Journal of Applied Civil Engineering and Infrastructure Technology (JACEIT)
Ruang lingkup Journal of Applied Civil Engineering and Infrastructure Technology (JACEIT) adalah : 1. Struktur mencakup penerapan mekanika teknik seperti pada penerapan struktur beton, baja, kayu, dan komposit. Termasuk penerapan dalam rekayasa gempa suatu bangunan gedung dan jembatan. 2. Manajemen Konstruksi. Bidang manajemen konstruksi mencakup dalam penerapan optimalisasi estimasi biaya, penjadwalan proyek, manajemen proyek, analisa dokumen tender/lelang, penentuan kelayakan ekonomi suatu proyek, semua hal yang berkaitan dengan hukum dan perizinan bangunan hingga pengorganisasian pekerjaan di lapangan sehingga diharapkan bangunan tersebut selesai tepat waktu. 3. Material Maju. Bidang material maju merupakan suatu terapan inovasi untuk mencari material konstruksi bahan bangunan yang memiliki keterbaruan baik dari segi keawetan, keringanan, kekuatan/mutu, dan keekonomisan yang mampu diterapkan di dalam suatu konstruksi bangunan sipil. 4. Hidroteknik dan Sumber Daya Air. Bidang hidroteknik dan sumber daya air mencakup bidang teknik sipil keairan seperti penerapan hidrologi dalam memprediksi perubahan iklim dan cuaca, menganalisa aliran permukaan dan air bawah tanah serta menganalisa besaran muatan sedimen dan hidrograf banjirnya serta permasalahan-permasalahannya. Untuk penerapan hidrolika dalam menganalisa bangunan keairan seperti perencanaan bangunan waduk, embung, kolam retensi, bendung, bendungan, saluran drainase, bangunan dan saluran irigasi, bangunan pelindung sungai, normalisasi sungai. Sedangkan bidang sumber daya air mencakup penerapan optimalisasi dan manajemen sumber daya air untuk diterapkan di pertanian, perkebunan dan kehutanan, serta dalam menganalisa konservasi air dan tanah serta bangunan konservasinya. 5. Bidang geoteknik ini mencakup struktur dan sifat berbagai macam tanah dan batuan dalam menopang suatu bangunan yang akan berdiri di atasnya. Cakupannya dapat berupa investigasi lapangan yang merupakan penyelidikan keadaan-keadaan tanah suatu daerah, penyelidikan laboratorium serta perencanaan konstruksi tanah dan batuan, seperti: timbunan (embankment), galian (excavation), terowongan tanah lunak (soft soil tunnel), terowongan batuan (rock/mountain tunnel), bendungan tanah/batuan (earth dam, rock fill dam), dan lain-lain. 6. Bidang transportasi mencakup sistem transportasi dalam perencanaan dan pelaksanaannya. Cakupan bidang ini antara lain konstruksi dan pengaturan jalan raya, jalan rel, konstruksi bandar udara, terminal, stasiun, pelabuhan dan manajemennya. 7. Teknik Lingkungan. Bidang teknik lingkungan mencakup permasalahan-permasalahan dan isu lingkungan. Cakupan bidang ini antara lain penyediaan sarana dan prasarana air bersih, pengelolaan limbah dan air kotor, pencemaran sungai, pencemaran air tanah, polusi suara dan udara hingga teknik penyehatan serta kualitas air. 8. Pemetaan / Geomatika/ Penginderaan Jauh. Bidang ini mencakup penerapan suatu pemetaan hasil ukur tanah terhadap pemecahan suatu permasalahan kondisi geografis muka bumi baik itu melalui citra satelit, dan penginderaan jauh. Salah satunya dengan penerapan analisa Sistem Informasi Geografis dan perangkat aplikasi lainnya. 9. Rekayasa Teknologi Infrastruktur. Bidang ini merupakan penerapan keilmuan ketekniksipilan dalam merancangbangun infrastruktur dan penerapan teknologi infrastruktur dalam suatu pembangunan yang berkesinambungan yang berwawasan lingkungan.
Articles
98 Documents
<![CDATA[Penentuan Karakteristik Hidraulik Sungai Setail Berdasarkan Angka Reynold Dan Angka Froude ]]>
<![CDATA[Arifki, Ilham Rusdi]]>;
<![CDATA[Erwanto, Zulis]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 4 No 2 (2023): Desember 2023 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v4i2.433
<![CDATA[Besarnya distribusi kecepatan aliran pada Sungai Setail menimbulkan permasalahan, salah satunya yaitu peluapan air sungai yang dapat mengakibatkan banjir karena endapan sedimen yang tinggi. Kecepatan aliran pada Sungai Setail ditambah curah hujan yang tinggi mengakibatkan sungai meluap yang menyebabkan ratusan rumah di Desa Wringinputih, Kecamatan Muncar terendam banjir setinggi 1 meter. Tujuan penelitian ini adalah untuk menentukan angka Reynold dan angka Froude di hulu, tengah dan hilir Sungai Setail. Pengukuran kecepatan aliran menggunakan alat Current Meter. Setelah didapatkan data debit, kecepatan, dan koordinat, kemudian dilanjutkan dengan pengolahan data untuk mengetahui angka Reynold dan angka Froude untuk menentukan karakteristik hidraulik sungai dan di input dalam program Surfer untuk mengetahui bentuk dan kontur distribusi kecepatan aliran Sungai Setail. Pada bagian hulu Sungai Setail diperoleh kecepatan rerata sebesar 0,63 m/detik, dengan debit rerata sebesar 0,77 m3/detik, rerata angka Reynold sebesar 1789288,36 termasuk jenis aliran turbulen, dan rerata angka Froude sebesar 0,38 tipe aliran subkritis. Pada bagian tengah Sungai Setail didapatkan kecepatan rerata sebesar 0.32 m/detik, debit rerata sebesar 0.77 m3/detik, rerata angka Reynold sebesar 112775,85 termasuk jenis aliran turbulen, dan rerata angka Froude sebesar 0,19 tipe aliran subkritis. Lalu pada bagian hilir Sungai Setail diperoleh kecepatan rerata sebesar 0.24 m/detik, debit rerata sebesar 0,96 m3/detik, rerata angka Reynold sebesar 185107,50 termasuk jenis aliran turbulen, dan rerata angka Froude sebesar 0,07 termasuk tipe aliran subkritis.]]>
<![CDATA[Pengaruh Sedimentasi Terhadap Fungsi Kapasitas Saluran Drainase di Jalan Tongkol Kelurahan Seketeng Sumbawa Besar ]]>
<![CDATA[Dwianti, Novia]]>;
<![CDATA[Mawardin, Adi]]>;
<![CDATA[Kurniati, Eti]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 4 No 2 (2023): Desember 2023 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v4i2.547
<![CDATA[Population growth is always followed by changes in land use. These changes mean that the land surface can no longer absorb rainwater naturally, creating a high runoff coefficient and affecting erosion rates. Rainwater is channeled into the drainage along with erosion material. The increased sedimentation process causes silting of the channel which results in a decrease in drainage capacity. The purpose of this study is to determine the characteristics of sediment by grain size analysis method and the results of grain diameter range from 1.062 mm to 1.506 mm, categorized as very coarse sand with specific gravity (ρs) of 0.00239 kg/m3. Knowing the Bed load Transport Rate with the Meyer-Petter and Muller Method which is around 1.714×103 m3/year. Knowing the rate of suspended load transport using the USBR (United States Beureu Reclamation) Method which is 0.0443 tons/year. As well as knowing the percentage of sediment to the Tongkol street drainage channel along the research location of 74.46% and categorized as severely damaged. The recommended action that can be taken is rehabilitation. Drainage channel rehabilitation can be done by dredging sediment, as well as repairing damaged channel construction by CL Directorate General of Natural Resources Men PU No. 02 / SE / 2011.]]>
<![CDATA[Studi Penentuan Tarif Buy the Service Transpakuan Koridor 6 Metode Ability to Pay dan Willingness to Pay ]]>
<![CDATA[Ardila, Fitri Aning Ayu Dwi]]>;
<![CDATA[Murtedjo, Tedy]]>;
<![CDATA[Chayati, Nurul]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 4 No 2 (2023): Desember 2023 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v4i2.555
<![CDATA[Buskita Transpakuan is mass transportation in Bogor City which is increasingly in demand by the wider community. Based on this, a study on determining tariffs using the Ability to Pay and Willingness to Pay methods was carried out. This study aims to determine the applicable rates for Transpakuan BTS. This study uses a quantitative descriptive method, namely research that analyzes numerical data (numbers) and then analyzes it to conclude. The results showed (Ability to Pay) greater than Rp. 4180.00 from the WTP (Willingness to Pay) Rp. 4,000.00 occurs because users have higher paying abilities but satisfaction with the services used is still low so user willingness is relatively low, so service improvements are needed, and for the results the current decent tariff is Rp. 4,090.00 if rounded up to Rp. 4000.00. The service improvement priority desired by Buskita Transpakuan Corridor 6 passengers is the comfort aspect, followed by the safety aspect. The acquisition of headway values on Mondays, Tuesdays, Thursdays, and Saturdays on 9 Buskita Transpakuan Corridor 6 Bogor City transportation routes that pass through the Parung Bison - Air Mancur route has met the indicator standards because the average headway value of 8.1 minutes, the ideal rating of 5-10 minutes. This was influenced by the level of transportation operations, the majority of which were still high.]]>
<![CDATA[Analisis Penurunan Tanah Jalan R.E. Martadinata Jakarta Utara Menggunakan Metode Konvensional dan Pengamatan GPS Geodetic ]]>
<![CDATA[Ramadhan, Kurniawan]]>;
<![CDATA[Syaiful]]>;
<![CDATA[Taqwa, Fadhila Muhammad Libasut]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 4 No 2 (2023): Desember 2023 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v4i2.560
<![CDATA[Land subsidence in the areas of Pademangan, Ancol, Penjaringan, Cengkareng, Tanjung Priok, Cilincing, and Pulogadung is still ongoing. The land subsidence is influenced by the condition of the groundwater table and the effect of consolidation. The purpose of this research is to know the result of soil subsidence/ consolidation using conventional calculation methods and geodetic GPS observations on R.E. Martadinata Street on Bore Hole 3 with Point BM.CP.1 and Bore Hole 6 with Point BM.DKI.11 and to find out the results of the comparison of subsidence/ consolidation analysis methods between conventional calculations and geodetic GPS observations. The amount of soil subsidence/ consolidation with conventional calculation methods at Bore Hole 3 with Point BM CP.1 obtained 8.5 cm with a period of 2.3 years and at Bore Hole 6 with Point BM DKI.11 obtained 5.6 cm with a period of 0.4 years. The amount of soil subsidence/ consolidation with GPS Geodetic observations BM CP.1 point was obtained at 16.8 cm with a period of 3 years and at the DKI.11 BM Point obtained 17.5 cm with a period of 3 years. The results of soil subsidence/consolidation calculations using conventional calculation methods and GPS Geodetic observations there was a difference or deviation in Bore Hole 3 with Point BM CP.1 obtained 8.3 cm with a period of 0.68 years and in Bore Hole 6 with Point BM DKI.11 obtained 11.9 cm with a period of 2.64 years.]]>
<![CDATA[Analysis of Types of Flexible Pavement Damage Using the Pavement Condition Index Method ]]>
<![CDATA[Novianto, Dicky]]>;
<![CDATA[Rulhendri]]>;
<![CDATA[Chayati, Nurul]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 5 No 1 (2024): Agustus 2024 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v5i1.562
<![CDATA[Roads are land transportation infrastructure that is very important in facilitating economic relations and other social activities. If road damage occurs, it will not only result in the obstruction of other economic and social activities but can also cause accidents for road users. The aim of this research is to explain the types of damage to the surface layer of flexible pavement and to find out the index value of the pavement condition index for Jalan Kreteg-Lebak Jaya based on the PCI (Pavement Condition Index) method so that the results can be used in preparing road maintenance programs. The results of this research in segment 1 showed 4 types of damage, namely edge cracks, patches, holes, weathering, and loose granules, with a PCI value of 22, very poor pavement conditions using this type of treatment. reconstruction/recycling. In segment 2, there were 4 types of damage, namely edge cracks, patches, holes, weathering, and loose granules with a PCI value of 26 in poor pavement conditions using the type of reconstruction or recycling treatment. In segment 3, there were 3 types of damage: holes, slip cracks, weathering, and loose granules with a PCI value of 46. Fair pavement conditions using reconstruction or recycling treatment in segment 4, there were 4 types of damage, namely crocodile skin cracks, edge cracks, holes, weathering, and loose granules, with a PCI value of 29 for poor pavement conditions using the type of reconstruction or recycling treatment.]]>
<![CDATA[Analisis Kerusakan Permukaan Jalan Berdasarkan Penilaian Dengan Metode SDI Dan IRI ]]>
<![CDATA[Maulana, Miftah]]>;
<![CDATA[Rulhendri]]>;
<![CDATA[Chayati, Nurul]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 4 No 2 (2023): Desember 2023 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v4i2.566
<![CDATA[Transportation infrastructure in the form of roads holds an important role in mass mobility. Sustainable usage combined with the increase in vehicle volume can lead to road damage, which eventually affects its construction condition and has implications for quality, comfort, safety, and traffic flow. Therefore, periodic analysis of road surface damage is crucial to determine whether the road is in good condition or requires repair and maintenance. Jalan Raya Ciherang in Bogor Regency is categorized as a busy district road, with a length of 2 km, serving as a secondary local road. The Surface Distress Index (SDI) and International Roughness Index (IRI) methods were used to assess the road surface condition. By comparing visual assessments and using the Roadroid application, the results were more effective in determining the level of damage and finding appropriate actions to solve the problem. The analysis showed that the average percentage of road damage using the SDI and IRI methods, the highest percentage of SDI values indicates a good condition at 50%, while the highest percentage of IRI values indicates a combination of good and fair conditions, both at 37.50%. Referring to the data on determining the type of road condition management from Bina Marga, 2011, it was necessary to perform routine maintenance. According to information from Kebina-Margaan, and Dinas Pekerjaan Umum 2007 regarding road service conditions, Jalan Raya Ciherang falls into the category of Mantap service condition.]]>
<![CDATA[Studi Penentuan Tarif untuk Buy the Service Trans Pakuan Koridor 1 dengan Metode Ability to Pay dan Willingness to Pay ]]>
<![CDATA[Adani, Ahmad Kafa]]>;
<![CDATA[Murtejo, Tedy]]>;
<![CDATA[Chayati, Nurul]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 5 No 1 (2024): Agustus 2024 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v5i1.567
<![CDATA[Minat masyarakat Kota Bogor menggunakan layanan transportasi massal BisKita Trans Pakuan semakin meningkat, ditandai dengan terus meningkatnya load faktor pada bulan September 2022 sudah sampai 101%. Besarnya load faktor membuktikan bahwa masyarakat Kota Bogor masih percaya terhadap angkutan umum. Wali Kota Bogor Bima Arya Sugiarto mengatakan, Badan Pengelola Transportasi Jabodetabek (BPTJ) Kementerian Perhubungan telah meminta Pemerintah Kota Bogor untuk melakukan kajian Ability to Pay (ATP) dan Willingness to Pay (WTP) sebelum menetapkan tarif. Metode yang digunakan adalah metode Ability to Pay (ATP) dan Willingness to Pay (WTP) yang bertujuan untuk menganalisis karakteristik pengguna BTS Trans pakuan koridor 1 dan menganalisis tarif berdasarkan analisis ATP dan WTP. Hasil analisis ATP dan WTP menunjukan bahwa analisis penentuan tarif BTS Trans Pakuan koridor 1 dengan metode Ability to Pay (ATP) dan Willingness to Pay (WTP) didapat nilai ATP sebesar Rp3.920 dan nilai WTP sebesar Rp4.155, dimana hasil ATP<WTP. Hal ini memungkinkan terjadi bagi pengguna yang mempunyai penghasilan relatif rendah tetapi utilitas terhadap jasa tersebut sangat tinggi, sehingga keinginan pengguna untuk membayar jasa tersebut cenderung lebih dipengaruhi oleh utilitas. Untuk penetapan tarif yang layak untuk saat ini adalah sebesar Rp4.038. Survei nilai headway rata-rata adalah 6,54 menit, dimana hasil tersebut telah sesuai dengan standar penilaian ideal 5-10 menit. Prioritas paling tinggi dalam pelayanan Biskita Trans Pakuan koridor 1 adalah aspek keteraturan, diikuti dengan aspek kenyamanan.]]>
<![CDATA[Analisis Indeks Kepuasan Pengguna Terhadap Manajemen Pemeliharaan Bangunan Gedung ]]>
<![CDATA[Adikusuma, Candra Wira]]>;
<![CDATA[Anik Ratnaningsih]]>;
<![CDATA[Soetjipto, Jojok Widodo]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 4 No 2 (2023): Desember 2023 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v4i2.574
<![CDATA[Gedung Kimia A Fakultas MIPA Universitas Jember merupakan bangunan yang dipergunakan sebagai laboratorium penelitian. Gedung Kimia A Fakultas MIPA berdiri pada tahun 1991, sehingga telah beroperasi selama ±31 tahun. Penting adanya manajemen operasional pemeliharaan untuk menunjang kualitas bangunan gedung sehingga layak pakai. Penelitian ini bertujuan untuk mengetahui faktor keluhan pengguna, menganalisis nilai indeks kepuasan pengguna dengan metode Customer Satisfaction Index (CSI), dan menentukan strategi peningkatan nilai indeks kepuasan pengguna. Teknik pengambilan sampel dengan metode slovin. Populasi pengguna gedung sebesar 190 orang dengan sampel 66 orang. Teknik pengumpulan data dengan kuesioner. Teknik analisa data adalah rumusan persepsi pengguna terhadap pemeliharaan Gedung Kimia A Fakultas MIPA Universitas Jember. Berdasarkan hasil dan pembahasan, Gedung Kimia A Fakultas MIPA memiliki nilai Indeks Kondisi Bangunan (IKB) sebesar 78,05 % dengan deskripsi kondisi masih baik, dan nilai Customer Satisfaction Index (CSI) sebesar 66,19 % dengan deskripsi cukup puas. Berdasarkan diagram kartesius empat kuadran metode Importance Performance Analysis (IPA), diketahui 5 variabel pada kuadran satu yang berarti prioritas utama perbaikan. Strategi peningkatan nilai indeks kepuasan pengguna dengan dilakukan perbaikan pada komponen yang termasuk kedalam kuadran satu, sehingga dapat dikatakan sangat puas berdasarkan tingkat kepuasan dengan nilai sebesar >80 %.]]>
<![CDATA[Studi Penentuan Tarif BTS Transpakuan Koridor 5 dengan Metode ATP dan WTP ]]>
<![CDATA[Fatihah, Anariski]]>;
<![CDATA[Murtedjo, Tedy]]>;
<![CDATA[Alimuddin]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 5 No 2 (2024): Desember 2024 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v5i2.586
<![CDATA[BTS Transpakuan was officially launched on November 2, 2021, operating across 4 corridors, with the initial trial being conducted on corridor 5. Presently, it remains free, operating from 05:00 to 21:00. Notably, public interest has surged, as evidenced by a load factor of 91% recorded in September 2022. Corridor 5 stands as the sole corridor directly integrated with the KRL. The research aims to dissect the characteristics of corridor 5 BTS Transpakuan users and scrutinize tariff considerations using ATP and WTP methods. Employing an analytical-descriptive approach, primary data was gathered through questionnaires, subjected to ATP and WTP analysis, elucidating the correlation between outcomes. Of the 235 respondents utilizing corridor 5, a majority are women aged 20-30, educated up to high school level. Most are employed, earning between 2 to 3 million IDR, largely self-utilized. A transition from private vehicles to mass transit is evident, with 43 cars, 204 motorbikes, and 9 bicycles. Consequently, the current tariff stands at 3,562 IDR. An enhancement of facilities, prioritized within the tariff structure, would raise it to 4,620 IDR for a single journey. In conclusion, users' capacity to pay is outweighed by their readiness to pay, potentially increasing if facilities are enhanced.]]>
<![CDATA[Evaluasi Response Time Transportation Emergency dalam Bencana Kebakaran di Kecamatan Bogor Tengah ]]>
<![CDATA[Nugraha, Adrianto Fahrizal]]>;
<![CDATA[Murtedjo, Tedy]]>;
<![CDATA[Alimuddin]]>
<![CDATA[ Journal of Applied Civil Engineering and Infrastructure Technology Vol 5 No 1 (2024): Agustus 2024 ]]>
Publisher : <![CDATA[Indonesian Society of Applied Science ]]>
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DOI: 10.52158/jaceit.v5i1.592
<![CDATA[Bogor City spans 11,138 hectares with a population density of 9,548.00 people/km². The densest population resides in Central Bogor District, impacting fire risk. Over 2019-2022, there were 296 fire incidents, 15% occurring in Central Bogor District. The study aims to assess emergency car response times during fires in this district. Using qualitative descriptive methods, interviews and analysis per PERMENDAGRI Regulation No. 114 of 2018 were employed. Central Bogor District falls within the Emergency Management Zone (WMK) in Sukasari, Yasmin, and Cibuluh sectors due to being within a 7.5 km radius reachable within <15 minutes. The response time rate hit 100% out of 12 incidents in 2022, aligning with PERMENDAGRI Regulation No. 114 of 2018. Average speed is 60-80 km/h, dropping to 40 km/h during congestion. Sectors have efficient night routes. DISHUB's road network performance evaluation reveals V/C ratios of 0.54 and 0.48 (holidays) on Jl. Brigjen Saptadji Hadiprawira, Yasmin (holidays), and Jl. Raya Padjajaran 2, Sukasari. Cibuluh sector remains unaffected, enabling early fire disaster management.]]>
