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INDONESIA
Jurnal Teknik Sipil-Arsitektur
Published by Universitas Jayabaya
ISSN : 14129299     EISSN : 27454738     DOI : https://doi.org/10.54564/jtsa
Core Subject : Engineering,
Civil Engineering, Building, Construction & Architecture Engineering Transportation
Jurnal ini menerima naskah asli dari penelitian yang original, artikel tentang kebijakan, dengan cakupan penelitian di bidang teknik sipil dan teknik arsitektur. Scope Jurnal ini sebagai berikut: - Traffic Engineering - Water Resources Engineering, - Construction Management - Structural Engineering, - Geotechnical Engineering, - Transportation Engineering, - Architechture Engineering, - Environmental Engineering.
Arjuna Subject : Teknik (semua kategori) - Teknik Sipil dan Struktur
Articles 152 Documents
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MODEL PERSAMAAN KUAT TARIK BELAH DAN KUAT TEKAN BETON GEOPOLIMER DENGAN BERBAGAI SUHU PERAWATAN: EQUATION MODEL OF TENSION STRENGTH AND COMPRESSIVE STRENGTH OF GEOPOLYMER CONCRETE WITH VARIOUS TREATMENT TEMPERATURES Muhammad Nafhan Isfahani; Jonbi Jonbi
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 20 No. 2 (2021): EDISI BULAN NOVEMBER 2021
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v20i2.80

Abstract

Kualitas beton ditunjukkan dengan seberapa besar nilai kuat tekannya walaupun beton merupakan bahan yang tidak cukup kuat untuk menahan kuat tarik, untuk itu perlu dilakukan penelitian tentang model hubungan kuat tekan beton. dengan kekuatan tarik belah dengan berbagai perlakuan suhu yang belum pernah dilakukan oleh peneliti sebelumnya. Tujuan dari penelitian ini adalah untuk mendapatkan persentase kenaikan kuat tekan, kuat tarik belah dan model matematis (korelasi regresi) perilaku kuat tarik belah pada kuat tekan beton geopolimer dengan perlakuan temperatur ruang, 60°C, 90° C selama 24 jam. Penelitian ini dilakukan secara eksperimental di laboratorium. Hasil penelitian ini diperoleh bahwa rata-rata kenaikan kuat tekan beton dari suhu kamar ke perlakuan suhu 60 adalah: 32,7% dari suhu 60 ke suhu perlakuan 90 adalah 22,5%. Rata-rata kenaikan kuat tarik belah beton dari suhu kamar ke perlakuan suhu 60 adalah 34,4% dari suhu 60 ke suhu perlakuan 90 adalah 4,7%. Model Persamaan kuat tarik dengan kuat tekan beton geopolimer umur 28 hari yang dirawat pada suhu kamar ditunjukkan dengan persamaan fr = 0,708 fc0.5. Perlakuan pada suhu 60° ditunjukkan oleh persamaan fr = 0,808 fc0.5 . Temperatur perlakuan 90° ditunjukkan oleh persamaan.
DESIGN OF THE DOBRA CHANTI SUSPENSION BRIDGE IN DISTRICT TEHRI GARHWAL, UTTARAKHAND, INDIA: Desain Jembatan Gantung Dobra Chanti di Distrik Tehri Garhwal, Uttarakhand, India Hyun Tae Kang
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 20 No. 2 (2021): EDISI BULAN NOVEMBER 2021
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v20i2.84

Abstract

Since the Tehri dam was constructed on the River Bhagirathi in 2006, considerable productive land areas, many villages, including old Tehri town in Tehri-Garhwal district has been submerged. It has also disconnected the travel and transportation routes along the east slopes of the reservoir, making the local residents lose access to the New Tehri town, which is equipped with resident-friendly facilities including health and education institutions and markets. Accordingly, the Uttarakhand Government has proposed to build the Dobra-Chanti H.M.V. Suspension Bridge to meet the local demand for an easy intra-regional accessibility, especially between the left and right sides of the River Bhagirathi. The project consists of a single-span suspension bridge, an approach bridge at each end of the suspension bridge, and slope protection work on each side. The suspension bridge has a 440m-long stiffening truss girder, 57m-tall steel towers, locked coil cable systems including suspenders, and anchor blocks. The approach bridges are reinforced concrete bridges with T-shaped beams. And river side slopes installed on both banks are protected and stabilized through CC blocks, shotcrete, and anchor bolts. All cek dimension has met the requirement
DAMPAK PEMBANGUNAN PINTU TOL JATIKARYA TERHADAP KINERJA SIMPANG 4 KRANGGAN: The Impact Of The Development Of Jatikarya Toll Doors On Performance Intersection Of 4 Kranggan Doni Haidar Nur; AR Indra Tjahjani
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 20 No. 2 (2021): EDISI BULAN NOVEMBER 2021
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v20i2.87

Abstract

Kranggan intersection in Cibubur City is an intersection with four arms equipped with traffic light signals. Kranggan intersection is the confluence of four roads, namely Jl. Kranggan, Jl. Raya Kalimanggis Jl. Transyogi Barat, and Jl. Transyogi East. This intersection has a condition where long queues often occur at this intersection. especially after the existence of the Jatikarya toll gate, the behavior of the Kranggan 4 intersection has changed the direction of traffic flow, of course, so it is necessary to study how many changes have occurred. The research method used is a quantitative method by collecting road geometric data, intersection geometry and current traffic data in 2021 through direct surveys at the research location as well as traffic data on the Alternative Cibubur (Transyogi) road.Before the existence of the Jatikarya toll gate, it was known that the degrees of saturation for the north and west approaches were 0.80, 1.04 (ds > 0.75 ; saturated), while the south and east approaches produced a degree of saturation (ds) of 0.16 respectively. , 0.30 (ds < 0.75 ; unsaturated). The highest queue length is 387.82 m, the average delay of the resulting intersection is 51.47 sec/pcu and the level of service (LOS) is entered with level E (40-60 sec/pcu). After the presence of the Jatikarya toll gate, it is known that the degree of saturation for the South approach is 0.81 (ds > 0.75 ; saturated), while the North, East and West approaches produce degrees of saturation (ds) of 0.56, 0.11 respectively. , 0.38 (ds < 0.75 ; unsaturated). The highest queue length is 167.87 m, the average delay of the resulting intersection is 13, 72 sec/pcu and enter the the level of service (LOS) with level B (5 – 15 sec/pcu). In traffic conditions in the next 10 years, the performance of the intersection will be very bad, it is known that the degrees of saturation for the north and south approaches are 0.94, 1.37 (ds > 0.75 ; saturated), while the East and West approaches produce degrees of saturation (ds > 0.75 ; saturation). ) respectively 0.19, 0.65 (ds < 0.75 ; unsaturated). The highest queue length is 1353.94 m, the average delay of the resulting intersection is 128.33 sec/pcu and the the level of service (LOS) is entered with the F level (>60 sec/pcu). while the East and West approaches produce degrees of saturation (ds) respectively 0.19, 0.65 (ds < 0.75 ; unsaturated). The highest queue length is 1353.94 m, the average delay of the resulting intersection is 128.33 sec/pcu and the the level of service (LOS) is entered with the F level (>60 sec/pcu). while the East and West approaches produce degrees of saturation (ds) respectively 0.19, 0.65 (ds < 0.75 ; unsaturated). The highest queue length is 1353.94 m, the average delay of the resulting intersection is 128.33 sec/pcu and the the level of service (LOS) is entered with the F level (>60 sec/pcu).
STUDI KELAYAKAN UNDERPASS CANGUK, KOTA MAGELANG, JAWA TENGAH: Feasibility Study of the Canguk Underpass, Magelang City, Central Java Darmadi
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 20 No. 2 (2021): EDISI BULAN NOVEMBER 2021
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v20i2.88

Abstract

This project is part of the effort of the Government of Indonesia in implementing theAccelerating Infrastructure Delivery through better Engineering Services Project (ESP) thatwill help meeting the infrastructure development objectives of the MPWH’s SectorDevelopment Plan (SDP), 2015-2019 and beyond. Several surveys were carried out to supportthe analysis of this study. The surveys include a topographical survey, road conditions survey,hydrology conditions, geotechnical investigation, and traffic surveys. From the results of theeconomic study, it gives an Economic Internal Rate of Return value of 37.86% which exceedsthe annual interest rate of 12% so it is said to be very feasible to build.
EVALUASI BIAYA DAN WAKTU DENGAN EARNED VALUE PADA PROYEK GEDUNG SPORTAINMENT TELKOM CORPORATE UNIVERSITY GEGERKALONG BANDUNG: EVALUATION OF COSTS AND TIME WITH EARNED VALUE ON THE TELKOM CORPORATE UNIVERSITY GEGERKALONG BANDUNG SPORTAINMENT PROJECT Irvan Riva'i Sumanang; Indartono Rivai
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 20 No. 2 (2021): EDISI BULAN NOVEMBER 2021
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v20i2.90

Abstract

Pada pelaksanaan suatu proyek membutuhkan pengawasan dan pengendalian yang baik untuk dapat berjalan sesuai dengan kualitas yang telah disepakati dalam kontrak baik ketepatan aspek waktu maupun biaya meskipun jarang ditemui dalam suatu proyek yang dapat berjalan sesuai dengan jadwal ataupun biaya yang telah direncanakan.Pengawasan dan pengendalian ini mutlak diperlukan dalam rangka mencapai target keuntungan tanpa mengurangi kualitas yang telah disepakati dalam kontrak maka penelitian ini bertujuan untuk melakukan evaluasi terhadap Schedule Variance dan Cost Variance, evaluasi terhadap Cost Performance Index dan Schedule Performance Index, evaluasi terhadap besarnya Budgeted Estimate To Complete dan Budgeted Estimate At Complete dan evaluasi terhadap lamanya Schedule Estimate To Complete dan Schedule Estimate At Complete pada proyek pembangunan Gedung Sportainment Telkom Corporate University Bandung.Penelitian ini bersifat kualitatif dengan data atau informasi yang digunakan dalam penulisan tugas akhir ini adalah data primer diperoleh dari studi literatur dan data sekunder diantaranya Kurva S rencana dan realisasi, Harga Pekerjaan/ Anggaran dan Biaya yang telah dikeluarkan sebenarnya oleh kontraktor (Biaya Aktual/ ACWP). Metode pengolahan data menggunakan perhitungan sesuai dengan Earned Value Method atau Metode Konsep Nilai Hasil dengan menganalisa penyimpangan, produktifitas kinerja, prakiraan waktu dan biaya akhir penyelesaian proyek.Dari parameter tersebut dilakukan evaluasi terhadap aspek biaya dan waktu selanjutnya dianalisa biaya yang dikeluarkan untuk pembiayaan proyek dan waktu penyelesaian dengan  Metode Earned Value dilakukan menggunakan data pelaporan minggu ke-20 dengan nilai ACWP Rp. 19.314.546.194,00; nilai BCWS Rp.16.916.964.517,00 dan nilai BCWP Rp.19.071.846.495,00. Hasil analisis data diperoleh estimasi nilai akhir diketahui nilai CV negatif dan nilai CPI 0,99<1 dan nilai BEAC proyek sebesar Rp.41.097.395.211,00 maka disimpulkan bahwa biaya proyek lebih besar dari rencana semula senilai Rp.40.580.980.000,00, dan dapat diketahui pula nilai SV positif dan nilai Indeks SPI 1,13 > 1 dapat diketahui bahwa proyek ini dapat diselesaikan dengan waktu lebih cepat dengan SEAC selama 233,14 hari lebih cepat dari durasi rencana selama 245 hari.
ANALISA EFEKTIFITAS POLA OPERASI MRT JAKARTA DENGAN HEADWAY 10 MENIT SAAT PANDEMI: ANALYSIS OF THE EFFECTIVENESS OF JAKARTA MRT OPERATING PATTERNS WITH 10 MINUTES HEADWAY DURING PANDEMIC Cirilus Panji Asmoro; Sudarwati
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 20 No. 2 (2021): EDISI BULAN NOVEMBER 2021
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v20i2.91

Abstract

MRT Jakarta is a new face of urban public transport in DKI Jakarta. It was start the commercial operation on March 2019, give a choice for Jakarta Citizen for using comfortable, safe and on time public transport. However, on march 2020 Indonesia Goverments announce about pandemic of Covid-19 and Indonesia have a new normal protocol for daily people movement. This has an impact on MRT Jakarta like decrease in the number of passanger. So we need the new analysis about Operation Pattern on MRT Jakarta. The purpose of this research is make a effective operation pattern of MRT Jakarta. With quantitative methodology, the data or information used is secondary data obtained from MRT Jakarta technical data and primary data obtained from direct observations in the field, and the result is based on maximum train occupancy, still enough for using 10 minutes headway and the operation start from 06:00 until 22:00.
PENTANAAN JARINGAN TRAYEK ANGKUTAN PERKOTAAN DI KOTA BOGOR: ESTABLISHMENT OF URBAN TRANSPORT TRACK NETWORK IN BOGOR CITY Althafurrahman; Sri Yuniarti
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 20 No. 2 (2021): EDISI BULAN NOVEMBER 2021
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v20i2.92

Abstract

Bogor city is mostly occupied by public transport. Nowadays, the number of routes of public transport routes in Bogor city is 24 routes. However, in the implementation there are mostly routes of public transport that are overlapping. This study is doing because the overlapping of routes of public transport is beyond 50% and it made the load factor in each route become low. The method that I did was collecting data with dynamic survey and static survey for anlalyzing the real condition of public transport routes and other data like interviews, Home Interview, and Road Side Interview for predicting the demand of trips that are processed in VISUM app to get the demand of trips on each road as a basis to make new suggestion routes for public transport. The last step is to analyze and to compare the real routes and the suggestion routes. Both performance of routes and performance of operational. After all of those analyses we only need 14 routes of public transport, so it is expected to increase the load factor of public transport by 70%
PERENCANAAN GEDUNG PARKIR MOBIL TIGA LANTAI DENGAN MENGGUNAKAN STRUKTUR BETON DI AREA DEPO MRT JAKARTA: DESIGN OF THREE FLOOR CAR PARKING BUILDING USING CONCRETE STRUCTURES IN THE DEPO AREA OF MRT JAKARTA Fatmawati Oemar; Feri Panca Rama Dani
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 20 No. 2 (2021): EDISI BULAN NOVEMBER 2021
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v20i2.93

Abstract

The Jakarta MRT depot is experiencing increasing development. Currently, the car park area at the Jakarta MRT Depot is not functioning properly due to the lack of available land, so that many four-wheeled vehicles are parked inappropriately. To overcome these problems, it is necessary to build a car parking area at the Jakarta MRT Depot. The plan is to build a parking building with an area of 6,656 m2, a parking angle design of 90°, a reinforced concrete structure consisting of two floors. The beam dimensions are 650 mm x 500 mm, the column dimensions are 500 mm x 500 mm and the plate thickness is 200 mm. The parking building can accommodate as many as 400 four-wheeled vehicles. In planning the car park building, data are used, including the results of ground sondir. Analysis of calculations using the SAP2000 Version20 design and structure application.
PERENCANAAN OVERLAY JALAN BATAS SUMATERA SELATAN - SIMPANG EMPAT LAMPUNG: South Sumatra Border Road Overlay Planning - Simpang Empat Lampung Mohammad Rizky Folanda; Sri Yuniarti
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 21 No. 1 (2022): EDISI BULAN MEI 2022
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v21i1.100

Abstract

Boundary road of South Sumatra - Simpang Empat is an access road from South Sumatra Province to Lampung Province or vice versa. Basically, the road has decreased its structural function as it increases with age. Research is needed to identify damage to the road. Aim to find out the consequences of road damage for road users, know the type of damage that occurred and know the design of additional layers of roads (Overlay). This research was conducted on the road section of South Sumatra - Simpang Empat, Lampung. By observing the condition of the damaged road and observing the type of damage and the percentage of damage. Average Daily Traffic Data obtained from the Transportation Office of Way Kanan Regency. Then the data that has been obtained is processed by component analysis methods. Based on the results of research on the type of road damage that occurred on the road section of South Sumatra - Simpang Empat, Lampung is the damage of the release of grains with a percentage of damage of 30%, damage to the hole with a percentage of 38%, damage to the discharge with a percentage of 21% and damage sungkur with a percentage of 11%. Overlays are done to reduce the impact caused by damage to the road. The arrangement of the bending pavement layer is the thickness of the surface layer (D1) 5 cm, the thickness of the foundation layer on the paved pavement (D2) 10 cm and the thick foundation layer of the top grained pavement (D3) 72 cm.
MODEL LOW ALKALI ACTIVATOR GEOPOLYMER CONCRETE MATERIAL RATIO WITH COMPRESSIVE STRENGTH Eri Setia Romadhon; Antonius; Sumirin
JURNAL TEKNIK SIPIL-ARSITEKTUR Vol. 21 No. 2 (2022): EDISI BULAN NOVEMBER 2022
Publisher : FTSP Universitas Jayabaya

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.54564/jtsa.v21i2.113

Abstract

This paper presents the results of research on the relationship between the ratio of the composition of low alkaline activator geopolymer concrete and compressive strength. The main objective of this research is to develop a relationship model of the ratio of the constituent materials of low alkaline activator geopolymer concrete with compressive strength. The variables reviewed were the amount of alkaline activator 4% low enough, room temperature treatment and 60oC ratio of alkaline activator/fly ash (AAS/FA) namely 0.35, 0.4, 0.5, 0.6. The test results show that the mole ratios of the main ingredients for geopolymer concrete are low in alkaline activators SiO2/Al2O3, Na2O/SiO2 and H2O/Na2O in accordance with the mole ratio specifications for geopolymer concrete ingredients developed by Subaer Junaedi. The relationship model for the mole ratio of the constituent materials of low geopolymer concrete activator 4% and 5% curing at room temperature and 60°C with compressive strength shows a non-linear or exponential relationship with a correlation number close to 1, valid.

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