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PERANCANGAN JALAN LAYANG AKSES TERMINAL A MANGKANG SEMARANG Fazar Nurrianto; Kuncoro Adhi Iswanto; Epf. Eko Yulipriyono; Rudi Yuniarto Adi
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Intensiveness of Traffic density on the road Walisongo plus increasingly dense traffic of vehicles in and out of A terminal of Mangkang trigger increased of traffic delays, so need ideas to reduce the delay with the construction of flyover as access to exit/ enter the Mangkang terminal. Construction of flyovers are planned using reinforced concrete and built at the entrance and exit of the A terminal of Mangkang. The flyover is planned to span 52 m, bordered by two abutments. Overpass with a width 8.3 m is divided into 2 lanes of traffic one direction (1 piece overpass) with each traffic lane width of 2.75 m and a width of each pavement on the right side and left the overpass 1 m. Construction on the overpass is planned to use the overpass slab of reinforced concrete, girder extends from PCI Girder. Construction under cover of reinforced concrete abutments. Using bored pile foundation with 1 m of diameter. The depth of bored pile foundation on the abutment is 12 m. The design of the flyover also planned approach roads or highways with a length oprit each to oprit the terminal exit 185 m and oprit the terminal entrance is 143 m. In oprit, flyover is planned using laston flexible pavement with 150 mm thick and 100mm thick layer of foundation under CBK (Mixed Concrete Slim) with a concrete compressive strength of 5 MPa (50 kg/m2). Based on the calculation of the Budget Plan (RAB) for the construction of two flyovers pieces cost of Rp. 40.078.193.427,- (Forty Billion Seventy Eight Million One Hundred Ninety Three Thousand Four Hundred Twenty-seven dollar) cost including VAT 10%, while for the time of the construction was completed over 18 months (72 weeks).

TINJAUAN DAN PERENCANAAN PLTA KEDUNGOMBO PURWODADI – JAWA TENGAH Arika Iranawati; Dwi Putri Wulandari; Joetata Hadihardaja; Sri Sangkawati
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Kedungombo Dam besides enabled for the fulfillment of the irrigation demands and raw water is also used for power plant. Kedungombo Hydro Electric Power Plant Kedungombo planned with the maximum discharge 61.8 m3/sec and minimum discharge 45.00 m3/sec. Power designed by 22.50 MW. However, in reality the power generated is less than the designed power. The volume of the sediment in Kedungombo Dam to 2012 amounted to 34.47 million m3 and has reached the elevation of 56.80 m. While intakes are mounted at an elevation of 55.60 m, so the elevation of the intake should be increased. In addition, to increase the production of electricity, the power house was moved to a lower elevation. Design discharge for hydropower obtained from the discharge evaluation by using mass curve inflow over the last 5 years (from 2007 until 2012) obtained design discharge of 34.77 m3/sec. Discharge release for 5 years (from 2007 until 2012) obtained an average discharge of 33.91 m3/sec, maximum discharge 61.8 m3/sec, and the minimum discharge of 49.02 m3/sec. When reviewing the irrigation demands and raw water,Kedungombo Dam must meet the requirements of 1,530.70 million m3 of water and discharge must flow with minimum 55.00 m3/sec. Kedungombo Hydro Electric Power Plant designed with the maximum discharge 61.80 m3/sec and minimum discharge 45.00 m3/sec, so the development of hydropower has taken maximum design discharge of 61.80 m3/sec. Hydro electric power plant structure that designed for operational support in order to function properly such as intake, penstock, control gate, turbines, tail race, and the draft tube. Results of the detailed design, are (1) intake using a towe with diameter 3,8 m on elevation +60.00. (2) Penstock (steel pipe) with diameter 3.8 m and the total length 287 m connected with intake on elevation +60.00. (3) Nett Head 60.00 m. (4) The power generated 32.37 kW. (5) Control gate using Canal 500x250x10 profile. (6) Turbine type used is Franciss Turbine. (7)Tail race stone masonry type in trapezium shape with b = 5.5 m, h = 2.6 m. From calculations of power plant operations, the results of Kedungombo power plant production can be increased by 78.87% from the original production. Average production of the Kedungombo Hydro Electric Power Plant 16.81 MW to 29.57 MW. Cost of constuction Kedungombo Hydro Electric Power Plant is estimated Rp 38.958.723.000.- (Thirty Eight Billion Nine Hundred and Fifty Eight Million Seven Hundred Twenty Three Thousand Rupiahs) and durations for execution is 17 weeks.

MANAJEMEN LALU LINTAS SATU ARAH KAWASAN TIMUR SEMARANG Darmawan, Agus; Permana, Angga Ajie; Supriyono, Supriyono; Yulipriyono, Epf. Eko
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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East region of Semarang is a commercial area, so during rush hour in the morning, afternoon, and in the evening shows large volumes of traffic. Related to the current road which willÂ not increase again, it shows the idea of one-way traffic management system with rotation. The development of traffic flow in the future will be much larger, with one-way traffic management, the traffic flow is expected to be spread on all of the road sections.Â Traffic survey was conducted on the roads and intersections on east region of Semarang. Performance analysis using the Indonesian Highway Capacity Manual (IHCM) 1997. Traffic analysis performed on existing conditions and then made several design of Â traffic management on Semarang region based on the traffic flow. Traffic management is being applied in the form of changes in routes, traffic load, the green time at theÂ signalized intersection, geometric changes and additions to the road traffic facilities.Â From the results of the comparison that has been done, the best scenario was selected on east region of Semarang, the one-way system changes made on Ahmad Yani road to the east, Sriwijaya road to the west, MT. Haryono 2 road (near Bangkong intersection) to the north, Ki Mangunsarkoro road to the north, and the Ahmad Dahlan road to the south.Â To achieve one-way traffic management on east region of Semarang, the one-way traffic management plan to be implemented in stages. At the first stage, changes made on MT. Haryono 2 road (near Bangkong intersection) to the north and Katamso road to the east. In the second stage changes made on Ahmad Yani 1 road (near Simpang Lima) to the east, Â Ki Mangunsarkoro road to the north and Ahmad Dahlan road to the south. After the initial phase is done, The last stage can be done on Ahmad Yani 2 road (near Bangkong intersection) and Sriwijaya road to the west, so the one-way traffic management on the east region of Semarang can be implemented greatly.

ANALISIS TARIKAN PASAR BABADAN UNGARAN KAB. SEMARANG DAN KINERJA LALU LINTAS JALAN SEKITAR Putmadiat Rochhanif; Raymon Raymon; Bagus Hario Setiadji; Wahyudi Kushardjoko
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Market as an activity zone trips towing zones. Babadan Market located at Jalan Sudirman, where the market activity zone Babadan Ungaran generate visitor attraction and trip generation in the form of a private car and public transport resulting in congestion. This condition should be corrected in order to get the convenience of shopping at Babadan traditional market and smooth flow of traffic on Soedirman street. For that to know the amount of travel due to the existence of Babadan traditional market. Therefore, we evaluated to determine the performance of Jend. Soedirman street and Raya Baya street with calculations based on the degree of saturation on traffic survey and evaluation of the resistance that occur on the road. Evaluation results show the degree of saturation at Jend. Soedirman street ≥ 0.75 so that its necessary treatment. Whereas at Raya Baya street ≤ 0.75 it is still in a safe condition. Planning by reducing the resistance, optimizing pedestrian bridge, reviewing u - turn, and the control of bus bay.

KAJIAN PELELANGAN KONSTRUKSI BERDASARKAN KEPPRES 80/2003 DAN PERPRES 54/2010 (Studi Kasus : LPSE Universitas Diponegoro) Nur Wakhid; Wahyu Kuncoro; M. Agung Wibowo; Hari Nugroho
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Construction sector has an important role in increasing economic growth. To create a condition that all necessary infrastructure that can guarantee an increase in economic activity. Procurement of facilities and infrastructure as well as the government's infrastructure, using the budget of income and expenditure (APBN/APBD). To supervise the use of budget, procurement regulations are arranged Keppres 80/2003 and amended by Perpres 54/2010. The tender process is expected to use electronic media (e-procurement) to be more transparent, accountable, effective and efficient, in line with efforts to eradicate corruption, collusion and nepotism. The method of research used descriptive research. The sampling technique used purposive sampling with data taken from Diponegoro University 2 LPSE and questionnaires to the respondents as service providers, service users, and the auction committee. A descriptive analysis of data processing and data processing using a Likert scale questionnaire on the subject of the study variables. The results of comparative analysis based on the tender for the construction of Perpres 54/2010 is better than the Keppres 80/2003.In terms of the duration of the execution of the auction package is based on Perpres 54/2010 1.76 is faster, there was the time efficiency of 50%. The cost, Perpres 54/2010 is cheaper. In the case of list requirements, both rules have the same relative terms. In terms of accuracy in the selection of service providers in the Perpres 54/2010 be better. In terms of selection of participants is more stringent Perpres 54/2010 instead of Presidential Decree 80/2003. In terms of transparency in the determination of winners, that the new regulations more transparent. General opinion of the regulation services provider 54/2010 is better.

EVALUASI KINERJA OPERASIONAL DAN USAHA PENANGANAN KEMACETAN LALU LINTAS PADA SIMPANG RING ROAD UTARA – JALAN KALIURANG, SLEMAN, DI YOGYAKARTA Yuliani, Amri Rizky; Mulyaningrum, Febrina Tri; Wicaksono, YI.; Supriyono, Supriyono
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Yogyakarta is a very strategic because it is located in the middle of the south line of Java, which is a traffic brokering eastern Java and West Java. Each year the vehicle across the city of Yogyakarta has increased, besides due to its tourism appeal, Yogyakarta factors as student city became the main drivers of traffic congestion, especially at the strategic intersection of the Ring Road intersection north-Way Ground. From the secondary data obtained from the Directorate General of Highways Yogyakarta showed that the rate of growth in daily traffic average intersection has increased in the last 5 years. Figures show the feasibility of the service with the highest degree of saturation / degree of saturation (DS), the condition on the road DS> 0.75 and at the intersection of DS> 0.85. The results of the analysis of primary data obtained from the field survey in January 2013 showed the value of DS on existing roads still eligible, while the value of DS intersections are not eligible. Basic steps of handling the problem of congestion, namely the optimization of intersections with signal timing, intersection geometry settings and traffic management. After these steps are considered not provide significant changes in the value of DS, the last step is planning the construction of new roads in the form of flyover. With the construction of new roads, intersection capacity will be increased so that the value of DS who qualify will last a long time with increasing growth rate LHR Yogyakarta city in the years to come.

EVALUATION OF BRT SERVICE PERFORMANCE IN SEMARANG CITY. Case Study : Corridor II, Ungaran - Terboyo Ilham Hussein Rasyid; Aldila Bachtawar Z.; Ismiyati Ismiyati; Bambang Pudjianto
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Public Transport is one of the solutions to resolve the traffic in urban area, particularly in Semarang City. Therefore, Semarang City Government provided the public transports in the form of Bus Rapid Transport (BRT) Corridor I (the route of Mangkang – Penggaron) and Corridor II (the route of Ungaran – Terboyo Bus Station). According to the service performance evaluation to BRT Corridor I by Adyan and Salman in 2012, it was found that the Load Factor was 44,73%, and it did not meet the standard of PP.No.41/1993 and SK. Dirjen no.687 stating that the minimum load factor is 70%. Though the service provided was better than other public transportation. Therefore, an evaluation is required to the service performance on BRT Corridor II to determine whether BRT corridor II has the same problem as BRT Corridor I and how the solution to be used as a reference to the next corridor. This research applied the methodology of Dynamic Survey on BRT, Static Survey, Origin Destination Survey and Home Base Survey. Based on the survey and analysis results, it was obtained that the Load Factor by 23.51% is below the standard. In conclusion, the service performance of BRT Corridor I and BRT Corridor II was experiencing the same problem from the aspect of efficiency and effectiveness which is in accordance with the applicable standards but it was found in the field that the load factor was less than 70%. Based on the Home Base Survey, the non-users who are around BRT Route suggested that the manager should be more intensive in socializing BRT to communities and pay attention on the punctuality of BRT travel time. There are still a lot of transport other than BRT operating on the same route, which also resulted in a lack of BRT Load Factor because people tend to choose the transport that can stop anywhere, and it is in contrary with the purpose of the Public Transport. The researcher suggested that BRT and public transports other than BRT are under one management in terms of all the transportations stop in the shelters and have the same service standard. According to survey and analysis, Route from Ungaran to Pemuda and Raden Patah to Ungaran use BRT, whereasPemuda to Terboyo and Terboyo to Raden Patah use feeder transport in other to minimalize cost and make time around become quick, and according to analysis load factor from corridor I and II, prove BRT not too effective presents in Semarang City.

ANALISIS GEOTEKNIK TERHADAP KERUSAKAN DAN PENINGKATAN JALAN KOLONEL IMAM SUPARTO KECAMATAN TEMBALANG STA. 4+700 Okky Suya Sakti Saputra; Winner Bino Septino Sinaga; Indrastono Dwi Atmanto; Rudi Yuniarto Adi
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Kolonel Imam Suparto street has an important role for the economic growth in Subdistric of Tembalang. Recently, this road has catastrophic landslide. It is quite alarming. Degradation of this road as an impact of landslide is very danger for the safety of driver who pass through this way. After slope stability analysis using Fellenius method is performed, it is shown that the SF or safety factor of the slope is 0,891. By using PLAXIS 8.2 , it is shown that the SF is 1,37. Both of this point indicated that the slope stability is in a critical condition or very risk for landslide. So, a precise solution is needed to push the landslide risk by increased the safety factor of that slope. The alternatives that used for this case by using Retaining Wall (DPT) type Cantilever Wall and Bronjong DPT or Bronjong is quite good for solving the landslide. It is founded that after reparation by using DPT type cantilever wall the safety factor is 1,93 and 1,77 by using Bronjong. DPT type cantilever wall is decided as the best solution between both alternatives. It is because the safety factor of DPT is higher than Bronjong.

PERENCANAAN NORMALISASI SUNGAI BLUKAR KABUPATEN KENDAL Erick Chendratama; I Putu Dian Arie Wibawa; Sriyana Sriyana; Sumbogo Pranoto
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Changes in land use in the Blukar watershed impact on the amount of surface runoff that flows directly into the river. The result is erosion in the upstream areas, while sedimentation occurs in downstream areas. Sedimentation make river capacity is reduced so that the puddle caused by flooding can not be avoided. The purpose of this paper is to reduce the puddle caused by flooding of Blukar river by providing designs of river normalization and conservation. The method used are the analysis of the average maximum rainfall using Polygon Thiesen method, analysis of rainfall intensity using Mononobe formula, flood discharge analysis with Rational method, FSR Java-Sumatra, Haspers, Weduwen, HSS Gama I, HEC-HMS (computer program) and Passing Capacity, channel cross-sectional analysis with the aid of a computer program HEC-RAS, foundation and slope stability analysis using Shield and Fellenius formula. The study results showed that of the various method of flood discharge analysis conducted, flood discharge plan selected by FSR Java-Sumatra method with return period of 25 years at 210.6705 m3/sec, sectional repairs done from STA 0+000 - STA 22+500 with 22.5 km long with the help of HEC-RAS which channel base width of 35 m, the embankment slope 1:1.5, the water level varies, and surveillance by 0.8 m high. From the analysis of HEC-RAS was found that the dimensions above approximate can reduce the floodwaters as high as 1.71 m. Meanwhile for excavation, the total volume of channel excavation is 2,471,904.5 m3 with details of 378,615 m3 used as material embankment and 2,093,289.5 m3 discharged to disposal area. Furthermore, in order to obtain optimal performance results of Blukar watershed flood management, need to follow up by involving various stakeholders.

OPTIMALISASI PENGGUNAAN RUANG PARKIR PADA FAKULTAS KESEHATAN MASYARAKAT UNIVERSITAS DIPONEGORO Rina Syamsurizal; Agung Budi Setiyawan; Bambang Pudjianto; Rudi Yuniarto Adi
Jurnal Karya Teknik Sipil Volume 2, Nomor 2, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Faculty of Public Health is one of faculty in Diponegoro University which is inseparable from parking problems. Due to increasing the number of students and vehicles ownership, the parking space requirements are exceed its capacity. To determinate the parking space unit (SRP) using Pedoman Teknis Penyelenggaraan Fasilitas Parkir,1996. Current parking capacities based on SRP are 242 vehicles for students motorcycles, 37 vehicles for cars, and 32 vehicles for employees and lecturers motorcycles. Parking space requirements based on the survey results and analysis are 360 vehicles for students motorcycles, 18 vehicles for cars and 36 vehicles for employees and lecturers motorcycles. To reach the parking demands, it shall need several steps of optimization. The first step is rearranging parking configuration based on parking space requirements according to survey results. After parking configuration setup, parking space requirements have not been fullfilled. The second step is class rescheduling. It's needed in order to get optimal parking demands. After class rescheduled, parking space requirements for students motorcycles became 310 vehicles. To solve the problem of parking space requirements which exceed its capacity, it is necessary to restructure or change the configuration of the parking supplies in an optimal order capacity of parking spaces to serve the parking demands. Optimize the configuration of parking spaces by changing the functionality of some of cars parking to motorcycles parking thus the parking space being adequate.

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