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Studi Analisis Batasan Persentase Prategang Parsial pada Struktur Balok Prategang (Hal. 48-59) Yolanda, Devy; Saelan, Priyanto
RekaRacana: Jurnal Teknil Sipil Vol 4, No 3: September 2018
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (947.803 KB) | DOI: 10.26760/rekaracana.v4i3.48

Abstract

ABSTRAKPengurangan gaya prategang yang diperlukan pada suatu penampang beton prategang penuh (full prestressed) menyebabkan diperlukannya baja tulangan, dan beton prategang berperilaku menjadi beton prategang parsial. Pengurangan gaya prategang akan menimbulkan tegangan tarik yang bilamana tegangan tarik yang terjadi melampaui kuat tarik lentur beton maka akan terjadi retak. SNI 03-2847-2002 membolehkan penggunaan beton prategang parsial namun belum mensyaratkan batasan persentase prategang yang harus digunakan. Oleh karena itu dilakukan studi analisis untuk mengetahui persentase prategang minimal yang dapat digunakan. Studi kasus dilakukan pada persentase prategang 50, 60, 70, 80, dan 90. Dari hasil studi kasus didapatkan bahwa persentase prategang yang semakin kecil akan berakibat tegangan tarik dan lebar retak yang terjadi semakin besar. Persentase prategang harus dipilih sedemikian rupa sehingga lebar retak yang terjadi tidak melampaui lebar retak yang diizinkan. Pada kelima variabel penelitian, batasan minimal persentase prategang yang lebar retaknya tidak melebihi lebar retak yang diizinkan adalah 60%.Kata kunci:  beton prategang parsial, persentase prategang, tegangan tarik, lebar retak ABSTRACTReducing the required prestressing force on a full prestressed concrete section requires the need for reinforcing steel, and prestressing concrete behaves to partial prestressed concrete. Reduction of the prestressing force will cause tensile stress when the tensile stress that goes beyond the tensile strength of the concrete will result in cracking. SNI 03-2847-2002 allows the use of partial prestressed concrete but does not require the limitation of the prestress percentage to be used. Therefore, an analytical study was conducted to determine the minimum prestressed percentage that can be used. The case study was carried out at 50, 60, 70, 80, and 90 prestressed percentages. From the case study it was found that the smaller the prestress percentage would result in greater tensile stress and crack width. The percentage of prestress shall be chosen so that the crack width does not exceed the allowable crack width. In the five research variables, the minimum limit of prestressing percentage whose crack width does not exceed the allowable crack width is 60%.Keywords: partial prestressed concrete, prestress percentage, tensile stress, crack width
Analisis Penentuan Debit dan Muka Air Rencana Bagi Perencanaan Dermaga dan Alur Pelayaran Batubara di Sungai Eilanden, Papua (Hal. 95-104) Ibrahim, Indriyadi Anugrah; Muliati, Yati; Madrapriya, Fachrul
RekaRacana: Jurnal Teknil Sipil Vol 2, No 3: September 2016
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (358.225 KB) | DOI: 10.26760/rekaracana.v2i3.95

Abstract

ABSTRAK PT. Obio Indo Energi membutuhkan pendistribusian batubara dari lokasi tambang ke mother vessel, menyebabkan dibutuhkannya suatu fasilitas terminal khusus untuk memenuhi kebutuhan tersebut. Untuk melakukan perencanaan dermaga dan alur pelayaran, diperlukan beberapa analisis. Debit banjir rencana dihitung menggunakan metode HSS Nakayasu dimana hujan harian maksimum dihitung menggunakan distribusi frechet. Analisis hidraulika menggunakan perangkat lunak HEC-RAS 4.1 untuk mengetahui elevasi muka air.Ukuran kapal rencana adalah 1.000 DWT yang ditarik oleh tugboat dimana kebutuhan kedalaman minimal untuk alur pelayaran dan kolam putar sebesar 3,6 meter dari muka air minimum. Lebar alur pelayaran untuk dua jalur kapal sebesar 112 meter dengan luasan kolam putar sebesar 4.537 m2. Tipe dermaga yang dipilih adalah tipe jetty dilengkapi dengan 3 buah breasthing dolphin dan 2 buah mooring dolphin. Elevasi dermaga agar tidak tenggelam adalah +5,2 meter dari 0 meter.Kata kunci: analisis hidrologi, analisis hidraulika, HEC-RAS, muka air minimum ABSTRACTPT. Obio Indo Energi have to distribute coal from the mine to the mother vessel, causes a special terminal facility needed for fullfil they need. To planning the jetty and navigation channel, it may take some analysis. The discharge plan determinded by HSS Nakayasu method which the maximum daily rainfall determine by frechet distribution. Analysis hydraulics using software  HEC-RAS 4.1 for known the water surface.The switch of the ship size as 1.000 DWT who being towed by a tugboat which the minimally deep needs for navigation channel and turning basin as big as 3,6 meters from the minimum water surface. Navigation channel width for 2 ships as 112 meters with turning basin area as big as 4.537 m2. The result for jetty type is jetty type, which using 3 pieces breasthing dolphin and 2 pieces mooring dolphin. Jetty elevation that not floods is +5,2 meters from 0 meters.Keywords: hydrologic analysis, hydraulics analysis, HEC-RAS, minimum water surface
Analisis Rembesan dan Stabilitas Bendungan Bajulmati dengan Metode Elemen Hingga Model 2D dan 3D (Hal. 148-159) Nanda, Teuku Nabilla; Hamdhan, Indra Noer
RekaRacana: Jurnal Teknil Sipil Vol 2, No 4: Desember 2016
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (1550.304 KB) | DOI: 10.26760/rekaracana.v2i4.148

Abstract

ABSTRAK Bendungan Bajulmati merupakan bendungan tipe urugan dengan inti terletak tegak pada tubuh bendungan. Bendungan urugan berpotensi runtuh akibat berubahnya tegangan dalam tanah akibat aliran air. Untuk menghindari keruntuhan, maka diperlukan analisis rembesan dan stabilitas yang dihitung secara bersamaan menggunakan metode elemen hingga dengan model 2D dan 3D pada program PLAXIS AE. Analisis akan menggunakan variasi pembebanan, yaitu saat selesai konstruksi, muka air minimum, muka air maksimum dan surut cepat yang keseluruhan kondisi akan di kombinasikan dengan pembebanan gempa pseudostatik. Hasil analisis 2D berupa faktor keamanan terkritis terjadi pada kondisi surut cepat, yaitu 1,750 sebelum ada gempa dan 1,452 setelah dibebani gempa pseudostatik. Hasil SF terkritis pada model 3D adalah 1,890 pada kondisi surut cepat.Kata kunci: bendungan bajulmati, bendungan urugan, stabilitas lereng, pseudostatik, analisis ganda, aliran air tanah, metode elemen hingga, faktor keamanan. ABSTRACTThe Bajulmati dam is types of embankment with center core rock fill dam. Embankment dam is risky to collapse due changes of stress while ground water flow. To avoid collapse, it is necessary to seepage and stability analyzes were calculated silmustaneously using the finite element method with 2D and 3D models in PLAXIS AE program. The analysis will use variation of loading, those are after construction, minimum water level, high water level, and rapid drawdown with the overall conditions is combine to pseudostatics analysis. The most critical safety factor of 2D analysis is happen at rapid drawdown condition, those are 1.750, 1.452 before and after pseudostatic/earthquake analysis. The critical safety factor result  of 3D analysis is 1.890 at rapid drawdown loading condition.Keywords: the bajulmati dam, embankment dam, slope stability, pseudostatic, coupled analysis, ground water flow, finite elemen method, safety factor.
Identification of The Effectiveness of Trans Metro Bandung (TMB). (Hal. 1-12) Herdiana, Sony; Achmad, Chairun
RekaRacana: Jurnal Teknil Sipil Vol 5, No 4: Desember 2019
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (402.003 KB) | DOI: 10.26760/rekaracana.v5i4.1

Abstract

ABSTRACT One of the most acute problems for some big cities is traffic jams. Many of the factors that cause this problem to arise are the inadequate public transport system. The public transportation system itself is believed to be one of the solutions to urban transportation problems that support environmental sustainability. As one of the big cities in Indonesia, Bandung also experienced this congestion problem; therefore Transit Bus Rapid Transit (BRT) Trans Metro Bandung (TMB) system in Bandung City was presented to overcome the problem. However, the operation of Trans Metro Bandung is considered to not fully run according to plan and is effectively used by the community. The purpose of this research is to identify the level of effectiveness of TMB transport system. In the process to get answers to the level of effectiveness is calculated the effectiveness of TMB transport performance measured based on several indicators that include; load factor, speed, and passenger waiting time, headway, frequency, and safety and security aspects of user side. The indicators are analyzed by using statistical descriptive analysis method, which is then comparted with comparative descriptive analysis method to specified public transport standard. In addition, it was also assessed by the user perception of TMB transport to the existing performance of transportation. Based on the results of the analysis conducted then obtained a result that TMB transportation currently operating is still not effective if judged from the side of quantitative. However, the results of this quantitative analysis contrast with what is perceived by users who mostly have a positive perception of the existing performance of TMB transport. The whole conclusion that can be taken is that the mass transportation mode of the TMB transport still does not have a good performance effectiveness due to the poor performance of transportation compared with the existing standard. Keywords: Trans Metro Bandung, performance, perception, effectiveness
Studi Kinerja Simpang Jalan Jakarta - Ibrahim Adjie Setelah Adanya Overpass Pelangi Antapani Kota Bandung (Hal. 46-57) Hanifan, Dhi'fan; Sukirman, Silvia
RekaRacana: Jurnal Teknil Sipil Vol 3, No 4: Desember 2017
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (469.237 KB) | DOI: 10.26760/rekaracana.v3i4.46

Abstract

ABSTRAKPermasalahan di bidang transportasi terutama di kota besar diakibatkan oleh pertumbuhan kendaraan yang tinggi, sehingga terjadi kemacetan khususnya di persimpangan dalam mengatasi hal ini Kota Bandung telah melakukan inovasi dengan membangun overpass berteknologi urugan ringan. Tujuan dari penelitian ini adalah menganalisis kinerja persimpangan APILL Jl. Jakarta-Jl. Ibrahim Adjie Kota Bandung setelah Overpass beroperasi. Pedoman yang digunakan dalam melakukan analisis adalah (PKJI 2014). Hasil analisis kinerja simpang didapatkan tertinggi untuk kondisi eksisting 3 fase pagi 0,76 tundaan rerata 25,66 det/skr dan sore hari 1,54 tundaan rerata 154,07 det/skr. Untuk kondisi sore hari waktu isyarat diatur ulang dan mendapatkan nilai  terbesar yaitu 0,80 tundaan rerata 39,51 det/skr.  untuk kondisi 3 fase akhir umur rencana pagi hari 0,80 tundaan rerata 35,85 det/skr dan sore hari 0,93 tundaan rerata 62,59 det/skr. Dari hasil analisis sebaiknya digunakan pengaturan isyarat waktu baru untuk kondisi eksisting sore hari dengan nilai tundaan lebih kecil.Kata kunci: overpass, derajat kejenuhan, PKJI 2014. ABSTRACTTransportation problems especially in big cities caused by high vehicle growth, causing congestion especially at the intersection to overcoming this problems, Bandung city has made an innovation by building a technology overpass lightweight. The purpose of this research is to analyze the performance of APILL junction at Jl. Jakarta -Jl. Ibrahim Adjie Bandung after Overpass have been operated. The guidelines used is PKJI 2014. The results of the analysis of intersection performance obtained by the highest  for the existing 3-phase morning condition 0,76 the average delay is 25,66 sec/pcu and in the afternoon 1,54 the average delay is 154,07 sec/pcu. For the afternoon conditions when cues are reset get the highest  value is 0,80 average delay is 39,51 sec/pcu.  for the 3-phase end-of-life of the morning plan of 0,80 average delay is 35,85 sec/pcu and in the afternoon 0,93 average delay is 62,59 sec/pcu. The results of the analysis should be used cue setting a new time for the existing condition which produce smaller delay.Keywords: overpass, the degree of saturation,  PKJI 2014.
Pengaruh Kapasitas Daya Dukung terhadap Letak Fondasi Dangkal Tipe Menerus di Sepanjang Lereng dengan Menggunakan Metode Analitik dan Numerik. (Hal. 113-124) Badrudin, Mohamad; Ikhya, Ikhya
RekaRacana: Jurnal Teknil Sipil Vol 4, No 2: Juni 2018
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (753.068 KB) | DOI: 10.26760/rekaracana.v4i2.113

Abstract

ABSTRAKKapasitas daya dukung adalah kemampuan fondasi dalam menahan beban struktur yang berada diatasnya. Analisis fondasi dangkal sepanjang lereng dengan metode numerik menggunakan program PLAXIS 2D menghasilkan bahwa semakin besar nilai kedalaman fondasi  maka akan menaikan kapasitas daya dukungnya. Nilai kapasitas daya dukung terbesar terdapat pada = 2 m yaitu sebesar 1.117  kN/m2 pada lokasi dibawah lereng dengan kondisi tanpa muka air tanah. Lokasi fondasi dangkal sepanjang lereng sangat mempengaruhi nilai kapasitas daya dukung fondasi tersebut. Jika fondasi ditempatkan dekat dengan lereng ataupun pada permukaan lereng, maka nilai kapasitas daya dukungnya akan berkurang. Nilai kapasitas daya dukung pada atas lereng dengan jarak   = 0 m dari tepi lereng sebesar 527 kN/m2 dan untuk = 8 m memiliki nilai kapasitas daya dukung sebesar 959,5 kN/m2, maka kapasitas daya dukungnya mengalami peningkatan sebesar 82,06%. Kesimpulannya fondasi akan aman ketika ditempatkan sejauh 4  dari tepi lereng.Kata kunci: kapasitas daya dukung, fondasi dangkal, lereng.ABSTRACTBearing capacity is the ability of the foundation to hold the load of structures. The analysis of the shallow foundation along the slope by numerical method using the PLAXIS 2D program resulted that the greater depth of the foundation , the greater bearing capacity will occur. Biggest value bearing capacity is 1,117 kN/m2 found at = 2 m located on bottom of the slope with no ground water table. The location of a shallow foundation along the slope greatly affects the bearing capacity value of the foundation. If the foundation is placed close from the slope or on the slope surface, the bearing capacity will decrease. Bearing capacity on the top of slope with = 0 m from the edge of the slope has been value  527 kN/m2 and for   = 8 m bearing capacity value is 959.5 kN/m2, so bearing capacity value has increased by 82.06%. As a result the foundation will be safe if it’s placed at 4  from the edge of the slope.Keywords: bearing capacity, shallow foundation, slope.
Kinerja Persimpangan Jl. Ibrahim Adjie – Jl. Jakarta Dengan Beroperasinya Flyover Jl. Jakarta, Kota Bandung (Hal. 117-126) Wijaya, Aan; Triana, Sofyan
RekaRacana: Jurnal Teknil Sipil Vol 2, No 2: Juni 2016
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (394.804 KB) | DOI: 10.26760/rekaracana.v2i2.117

Abstract

ABSTRAKPermasalahan transportasi di daerah persimpangan banyak terjadi di berbagai kota. Pergerakan transportasi memerlukan sarana dan prasarana yang memadai. Tujuan penelitian adalah menganalisa kinerja simpang APILL persimpangan Jl Jakarta - Jl Ibrahim Adjie Bandung sebelum dan setelah Flyover beroperasi. Digunakan PKJI 2014 sebagai pedoman analisa. Analisa dilakukan pada 7 kondisi yaitu Kondisi 1: Dj antara 0,762-1,357, tundaan rerata 249 det/smp. Kondisi 2: Dj antara 0,772-1,422, tundaan rerata 343,96 det/smp. Kondisi 3: Dj 0,666, tundaan rerata 50,99 det/smp.  Kondisi 4: Dj = 0,88, tundaan rerata 117,12 det/smp. Kondisi 5: Dj 0,564, tundaan rerata 28,46 det/smp. Kondisi 6: Dj 0,829, tundaan rerata 95,23 det/smp. Kondisi 7: Dj 0,745, tundaan rerata 69,79 det/smp. Kondisi 5 yaitu Simpang APILL Setelah Beroperasinya Flyover (2 Fase Pagi) menghasilkan kinerja lebih baik untuk pagi hari. Kondisi 7 yaitu Simpang APILL Setelah Beroperasinya Flyover (2 Fase Sore) menghasilkan kinerja lebih baik untuk sore hari.Kata kunci: waktu siklus, derajat kejenuhan, kinerja persimpangan, PKJI 2014. ABSTRACTThe problems in the transportation sector is a problem in many cities. This transportation movement requires the adequated facilities and transportation infrastructures. The purpose of this study was to analyze the performance of signaled intersection at the junction of the Jakarta Rd – Ibrahim Adjie Rd, Bandung at condition before and after Flyover operates. The guidelines used is PKJI 2014. The performance calculation based on 7 conditions. The 1st condition: DS varied 0.762 to 1.357, the average delay is 249 sec/pcu. The 2nd condition: DS varied between 0.772 to 1.422, the average delay 343.96 sec/pcu. The 3rd condition: DS 0.666, the average delay is the intersection of 50.99 sec/pcu. The 4th condition: DS = 0.88, the average delay 117.12 sec/pcu. The 5th condition: DS 0.564, the average delay of 28.46 sec/pcu. The 6th condition: DS 0,829, an average delay of 95.23 sec/pcu. The 7th condition: DS 0.745, the average delay of 69.79 sec/pcu. The 5th condition is APILL intersection (2 phase in morning) produce better performance for the morning. The 7th condition is APILL intersection (2 phase in afternoon) produce better performance for the afternoon.Keywords: cycle time, the degree of saturation, the performance of intersection, PKJI 2014.
Pelanggaran Kecepatan Kendaraan pada Ruas Jalan Tol Cipularang. (Hal. 39-49) Mauliza, Rizki Intan; Sabrina, Tania Bonita; Maulana, Wahyu
RekaRacana: Jurnal Teknil Sipil Vol 5, No 1: Maret 2019
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (723.607 KB) | DOI: 10.26760/rekaracana.v5i1.39

Abstract

ABSTRAKSalah satu faktor penyebab kecelakaan yang signifikan adalah tidak sesuainya kecepatan kendaraan dengan kondisi jalan, lingkungan dan kegiatan, dalam hal ini adalah kecepatan yang terlalu tinggi. Jalan tol/jalan bebas hambatan merupakan salah satu jalan yang berpotensi memiliki banyak pelanggaran dalam kecepatan kendaraan. Batasan kecepatan jalan tol telah di atur dalam PM Hub 111/2015 yaitu 40 km/jam untuk tol dalam kota dan 60 km/jam - 100 km/jam untuk tol luar kota. Untuk memastikan kecepatan rata-rata kendaraan dan menentukan tingkat pelanggaran kendaraan yang melintasi ruas jalan tol Cipularang maka penelitian menggunakan metode pengumpulan data primer/pengamatan secara langsung. Hasil analisis secara keseluruhan didapatkan bahwa rata-rata kecepatan kendaraan mobil penumpang sebesar 88 km/jam, truk 62 km/jam dan bus 72 km/jam dengan persentasi kecepatan rata-rata untuk mobil penumpang, truk dan bus berturut-turut sebesar 43%, 5% dan 22%. Hal ini menunjukan terdapat pelanggaran batas kecepatan maksimum untuk kendaraan mobil penumpang dengan prosentase yang tinggi (lebih dari 30%) atau kecepatan rata-rata lebih dari 80 km/jam.Kata kunci: kecelakaan, batas kecepatan, jalan tol ABSTRACTOne factors of a significant accident is not according to the speed of the vehicle with the environment, environment and activities, in this case the speed is too high. Toll road / freeway is one of the roads that has many roads in the vehicle. The toll road speed limit has been set in PM Hub 111/2015, which is 40 km/hour  for city tolls and 60 km/hour  100 km/hour for out-of-city toll roads. To determine the average speed of a vehicle and determine the level of the vehicle passing through the Cipularang toll road, the study uses the primary data / direct search method. The overall analysis results are obtained that the average speed of passenger car vehicles is 88 km/hour, trucks 62 km/hour and buses 72 km/hour with the percentage of average speed for passenger cars, trucks and buses being helped-along by 43%, 5% and 22%. This shows the maximum speed limit for passenger car vehicles with a higher percentage (more than 30%) or an average speed of more than 80 km/hour.Keywords: accidents, speed limits, toll roads
Karakterisasi Sifat Fisis dan Mekanis Tanah Lunak di Gedebage (Hal. 44-55) Siska, Heldys Nurul; Yakin, Yuki Achmad
RekaRacana: Jurnal Teknil Sipil Vol 2, No 4: Desember 2016
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (1023.55 KB) | DOI: 10.26760/rekaracana.v2i4.44

Abstract

ABSTRAKAcuan data mengenai karakterisasi tanah lunak diperlukan, sehubungan dengan peningkatan pembangunan yang pesat di daerah tanah lunak. Karakterisasi tanah lunak di Gedebage yang meliputi data fisis dan mekanis. Berdasarkan grafik hubungan batas cair dan indeks plastisitas, maka tanah ini tergolong tanah lempung tak organik dengan plastisitas tinggi dan tanah lanau tak organik. Indeks properties tanah lunak Gedebage terdiri atas kadar air (105,4% - 315,5%), angka pori (1,23 - 7,26) dan berat jenis (2,1 - 2,67). Adapun parameter kuat gesernya meliputi cu (0,01 - 0,25 kg/cm2) dan Øu (0,2° - 5,5°). Parameter deformasinya menunjukkan nilai sedang sampai tinggi dan kompresibilitas yang besar. Uji triaksial unconsolidated undrained dan uji oedometer pada program PLAXIS 2D AE menghasilkan tegangan deviator dan regangan yang hampir sama dengan pengujian di laboratorium. Model hardening soil paling tepat digunakan sebagai modelisasi untuk jenis tanah lunak di Gedebage.Kata kunci: index properties, kuat geser, kompresibilitas, uji triaksial unconsolidated undrained, uji oedometer. ABSTRACTIt is necessary that a data base on soft soil is characterization, in relation with a fast development in this area. Characterized of soft soil in Gedebage consisted of physical and engineering data. Based on plasticity chart, liquid limit and index plasticity, this soil belongs to anorganic clay with high plasticity and anorganic silt. Index properties of Gedebage soft soil consist of water content (105.4% - 315.5%), void ratio (1.23 – 7.26) and specific gravity (2.1 – 2.67). The shear strength parameters consist of cu (0.01 – 0.25 kg/cm2) and Øu (0.2° - 5.5°). Deformation parameter indicates medium to high compressibility. Triaxial unconsolidated undrained test and oedometer test in the PLAXIS 2D AE program produces deviator strength and strain of soft soil which was similar to the test in the laboratory. The hardening soil model was appropriate to be used as the model in the PLAXIS 2D AE program for the type of soft soil at Gedebage.Keywords: index properties, shear strength, compressibility, triaxial unconsolidated undrained test, oedometer test.
Re-design Breakwater di PPI Tulandale Berdasarkan Analisis Hidrodinamika dan Sedimentasi. (Hal. 30-41) Wirawan, Regina Eugeny Destin; Kurniadi, Yessi Nirwana; Suciaty, Fitri
RekaRacana: Jurnal Teknil Sipil Vol 5, No 3: September 2019
Publisher : Institut Teknologi Nasional, Bandung

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (811.575 KB) | DOI: 10.26760/rekaracana.v5i3.30

Abstract

ABSTRAKPangkalan Pendaratan Ikan Tulandale berada di Kabupaten Rote Ndao, Provinsi Nusa Tenggara Timur. Breakwater di PPI Tulandale tidak dapat melindungi kolam pelabuhan dari gelombang tinggi. Tujuan dari penelitian ini adalah re-design breakwater pada PPI Tulandale agar dapat melindungi kolam pelabuhan. Simulasi hidrodinamika, transpor sedimen dan transformasi gelombang dilakukan dengan bantuan perangkat lunak Mike 21 untuk 2 buah skenario. Pada skenario alternatif 1, mulut pelabuhan di perkecil menjadi 50 m dan skenario alternatif 2 pada kondisi breakwater eksisting ditambah bangunan breakwater tegak lurus garis pantai sepanjang 200 m. Simulasi dilakukan selama 15 hari. Hasil analisis pada pemodelan, kondisi arus saat pasang purnama dan perbani bergerak dari arah barat daya kearah timur laut dengan kecepatan 0,00–0,08 m/s untuk alternatif 1, sedangkan kecepatan arus alternatif 2 arus sebesar 0,08–0,16 m/s. Hasil pemodelan hidrodinamika, transpor sedimen dan transformasi gelombang menunjukan bahwa bentuk re-design breakwater pada alternatif 2 efektif untuk melindungi kolam pelabuhan di PPI Tulandale karena dapat mereduksi gelombang sebesar 46,7% dari gelombang diluar kolam pelabuhanKata kunci: re-design breakwater, hidrodinamika, sedimentasi ABSTRACTTulandale Fishing Port Tulandale is located in Rote Ndao district, The province of Nusa Tenggara Timur. The Breakwater in Tulandale Fishing Port could not protect the port basin from the height of waves. The aimed of this study is to re-design breakwater in Tulandale Fishing Port in order to protect the port basin. The Hydrodynamic, sediment transport and waves transformation simulation are applied in this study by using mike 21 software for 2 scenarios. In the first scenario, the port basin width is reduced to 50 m and the second scenario is using the existing breakwater condition with the added breakwater building Perpendicular along the coast line for 200m. The simulation run of 15 days. The result show that the condition during the spring tide and neap tide move from south west to north east with 0.00-0.08 m/s for first scenario, while the current speed for the second scenario is is 0.08-0.16 m/s. Hydrodynamic result, sediment transport and wave transformation model that the shape of re-design breakwater on the second scenario more effective to protect the port basin at The Tuandale Fishing Port because the wave decrease at 46.7% from outside the port basin.Keywords: re-design breakwater, hydrodynamics, sedimentation

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