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INDONESIA
JURNAL KARYA TEKNIK SIPIL
Published by Universitas Diponegoro
ISSN : -     EISSN : -     DOI : -
Core Subject : Engineering,
Civil Engineering, Building, Construction & Architecture
Arjuna Subject : -
Articles 16 Documents
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Search results for , issue "Volume 5, Nomor 1, Tahun 2016" : 16 Documents clear
PERENCANAAN ALTERNATIF DESAIN JEMBATAN JURANG GEMPAL KABUPATEN WONOGIRI Rafika Sari Dewi; Rini Pratiwi Annur; Moga Narayudha; Siti Hardiyati
Jurnal Karya Teknik Sipil Volume 5, Nomor 1, Tahun 2016
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Abstract

Pokoh and Jurang Gempal bridge are the bridges that are located on Wonogiri – Ngadirojo roads crossing over Bengawan Solo river connecting Wonogiri Regency and Ponorogo Regency/Pacitan Regency. But in the past 10 years, only one bridge operates and that is Pokoh Bridge. This is caused by the condition of Jurang Gempal Bridge that is no longer adequate since it was built in the colonial era, some parts of the construction aren’t function properly. With only one bridge that is operating, it oftenly lead to a high traffic density on traffic hours. Thus, the re-operating of Jurang Gempal Bridge can be the solution of this traffic density problem that occurred. However, there is a need to do a total change on the bridge construction by seeing the existing condition and the age of the bridge that is already too old. Jurang Gempal Bridge was planned to be located in the existing location that is 2x60 meter in bridge length. The upper structure of this bridge is using steel frame that is 9.0 meter in width (2x3.5 meter vehicle floor and 2x1.0 meter sidewalk) and 6.0 meter in height. Meanwhile, the sub-structure of this bridge is using an abutment that the height is 7.0 meter and a pier that is 9.0 meter in height. The hard soil that is positioned in 10 meter depth is the kind of a sand soil so the Bored Pile is used as the foundation of this Jurang Gempal Bridge.
ANALISA KELAYAKAN PEMBANGUNAN JALAN TOL PEMALANG BATANG Ardina Rahmalia; Fahmi Akmal Hasani; Djoko Purwanto; Wahyudi Kushardjoko
Jurnal Karya Teknik Sipil Volume 5, Nomor 1, Tahun 2016
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Abstract

Pemalang – Batang Toll Road construction has been delayed due to land acquisition problems. It would require second feasibility analysis to the present conditions. Methodologies used include : performance evaluation of Pantura using MKJI 1997, analysis of traffic diverted to the toll road using diversion curve, economic feasibility in term of VOC saving, time saving and cost of accident saving; financial feasibility in term of NPV, BCR, IRR, payback period and NPV=0; and sensitivity analysis in term of reduction income, interest rate changes in toll rates, early year income and increase in investment cost. Pemalang – Batang Toll Road economically feasible. VOC saving for category I Rp 23,49; category IIA Rp 39.237,66 and category IIB Rp 52.518,90. Time saving for category I 27.98 minutes, category IIA 45.745 minutes, and category IIB 63.02 minutes. Accident cost can be saved Rp 43.363.019,00/year/km. Pemalang – Batang Toll Road also financially feasible with NPV= Rp 4.301.297.387.339,00; BCR= 1.787; IRR= 23.226%; payback period occurred in 8 years 7 months 16 days and NPV=0 occurred in 13 years 7 months 23 days. Results of sensitivity analysis are reduction income at least 44.032%; early year income in 21 years and the increase in investment cost amounted to 78.763%. Changes interest rate in toll rates did not affect the financial feasibility.
PERENCANAAN DRAINASE JALAN RAYA SEMARANG - BAWEN KM 12+400 - KM 16+600 (JAMU JAGO - BALAI PELATIHAN TRANSMIGRASI DAN PENYANDANG CACAT JATENG) Yohanna Fabiola Pane; Firman Hasiholan; Sri Sangkawati; Pranoto Samto Atmojo
Jurnal Karya Teknik Sipil Volume 5, Nomor 1, Tahun 2016
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Abstract

Flooding or inundation problem is often occurs in highways in Indonesia, including in Semarang - Bawen highway which national highway. When raining, inundation occurs along that highway, so disturbs people and causes damage to pavement. Inundation occurs due to the not optimum drainage system cause of sedimentation at curb inlet and side channel. So, to find out how the drainage system performance we do hydrological analysis to calculate discharge plan with a return period of 5 years according to total area of drainage channel and city typology and then compare it with existing discharge side channel and culvert. Results of the comparison between discharge plan and existing discharge show that existing side channel and culvert can not accomodate discharge plan, so it is necessary to redimensional side channel and culvert. Cross section is planned rectangular because the limited area, while culverts is planned circle and rectangular (U-ditch). Curb inlet is planned 2 types namely (1) curb with hole with dimension 13/16 x 30 x 50 cm and its hole 15 x 30 cm to slope < 6% and concrete curb inlet with dimension 10 x 15 to slope ≥ 6%.
PENGAMANAN PANTAI WIDURI KABUPATEN PEMALANG M. Ilyas Muzani; Naina Haque H.; Sumbogo Pranoto; Priyo Nugroho
Jurnal Karya Teknik Sipil Volume 5, Nomor 1, Tahun 2016
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Abstract

The coastal erosion at Widuri beach along ± 2 km carried a relatively large impacted for public coastal areas. Waves in coastal areas resulted breakdown existing coastal protection structure and retreat of the shoreline. Coastal protection efforts to overcome these problems are reviewed based on the results of the flow simulation, waves and prediction of changes in the shoreline adapted to the existing condition using a numerical approach. Approach method performed by SMS program (Surface water Modeling System) for the simulation of flow and GENESIS (GENEralized models for SImulating Shoreline change) for the prediction simulation of shoreline changes. Earnings results from simulations program and data analysis are used as a basic design protection structure, planned coastal protection that is seawall modifications, rehabilitation the existing revetment, addition of revetment along 120 m and addition two offshore breakwater along 200 m with distance between 90 m perpendicular to wave direction at a depth of 1 m east from Widuri tourist beach.
TANGGUL SUNGAI SERAYU HILIR DARI MUARA HINGGA BENDUNG GERAK SERAYU Riade Yusuf Hernanda; Robert M. Nainggolan; Suseno Darsono; Dwi Kurniani
Jurnal Karya Teknik Sipil Volume 5, Nomor 1, Tahun 2016
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Abstract

Flood is a condition where water is overflowing in the discharge channel (river) caused by the inability of the cross section of the river in accommodating the flood discharge. Serayu river always brings floods every year, especially in the area of Banyumas and Cilacap. Flood debit plan used in the analysis of a cross section of Serayu river from the moving weir Serayu to estuary in Cilacap uses a return period of 50 years. Flood debit plan was analyzed by using SCS-CN method (Soil Conservation Service - Curve Number) with the help of software HEC-HMS. From the analysis of flood debit value of the plan, namely: Junction 12 amounted to 2088.4 m3/second, the junction 13 at 2417.1 m3 second, and 15th junction of 1386.9 m3/second. Existing cross-sectional analysis of Serayu river was done by using HEC-RAS software. The output of the HEC-RAS software is used to determine the location of planning the embankment, which is in areas experiencing river water overflowing. Central Java Serayu Downstream Embankment planning will be done with an estimated construction cost of Rp. 63,131,000,000.00 (sixty three billion one hundred and thirty one million rupiah) with a duration of work for 18 weeks.
EVALUASI KINERJA OPERASIONAL ANGKUTAN KERETA API KAMANDAKA JURUSAN SEMARANG – PURWOKERTO Ario Ivano Nenepath; Juli Indra Setia Bate’e; Bambang Pudjianto; Wahyudi Kushardjoko
Jurnal Karya Teknik Sipil Volume 5, Nomor 1, Tahun 2016
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Abstract

PT. Kereta Api Indonesia (Persero) DAOP 5 Purwokerto has been operating Kamandaka train in Purwokerto - Semarang railway track since February 2015. Highway users prefer to use the train for reasons of time efficiency, as evidenced by the addition of the number of trips KA Kamandaka that initially only one trip into three trips a day to meet the high demand. To determine the performance of the train in accordance with the Certificate of Director General of Land No. 687 of 2002, needs to be reviewed in terms of load factor, the number of passengers carried, the waiting time of passengers, punctuality of arrival and departure of trains and passenger comfort as well as the calculation of income from the operation of the Kamandaka train and identification of the characteristics of rail infrastructure. From the analysis the greatest travel time to the direction of Semarang for 5 hours 20 minutes and to the direction of Purwokerto for 4 hours 39 minutes. The trains stop time by 25 minutes of Semarang direction at Weleri Station, the smallest downtime for 2 minutes of Purwokerto direction at Bumiayu Station. The value of the time delay arriving and departing to the direction of Purwokerto 25 minutes. As for the direction of Semarang time delay arriving and departing by 33 minutes. The difference of stop time in both directions due to train crossing with business and executive trains between Weleri station and Tegal station. Figures 0.485 m2 the comfort of the sitting room / space. Train capacity for 636 passengers. The highest value of the load factor is 88% in Purwokerto direction and the direction of Semarang by 79%. The highest load factor per segment of Purwokerto direction contained in Semarang Poncol - Weleri by 52%, while the lowest was 23% in Tegal - Slawi towards Purwokerto. With three trips operating costs amounted Rp.110.214.840 and income per day Rp. 162 070 000, - PT. KAI makes a profit of Rp. 51.855.160,- per day. Zone SMT-PWT or PWT-SMT is a zone that contribute most to incomes of around 70% - 80% with Rp 90,000, - per passenger rate, while the zones which contribute least 2% - 12% with rate of Rp 45,000, - per passenger is SMT-PKL or PWT-TG. At the operating of Kamandaka 235 the income comparison operational cost is 0.96 where the load factor average of 0.23. The Break Even Point achieved when the train load factor about 0,24. The efficiency of travel time is the reason people choose train than road transport modes.

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