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PERENCANAAN SIMPANG EXIT TOL SALATIGA Ahmad, Fachreza; Sudrajat, Ricky; Indriastuti, Amelia Kusuma
Jurnal Karya Teknik Sipil Volume 6, Nomor 2, Tahun 2017
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Simpang Exit Tol Salatiga menjadi penghubung antara Jalan Tol Bawen – Solo dengan Jalan Arteri Semarang – Solo melalui Jalan Tingkir – Barukan. Pengoperasian simpang tersebut memungkinkan terjadinya konflik arus lalu lintas, sehingga diperlukan perencanaan simpang yang matang. Untuk dapat merencanakan simpang yang dapat melayani seluruh pergerakan selama tahun rencana, perlu diprediksi volume lalu lintas yang akan melewati simpang ini. Prediksi volume jam puncak dilakukan dengan Metode Gravity, yang mempertimbangkan biaya perjalanan sebagai faktor hambatan. Biaya perjalanan dianalisis berdasarkan BOK (Biaya Operasional Kendaraan). Hasil analisis memperlihatkan volume lalu lintas pada tahun 2035 sebesar 1.986,08 smp/jam (lengan barat), 1.410,75 smp/jam (lengan timur), dan 901,71 smp/jam (lengan timur). Jenis simpang yang digunakan adalah 312 L. Simpang ini menggunakan 3 fase dengan waktu hijau (gi) sebesar 12 detik (lengan barat), 19 detik (lengan utara) dan 10 detik (lengan timur) dan waktu hilang total (LTI) 9 detik. Kapasitas simpang sebesar 551,31 smp/jam (lengan barat), 1.019, 001 smp/jam (lengan utara) dan 411,398 smp/jam (lengan timur). Tundaan simpang rata-rata 18,38 detik. Derajat kejenuhan pada lengan barat 0,57 ; lengan utara 0,38 ; dan lengan timur 0,49. Panjang antrian pada lengan barat 29,161 m ; lengan utara 19 m ; dan lengan timur 13,18 m.

PENERAPAN LAJUR KHUSUS SEPEDA MOTOR PADA RUAS JALAN SEMARANG â€“ KENDAL Mahamarendra, Mustika; Medawati, Prestika Fiprilia; Riyanto, Bambang; Indriastuti, Amelia Kusuma
Jurnal Karya Teknik Sipil Volume 3, Nomor 2, Tahun 2014
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Semarang - Kendal Road section is a connector between the central city of Semarang and Kendal. Traffic flows and accident rates through this street is quite high, especially accidents involving motorcycles. For that, the solution is the implementation of motorcycle lanes. From the analysis results DS in Siliwangi Road Sections is 0,75 and 0,78 in Walisongo Roads with low average speed is 27,58 km /h in Jalan Siliwangi. Analysis results obtained Siliwangi Road motorcycle accident is 70 % and 66 % on Walisongo Road. The proportion of motorcycle on Siliwangi road is 25.25 % - 41.66 % and 18.86 % - 41.43 % on Walisongo Road. Volume motorcycle in Siliwangi Road 1,687 pcu/hour and Walisongo Road 1,231 pcu/hour. Siliwangi Road DS is 0.75 and 0.78 on Walisongo Road. From solutions then selected by the best alternative with DS. Siliwangi road is divided into 4 segments, Segment I is to make the motorcycle lane with a width of 4 m and the other vehicle lane with a width of 8 m. Segment II is to make the motorcycle lane with a width of 4,25 m and the other vehicle lane with a width of 9,75 m. Segment III, this does not allow the roads to be made motorcycle lane because the road has a length of less than 100 m. Segment IV is to make the motorcycle lane with a width of 4 m and the other vehicle lane with a width of 7 m. In the Walisongo roads solution is to makes the motorcycle lane with a width of 4 m, and the other vehicle lane with a width of 7 m. Based on those motorcycle lanes parameters, can be concluded that the Semarang - Kendal Road section required motorcycle lanes with lane separators are markers.

STUDI PENGEMBANGAN SISTEM POLDER SRINGIN-TENGGANG intan fauziah ramadhini; heru budhi krisnanto; Suripin Suripin; Dwi Kurniani
Jurnal Karya Teknik Sipil Volume 7, Nomor 4, Tahun 2018
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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ABSTRAK Wilayah kecamatan Semarang Timur sering dilanda rob. Lokasinya yang langsung berbatasan dengan laut dan topografi daratannya lebih rendah dari muka air laut membuat limpasan air laut dengan mudah masuk ke kawasan industri, perumahan dan awasan umum lainnya. Sistem drainase di Semarang Timur sering mengalami banjir karena tidak mampu menampung debit banjir yang terjadi. Banjir dan rob menggenangi beberapa wilayah penting seperti kawasan Kaligawe, Karangroto, Tlogosari dan Kawasan Industri Terboyo. Banjir rob yang terjadi di Semarang Timur disebabkan oleh penurunan tanah sebesar lebih dari 5 cm per tahun (Pudjiastuti et al, 2015), kenaikan muka air laut yang disebabkan oleh global warming, dan saluran Sungai Sringin dan Sungai Tenggang yang sudah tidak mampu melayani debit banjir sehingga menambah parah dampak rob yang terjadi. Solusi dari permasalahan banjir dan rob adalah dengan membangun sistem polder, tanggul laut dan perbaikan Sungai Sringin dan Sungai Tenggang. Sistem polder terdiri dari kolam retensi, tanggul kolam retensi, tanggul laut dan struktur pump gate dan terdapat 14 pompa subsmersile (12 pompa utama + 2 pompa cadangan) tipe horizontal. Penentuan debit rencana menggunakan metode Hidrograf Satuan Sintetik Gamma 1. Debit rencana hasil perhitungan HSS Gamma 1 dengan periode ulang 50 tahun sebesar 170,08 m3/s untuk Sungai Tenggang dan 138,27 m3/s untuk sungai Sringin. Total volume kolam retensi yang didapat sebesar 2.542.492 m3 sedangkan luas kolam retensi sebesar 1.271.246 m2 dan total kedalaman kolam 4,0 m. Analisa kapasitas perbaikan sungai menggunakan pemodelan HEC-RAS 5.0.1 dengan memanfaatkan debit rencana masing-masing sungai. Perbaikan Sungai Tenggang mencapai 4,94 km sedangkan Sungai Sringin mencapai 9,09 km. Kedalaman Sungai Tenggang adalah 3,50 m dan Sungai Sringin adalah 3,0 m, dengan lebar sungai sebesar 30 m. Perbaikan tanggul sungai menggunakan sheetpile dan batu kali sebagai material tanggul sungai Tanggul laut dibangun sepanjang 1.926,87 m, membentang dari Kanal Banjir Timur hingga Sungai Babon. Elevasi tanggul laut pada +6,20 m dari MSL.

EVALUASI FUNGSI BENDUNG DAN PERENCANAAN KEMBALI BENDUNG KATULAMPA Fardiaz, Dion Kartino; Purwitaningtyas, Rita; Wahyuni, Sri Eko; Kodoatie, Robert J.
Jurnal Karya Teknik Sipil Volume 4, Nomor 4, Tahun 2015
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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As Jakarta developed into a metropolitan city, flood problems become the center of attention for its citizens and the government of Jakarta. Ciliwung River is one of the significant contributors to flood discharge in Jakarta. Flood control in Jakarta area requires a very hard effort, considering the geological conditions which is an area of the basin and hydrological conditions are very vulnerable to inundation because bypassed by many rivers from upstream. Changes in land use that was once empty land converted to settlements, housing, and the building also has occurred both in the upstream and downstream along the rivers that pass through Jakarta. After an evaluation of watershed and watershed Krukut Sunter which is around Ciliwung watershed, it was found that there were streams of the watershed around the exit and entry into the Ciliwung watershed. These rivers flood contributed by ± 25% of the Ciliwung watershed resulting in widespread inundation in Jakarta increases. One of the efforts to control flooding in Jakarta is the construction of weirs Katulampa which serves as an early information system to flooding Ciliwung will enter Jakarta. From the evaluation of the function obtained Katulampa weir water level to Alert 1 is 200-250 cm to estimate flood discharge using HEC-HMS at 733 m3 / s. Data on the water level in the dam Katulampa estimates that approximately 9-10 hours later flood will arrive in Jakarta. The ability of the dam to divert water when it reaches Alert 1 of 7% of the flood discharge through the doors retrieval. In order to optimize the function of the weir and re-plan the weir, the initial step is the hydrological analysis with the result that be discovered gauge the dependable discharge, needs water discharge and flood discharge. In the Katulampa weir planning dependable discharge used is the discharge with probability 80%. Water needs value to fulfill the irrigation water requirement is 1.87 liters / sec / ha or water needs discharge for water irrigation is 6.03 m3 / sec. Flood discharge by the method of HEC-HMS for the return period of 25 years at 733.90 m3 / sec is used as the basis to design the main building weirs. Katulampa weir using high lighthouse beacon round with effective width of 2.5 m and 95.43 m. Bags of mud along the channel with a width of 62.5 m at 4.75 m channel basis. Katulampa weir construction planned at a cost of ±4,193,000,000.00 billion rupiah, and planned implementation time ± 168 working days.

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.

PERENCANAAN REHABILITASI KOLAM DETENSI MELATI JAKARTA PUSAT Undayani Cita Sari; Evi Mariana; Suseno Darsono; Siti Hardiyati
Jurnal Karya Teknik Sipil Volume 3, Nomor 4, Tahun 2014
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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ABSTRACTDrainage system with polder and pump is the most effective and efficient system for handling the floods that was occurred in the area which has a slooping topography such as Jakarta. As the state’s capital and metropolitan city, Jakarta has been developing rapidly, which made the existing green land as water infiltration area and settlement become unbalanced. This is a major cause of flooding in Jakarta. From the result of rainfall data processing in Kemayoran station, rainfall intensity can be analyzed by using Jakarta’s hyetograph diagram approach for Ciliwung’s watershed based on analysis that was conducted by Netherland Engineering Consultant. Qplan is obtained by modeling it with additional program, the SWMM 5.0 for a period of 100 years, due to Jakarta as a business and government center. Large catchment area and downtown are the reason that SWMM 5.0 is suitable to use for modeling. Thus Qplan is obtained in the amount of 11 m3. Reservoir’s volume in the amount of 75888 m3 is obtained by using Qplan, at the existing condition detention pond area is 49000 m2, so depth of pond is 5 m with 8 pumps and 4 m3/sec capacity is obtained.

PERENCANAAN PENGEMBANGAN PELABUHAN FERRY INTERNASIONAL BATAM CENTER, KEPULAUAN RIAU Andrivo Ferlian; Claudia pualam bestari; slamet Hargono; Hari Nugroho
Jurnal Karya Teknik Sipil Volume 7, Nomor 4, Tahun 2018
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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ABSTRAK Batam adalah zona perdagangan bebas yang dipersiapkan menjadi pintu utama pengiriman dan pelayaran internasional. Pelabuhan Batam Center adalah pelabuhan penyeberangan internasional yang berada di pantai utara Pulau Batam, Provinsi Kepulauan Riau. Pelabuhan ini menghubungkan kota Batam dengan Pelabuhan Internasional Singapore dan Pelabuhan Internasional di Johor Baru, Malaysia. PT Synergy Tharada selaku Pengelola Pelabuhan Batam Center, telah melakukan banyak pengembangan untuk meningkatkan pelayanan, kenyamanan dan keamanan di Pelabuhan Batam Center.Berdasarkan hasil analisis pada tahun 2014 hingga tahun 2016, Pelabuhan Internasional Batam Center termasuk kedalam klasifikasi pelabuhan Kelas I dengan waktu operasional 16 Jam/Hari, jumlah penumpang 4010 Org/Hari dan jumlah trip 59 Trip/Hari. Kunjungan kapal mengalami peningkatan hingga 0,144% tiap tahunnya. Trend Arus Penumpang kedatangan WNI naik sebesar 5,57% dan WNA naik sebesar 4,83 % tiap tahunnya. Untuk trend arus penumpang keberangkatan WNI naik sebesar 4,70% dan WNA naik sebesar 3,76% tiap tahunnya.Hasil analisis BOR (Berth Occopuncy Ratio) pelabuhan berdasarkan pemanfaatan dermaga sampai tahun 2021 sebesar 291,12%. Nilai ini telah melebihi nilai BOR UNCTAD dan perlu dilakukan penambahan dermaga untuk melayani aktivitas kapal, untuk itu disimpulkan perlu adanya penambahan dermaga 1 unit dengan panjang 30 meter dan lebar 3 meter. Luas gedung terminal yang dibutuhkan pada tahun 2021 adalah 6880 m² , artinya luas terminal saat ini 7250 m² masih mampu menampung pergerakan arus penumpang. Luas lahan parkir yang dibutuhkan pada tahun 2021 adalah 10783 m², sehingga perlu dilakukan penambahan area parkir dari luasan saat ini 9500 m² untuk menunjang aktivatas penumpang pada pelabuhan.

EVALUASI BIAYA DAN DAMPAK LINGKUNGAN PENERAPAN GREEN CONSTRUCTION (STUDI KASUS: PROYEK PEMBANGUNAN PAVILIUN GARUDA 2 RSUP DR.KARIADI SEMARANG) M A Prasaji; Mohammad Sinan Prasantadi; M Agung Wibowo; Frida Kistiani
Jurnal Karya Teknik Sipil volume 1, Nomer 1, tahun 2012
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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ABSTRAK Green construction ialah sebuah konsep berkelanjutan yang mencita-citakan terciptanya konstruksi dari tahap perencanaan dan pelaksanaan yang pemakaian produk konstruksinya ramah lingkungan dan efisien dalam pemakaian energi serta sumber daya. Penelitian ini di fokuskan kepada perhitungan perbandingan biaya dan dampak lingkungan yang terjadi dengan membandingkan penerapan konsep green construction dan non green construction. Tahapan metodologi yang digunakan terdiri dari tahap perumusan masalah, tahap tinjauan pustaka, tahap pengumpulan data, tahap evaluasi (mengevaluasi indikator green construction PT.PP terhadap GBCI), tahap analisa data dengan perhitungan RAB dan dampak lingkungan yang terjadi, tahap pembahasan, dan tahap akhir. Perhitungan biaya dan dampak lingkungan yang terjadi dilakukan pada pekerjaan persiapan dan pekerjaan struktur proyek. Selisih biaya yang terjadi cukup besar antara konsep green construction dan non green construction yaitu Rp. 5.288.506.483,83 .Pada pekerjaan persiapan konsep green construction mengeluarkan biaya Rp. 147.970.592,17 lebih banyak dari konsep non green construction. Sedangkan pada pekerjaan struktur konsep green construction berhasil menghemat Rp. 5.456.477.076,00. Dari pengaruh dampak lingkungan yang terjadi sangat terlihat jelas bahwa konsep green construction lebih unggul dalam menjaga kelestarian lingkungan. Berdasarkan analisa yang dilakukan maka konsep green construction dapat diterapkan karena menghemat biaya dan memberikan dampak positif bagi lingkungan. Kata Kunci : Green Construction, Biaya, Dampak Lingkungan. ABSTRACT Green construction is an ongoing concept envisioned the creation of construction planning and implementation of the use of environmentally friendly construction products and the efficient use of energy and resources. This study focused on the calculation of comparative costs and environmental impacts that occur by comparing the application of the concept of green construction and non-green construction. Stages of the methodology used consists of problem formulation stage, the stage of literature review, data collection stage, the stage of evaluation (evaluating the green indicator PT.PP construction of GBCI), the stage of data analysis with the calculation of the RAB and the environmental impacts occur, the discussion stage, and the final stage . The calculation of costs and environmental impacts that occur in the preparatory work done and the work of the project structure. The excess costs incurred substantial construction of the concept of green and non green construction is Rp. 5,288,506,483.83. In the preparatory work of the concept of green construction cost Rp. 147,970,592.17 more than non-green construction concepts. While the structure of the concept of green construction work had saved Rp. 5,456,477,076.00. Of the influence of environmental effects that occur very clear that the concept of green construction is superior in protecting the environment. Based on the analysis carried out the concept of green construction can be applied due to cost savings and positive impact on the environment. Key words: Green Construction, Cost, Environmental Impact

PENANGANAN ABRASI PANTAI DESA SEI RAJA KABUPATEN SUKAMARA KALIMANTAN TENGAH Mustofa Kamal Aziz; Seruni Adidar Lesmi; Sumbogo Pranoto; Priyo Nugroho Parmantoro
Jurnal Karya Teknik Sipil Volume 5, Nomor 2, Tahun 2016
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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The problems of the coastal area in Sei Raja Beach were retreat of the coastline, sedimentation in river mouth of Raja River, destruction of existing shore protection structure such as groin and jetty which was caused of wave. The objective of the final project is to model and to design the right shore structures to protect the shore from abrasion in Sei Raja Beach. The area which planned is around 3,1 km include the river mouth of Raja River. The analysis result of waverose shows that dominant wave comes from the south. It is about 68,61% from the data in 23 years. The current movement pattern and tide is simulated by the SMS V.10 program (Surface Water Modelling System). The prediction of coastline changed is simulated by GENESIS (Generalized Model for Simulating Shoreline Change) with wave input per-hour for a year. The shoreline protection is analyzed based on function and economical value. The combination between revetment, jetty, groin and breakwater is chosen to protect the shore of Sei Raja. The western revetment are designed along 522 m and the eastern revetment are designed along 651 m. The western revetment and the eastern revetment are made of concrete cube for armour layer and crushed stone for core layer. Twins jetty which made of concrete cubes for armour layer and crushed stones for secondary and core layer are built with a length of 150 m. The groin is planed on the west side with the length of 75 m. The groin is used of crushed stones for armour and core layer. The existing breakwater is rehabilitated by adding concrete cubes.

PERBANDINGAN METODE CRITICAL PATH METHOD (CPM), PRECEDENCE DIAGRAM METHOD (PDM), DAN LINE OF BALANCE (LOB) TERHADAP PROYEK REPETITIF Joe Daniel Hutagaol; Sendi Sendi; M. Agung Wibowo; Tanto Djoko Santoso
Jurnal Karya Teknik Sipil Volume 2, Nomor 1, Tahun 2013
Publisher : Departemen Teknik Sipil, Fakultas Teknik Universitas Diponegoro

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Today the rapid development of the construction project running and often in large-scale costly and have a method that can improve the quality of planning and control to deal with the number and complexity of the project activities are likely to increase. The contractors are often faced with projects that contain identical or similar multiple units, such as segments on the flo or of multistory buildings, housing units in the residential development, and road sections in road projects. The purpose of this study is to compare and determine the critical path of Critical Path Method, Precedence Diagram Method, and Line of Balance to find the appropriate scheduling method character for the repetitive project and compare each method in terms of the method using, the production calculation speed, the dependence logic, the constraints on the activities, and analyze the advantages and lacks. The analysis process is done by comparing the Critical Path Method, Precedence Diagram Method, and Line of Balance for building and road projects. From the results of the literature study and data analysis are found the lacks and advantages visually that is Critical Path Method and Precedence Diagram Method has a more complex visual display so it is not easy to understand and can not directly detect impaired activities in project scheduling. But can show you specific logical dependency relationships between the activities and projects can determine the critical path. Line of Balance has a visual display that is simple and 2 easy enough to understand. Line of Balance can also directly detect impaired activities in project scheduling, but Line of Balance can not point to specifically logical dependency relationships between activities and projects critical path.

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