A, which means that pedestrians can walk freely, including being able to determine the direction of walking freely, at speed. relatively fast without causing interference between pedestrians. the existing conditions of the sidewalks in 2020, namely there are several obstacles for pedestrians such as the presence of street vendors, public transportation parking carelessly, and several motorbikes parked carelessly, buying and selling activities in markets close to Sudimara station and the absence of integration facilities around the place. the. Planning that the authors do is to increase the width of the sidewalk to 1.5 meters, and the addition of street lighting facilities.]]>
<![CDATA[IMPLEMENTATION OF FREE LEARNING POLICY-INDEPENDENT CAMPUS PROGRAMS ON MASTERING COURSE THEORY OF FOUNDATION DESIGN ]]>
<![CDATA[Artiwi, Nila Prasetyo]]>;
<![CDATA[Rosdiyani, Telly]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.4419
<![CDATA[Minister of Education and Culture Regulation No. 3 of 2020, entitles students to 3 semesters of study outside their study program. Through the Free Learning Policy - Independent Campus program, students have wide opportunity to be able to choose the learning method and place they want which is believed to be able to enrich and increase their insight and competence in the real world according to their passion and aspirations. The "Free Learning, Independent Campus" policy was initiated by the Minister of Education and Culture which includes 1) opening of new study programs, 2) higher education accreditation system, 3) freedom to become State universities with legal status, and 4) the right to study three semesters outside the study program. In planning a foundation structure, calculations must be included regarding the bearing capacity of the soil, soil stability, bearing capacity of the foundation and stability of the foundation, all of which are based on empirical and mathematical calculations. This research was conducted to analyze the level of student mastery of the Foundation Design course. With primary data collection in the form of questionnaires distributed to students of Civil Engineering, Banten Jaya University semester 7 (seven). One of the results of the research shows that students who take part in the apprenticeship program / practical work in projects with foundation work, but have not mastered the theory, most of them cannot plan and design the structure of the foundation (45 people = 84, 91%).]]>
<![CDATA[MISSING LINK KOTA DEPOK (CASE STUDY: MANAGEMENT MISSING LINK AT KOTA DEPOK) ]]>
<![CDATA[Jalil, Muksin]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.2905
<![CDATA[In connection with the important role of the road network and connectivity of public transport in the area of the City of Depok, there is a problem called the missing link. The purpose of this study is reviewed from the aspects of road network performance, connectivity of activity centers, TOD areas and transportation nodes, then obtained by loading the Origin Destination Matrix (MAT) to the road network with the help of transportation modeling software using Saturn. Travel speed between cities/regencies in Jabodetabek or the origin destination of Depok City does not reach the target speed of 40 km/hour, and speeds between regions and within regencies/cities in Depok city. Tangerang Regency and Bekasi Regency have the lowest speeds, with the lowest values being 25.06 km/hour and 25.39 km/hour. So that the need to increase the capacity of the road network to and from Tangerang and Bekasi districts, for Depok city the average speed that occurs within the city is 28.81 km our, so it is necessary to increase the capacity of the road network. The TOD area will have a missing link if the TOD has no connectivity with the mass transit node at a distance of more than 800 meters and is not on the main high-capacity mass transit line, such as the Cinere TOD. The need for handling the missing link TOD area of the road network in the Greater Jakarta area, mainly Cinere - Fatmawati Station. And there is 1 PKN that is not connected by public transportation to other PKN and is not connected with PKW in the same City, namely Cimanggis District, Depok City.]]>
<![CDATA[GENERATION AND ATRACTION TRAVEL IN BOGOR DISTRICT ]]>
<![CDATA[Nina, Zainab]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.4142
<![CDATA[Cibungbulang District has 32.66 km2 area with 15 villages, Ciampea District has 51.06 km2 area with 13 villages, Dramaga District has 24.47 km2 area with 10 villages, and Ranca Bungur District 21.68 km2 area with 15 villages are conterminal districts to Kota Bogor, and are crossed by the main road that connects between West Java Province and Banten Province. The increase of movement in and out of this area affects the number of movements and also the trip generation and trip attraction caused in the four districts such as education centers, offices, hospitals and recreation places. Conduct a Traffic counting survey on the main road sections that begin to be processed based on MKJI 2017 methode. Also using Trip Generation Manual, describe the number of trip generation and trip attraction to MAT. Then, modeled into SATURN Software. So that, the research results are 9,522 trip/hour trip generation with 382,504 smp/hour trip attraction. And has Level of Service on A-F with B level average. This proves the need for improvement and equitable distribution of infrastructure and facilities, traffic infrastructure. And to realize alternative roads and mass transportation]]>
<![CDATA[EFFECT OF CHICKEN FEATHER WASTE ON CONCRETE MIXING ON COMPRESSIVE STRENGTH AND FLEXURAL STRENGTH ]]>
<![CDATA[Sutarno, Sutarno]]>;
<![CDATA[Rahmawati, Diah]]>;
<![CDATA[Masvika, Hendra]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.4330
<![CDATA[The materials that are often used in the world of construction both in bridges, water structures, and buildings is concrete. The characteristic of concrete is that it is strong withstand compressive forces, but weak in resisting tensile forces. Therefore, it is necessary to improve the characteristics of the concrete. Improving the characteristics of the concrete can be done by applying a fiber mixture to the concrete. There are two types of fibers used as a concrete mixture, namely synthetic fibers and natural fibers. The research conducted was concrete using chicken feather waste fiber which was categorized as natural fiber with a fiber length of 3 cm, the grade of the concrete used was 20 MPa and the percentage of additional chicken feather waste was 0%, 1%, and 2% of the volume of concrete. The test is the compressive strength and flexural strength of the concrete using a specimen cylinder 15x30 cm and beam 15x15x60 cm. Each percentage of chicken feather waste that is used as a concrete mixture is 5 samples. From the test results, it was found that the concrete with the addition of 0% chicken feathers obtained an average compressive strength value of 200.78 kg/cm2, concrete with the addition of 1% chicken feather fiber, the compressive strength value increased to 215.09 kg/cm2 and concrete with the addition of chicken feather fiber 2 % has a compressive strength value of 197.54 kg/cm2. Meanwhile, the flexural strength values obtained were 24.00 kg/cm2, 23.03 kg/cm2, 21.08 kg/cm2 for the percentage of 0%, 1% and 2% fibers, respectively. This shows that the concrete with the addition of bristle fibers the chicken has decreased the compressive strength value when it has reached its optimum level. While the addition of the percentage of chicken feathers to the flexural strength value does not have much effect on the flexural strength of the concrete which tends to decrease. This is influenced by the characteristics of the chicken feathers which are difficult to bond with the concrete as well as being easy to absorb water, so that the concrete takes a longer time to dry after the maintenance of the concrete.]]>
<![CDATA[TRANSIT ORIENTED DEVELOPMENT (TOD) IN KAWASAN BAKRIE NIRWANA RESIDENCE MULYA HARJA ]]>
<![CDATA[Al Munawar, Muhammad Agil]]>;
<![CDATA[Murtejo, Tedy]]>;
<![CDATA[Rulhendri, Rulhendri]]>;
<![CDATA[Chayati, Nurul]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.3532
<![CDATA[The regional development plan and integrated transportation network in the city of Bogor, especially in the Bogor Nirwana Residence Mulya Harja area, requires a plan for determining transit-based movements. The concept of transit oriented development (TOD) is a spatial engineering approach that focuses its development around transit points. The space developed in a transit-oriented area has the characteristics of high density, various mixes (updates) and a design area that is friendly to pedestrians and bicycle users. As for anticipating the emergence of transportation problems in the development of the TOD area, a study is carried out on the analysis of potential generation and attraction to find out how much movement is entering a zone or leaving a zone.to predict the amount of traffic pull generation to and from the TOD area development location. Data collection techniques include existing observations, traffic surveys and document review. The analysis of land use designation refers to the standards and regulations related to the development of transit-oriented areas, while the calculation of the generation of attraction uses the coefficient ofITE (Institute Transportation Engineers) Generation 9th. The results of the research are the level of conformity of the Basic Building Coefficient (KDB), Building Floor Coefficient (KLB) and Green Base Coefficient (KDH) on land use designation on the application of the TOD concept in the BNR area. The results were KDB with a preset rate of 64%, KLB with a percentage rate of 3.28 and KDH of 10%. In the calculation results of the movement generation obtained in the study area with a total of 2,118 (Trips / Hour), while for the results of the movement of the movement obtained in the study area with a total of 31,780 (trips/hour).]]>
<![CDATA[PASSENGER CAR SPEED ASSESSMENT RELATIONSHIP TO THE NOISE CAUSED ]]>
<![CDATA[Syaiful, Syaiful]]>;
<![CDATA[Andana, Rendy]]>
<![CDATA[ ASTONJADRO Vol. 10 No. 1 (2021): ASTONJADRO ]]>
Publisher : <![CDATA[Universitas Ibn Khaldun Bogor ]]>
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DOI: 10.32832/astonjadro.v10i1.3494
<![CDATA[Noise is defined as a human unwanted sound. The main sources of noise on toll roads are heavy vehicles and light vehicles. Noise pollution is often interpreted as unwanted sound or wrong sound at the wrong time. as heavy industry grows, traffic crowds, transportation facilities, and excessive use of audio technology. In addition there is generally noise strongly related to annoyance. Noise is everywhere and disturbance is one of the most common reactions to noise.. Speed is the size of a vector that shows how fast objects move. This research aims to find out the level of traffic noise and its distribution in front of SDN Cimahpar 01. The research method uses multiple linear analysis with the SPSS program by entering traffic data, vehicle speed and noise generated. The results were obtained that in SDN Cimahpar 01 area with the highest linear regression value between speed and noise that arises is 98% with linear regression equation y=52,390+0.298x1+0.229x2+0.245x3+0.205x4. Based on the similarity, the noise level value generated by the speed of the vehicle is 52.39 dBA with the provision of no increase or decrease in vehicle speed, this noise level is very strong because above the raw value of the activity noise level set by the Decree of the Minister of Environment No. 48 of 1996 which is 80 dBA.]]>
