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INDONESIA
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI
Published by Universitas Tadulako
ISSN : -     EISSN : -     DOI : -
Core Subject : Engineering,
Transportation
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Articles 20 Documents
 1   2 
PENGARUH SULFUR TERHADAP KARAKTERISTIK MARSHALL ASPHALTIC CONCRETE WEARING COURSE (AC-WC) Setiawan, Arief
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 2, No 1 (2012)
Publisher : Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI

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Abstract

Improving the quality of petroleum asphalt is required to obtain the characteristicmix asphalt is better so than pavement thickness becomes thinner also provide a longer service life.One of the added material used is Sulfur. The addition of Sulfur to the asphalt, better known as SulfurExtended Asphalt (SEA) as a partial substitution of hard asphalt. The purpose of this study was todetermine the effect of Sulfur on the characteristics of AC-WC mixture.The study was conducted by giving the variation of sulfur content of 0%, 3%, 5% and 7% of the weightof asphalt. Aggregate taken from the Taipa River with a choice of AC-WC finely graded based on theGeneral Specifications of Bina Marga in 2010. Gradation based targeting by portion, forimplementation in a laboratory controlled by sieve. Testing characteristics of the mixture usingMarshall. Kruskal-Wallis test with SPSS version 17 conducted to determine the effect of Sulfur on thecharacteristics of Marshall.The results obtained, in general that the addition of Sulfur increases the need for optimum bitumencontent (OBC). Based on Kruskal-Wallis test shows that the Sulfur had a significant influence on thestability, density, VMA and flow at 95% confidence level. Optimum asphalt content at 0%, 3% and 5%is 5.65%, 6.18% and 5.85% respectively. At 7% bitumen content could not be determined the OptimumBitumen Content value. Marshall stability increased by 13.37% (1935.331 kg) and 17.65% (2008.328 kg)on the sulfur content of 3% and 5%, to specimen control 0% sulfur (1707.054 kg).
PENGARUH SUHU TERHADAP MODULUS ELASTISITAS DAN ANGKA POISSON BETON ASPAL LAPIS AUS (AC-WC) DENGAN KAPUR SEBAGAI FILLER Wiyono, Arselina Wood Ward; Setiawan, Arief; Nurhidayat, Nurhidayat
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 2, No 2 (2012)
Publisher : Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI

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Abstract

Today the use filler in asphalt concrete mixes such as AC-WC has done much to improve durability. hydrated lime is the only one.The purpose of this reasearch was to determine theeffect of temperature variation of the modulus of elasticity and Poisson ratio figures asphalt contred wearing course (AC-WC) using hydrated lime as a filler. Variations hydrated lime used inthis reasearch is a variation of the levels of hydrated lime: dust filer 0%, 25% and 50%, and the temperature variation is 20°C, 30°C, 40°C, 50°C, 60°C. The results showed that the higher the test temperature, the diminishing value of modulus of elasticity, but inversely proportional to the number poisson where the higher the test temperature, the higher the number poissonnya, causing the mixture to become more flexible when the load is given. The results showed that the greater the level of lime, the diminishing value of modulus of elasticity, but inversely proportional to the number poisson where greater levels of calcium, the higher the number poissonnya, causing the mixture to become more flexible when the load is given.Keyword:  Temperature, Asphalt Concrete wearing course, HydratedLime, Indirect Tensile Strength (IDT-Strength), Modulus of Elasticity, Poisson ratio.
ANALISA KINERJA JALAN PENDEKAT PADA BEBERAPA JEMBATAN DI KOTA PALU (Studi kasus: Jembatan Palu I, II, III dan IV) Patunrangi, Jurair
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 1, No 1 (2011)
Publisher : Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI

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Abstract

Bridge approach road of Palu I is the central commercial area that serves as the main road. Thebridge approach road of Palu II is a residential area, shop, offices, schools and other public facilities.Bridge approach road of Palu III is a residential area with commercial activities. While the bridgeapproach roads of Palu IV is an area of residential, commercial, office and other public facilities.Traffic congestion on peak hours occur on the approach road on each bridge. Congestion is causedlosses in terms of time, cost, pollution and noise for road users.The purpose of this research are to know the performance of bridge approach roads of Palu I, II, IIIand IV. The data have been collected by surveys of traffic volume during peak hours. Data of trafficstream include flow and velocities of traffic.The results find that the performance of bridge approach roads Palu II, III and IV for current conditionsand five years forward into the category of C and B. While the bridge approach roads of Palu I haveentered at the level of service F.
STUDI KARAKTERISTIK PELAKU PERJALANAN DALAM WILAYAH PELAYANAN TRAYEK MAMBORO – MANONDA DI KOTA PALU Batti, Joy Fredi
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 1, No 2 (2011)
Publisher : Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI

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Abstract

Develepment of urban transport infrastructure such as bus stop and transit routes must considerthe arrangement of user characteristic within the service area. Public transport infrastructuremust be put in a city also depends on the characteristic of an urban public transport users.The purpose of this study was to determine characteristic of public transport users in its servicearea of Mamboro – Manonda in Palu City. Characteristic of users of public transport arecollected through questionnaires spread along the route and the service area. Characteristic ofpublic transport users surveyed include the type of work, the destination of the trip, time ofroutine and non-routine trips, types of vehicle used by traveler and purpose of the trip of publictransport users.The result of this study found that the type of work of public transport user, 34% arestudents/college students, 19% are housewives, 18% are civil servants. Based on routine travel,trips destinations are dominated by other trip destinations (35%). For non-routine travel, alsodominated by other trip destinations (51%). Time traveling to conduct activities for users of publictransport, category of routine travel occured at 06.00 – 09.00 (56%). Time traveling to conductactivities for users of public transport, category of routine travel,occurred at 06.00 - 009.00 (56%). Time of routine travel activity at home from 12.00 to 14.00 (44%).Characteristic of the traveling based on the mode that is used predominantly by the type ofpublic transportation (36%) and lowest percentage is the taxi mode (0.37%).
STUDI KEBUTUHAN ANGKUTAN UMUM PENUMPANG PERKOTAAN DI KOTA PALU (Studi kasus: Trayek Mamboro - Manonda) Febrianti AD, Ana; Mashuri, Mashuri
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 2, No 1 (2012)
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Abstract

One of cause of public transport services is not optimal is the incompatibility between the number ofpublic transport with passenger numbers to be served. Incompatibility of the number of publictransport with the number of passengers served would also affect the income of public transportoperators. The purpose of this study is to estimate the needs of the urban public transport routesMamboro – Manonda, Palu City based on the number of passengers along the route. Primary datacollection survey was conducted in January of 2010 for 3 days at each peak morning, afternoon andevening. Survey of primary data through questionnaires and enumeration of the number ofpassengers. The primary data include the number of passengers up and down along the route, roundtrip time of the public transport, time headway of each the public transport. Secondary data includepath of Mamboro – Manonda route, the number of public transportation of Mamboro – Manondaroute. Methods and standards used in estimating the number of public transportation refer to theTechnical Guidelines for the delivery of the Urban Passenger Transport, 2002, the Ministry ofTransportation, Republic of Indonesia.The results have been found several conclusions as follows: there are differences in the needs ofpublic transport in every peak hour morning, afternoon and evening, number of public transport thatoperates not according to the number of passengers served, increasing the number of publictransport is not required for the next few years.
TINJAUAN PENGEMBANGAN LANDASAN PACU BANDAR UDARA KASIGUNCU KABUPATEN POSO Adu, Amir S; Barnabas, Peter Lee; Setiawan, Arief
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 2, No 2 (2012)
Publisher : Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI

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Abstract

Means of airport for landing and take off of aircraft is runway. This writing to determine the direction of runway according to aircraft that serviced, geometric requirements of existingrunway conditions in 2011 and the development of phase II stage 2 in 2030 and runway pavement thickness existing conditions in 2011 and the development of phase II stage 2 in 2030. Method that used to determine the direction of the runway using the wind rose and for geometric runway using the ICAO and FAA as well as for runway pavement thickness using the FAA.From the wind analysis result using the wind rose, the direction of the existing runway 03-21 can be used safely. From the calculation result of the geometric condition of existing runway length obtained in 2011 by ICAO runway at for the Fokker F-28 aircraft while the width of the runway by ICAO and FAA at 30,48 m. The condition of the existing runway has a runway length 1.617 m and a width 30 m, so that the runway has been unable to serve the aircraft.For the conditions of the development of phase II stage 2 in 2030 acquired by the FAA runway length at 2.070 m and width 30,48 m while the length of the runway by ICAO at 2.704 m and a width 45,72 m. Conditions runway geometric phase II development stage 2 has a length 2.100 m and a width 45 m, so the runway is capable of servicing Boeing 737-300 aircraft safely compared with FAA planning method. From the calculation result of runway pavement thickness existing conditions in 2011 earned a total pavement thickness is 38 cm with aircraft plan Xian MA-60. Condition of existing runway has a total pavement thickness is 87 cm so that the Xian MA-60 aircraft can be served safely. For the conditions of the development of phase II stage 2 obtained after the equivalent total pavement thickness is 69,5 m for model 1 and 68,8 cm for the model 2 with aircraft plan Boeing 737-300. Conditions runway development phase II stage 2 has a totalpavement thickness after the equivalent is 77,5 cm, so the Boeing 737-300 aircraft can be served safely.Keyword:  Runway, airport, Kasiguncu, Poso
PENGARUH KETAHANAN BETON ASPAL (AC-BC) YANG MENGGUNAKAN ASBUTON BUTIR TIPE 5/20 TERHADAP AIR LAUT DITINJAU DARI KARAKTERISTIK MEKANIS DAN DURABILITASNYA Djalante, Susanti
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 1, No 1 (2011)
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Abstract

Provinci South East Sulawesi has the seasore areas bigger than the land areas. In Kendari City, some of the major flexible pavement roads which develoved all along the beach were often flooded by sea water. To protect the destruction of flexible pavement from sea water, using much asphalt is essential in mixture. One of the alternative materials to decrease of using asphalt are to use Asbuton Butir (BRA) which is the deposit about 677 ton millions in Provinci of South East Sulawesi particulary in Button. Regarding to these phenomena, it is important to provide a study the effects of Asbuton Butir (BRA) about the sea water resistance in mechanical characteristic of Asphalt Concrete.The method of the research was using Asbuton Butir that had variation 0%, 50 % and 100% in mixture AC-WC. The first method found the Optimum Asphalt Content (OAC) for each various asbuton butir. The second method aimed to determine the value of Marshall in Optimum Asphalt Content (OAC) which got to discover density, VITM, VFWA, VMA , stability, flow, MQ, IRS standard, IRS modification and Durability Indeks at the immersion time 24 hours, 72 hours and 120 hours.In conclusion, the more many asbuton butir was in AC-BC mixture, the higher value of stability and durability was in AC-BC mixture at the immersion 24 hours, 72 hours and 120 hour in sea water.
ANALISIS KINERJA RUAS RUAS JALAN UTAMA DI SEKITAR BANDAR UDARA MUTIARA PALU (Studi kasus: Jl. Abd. Rahman Saleh, Jl. Basuki Rahmat, Jl. Dewi Sartika, Jl. Muh. Yamin) Tahir, Anas
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 1, No 2 (2011)
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Abstract

The increasing number of passengers, goods and aircraft traffic flow in each year in Palu MutiaraAirport will have an impact on the performance of the existing road network around its.Movement of traffic from Mutiara airport or to Mutiara airport, will also be a tendancy toincrease, and can overload the road network around the airport.This study aims to determine the network performance of major roads around the Mutiara airportdue to the operation of the airport, especially at peak hours. Research analysis was conductedusing Indosesian Highway Capasity Manual (IHCM-1997).The results of this study indicated that the performance segment of the main roads aroundMutiara airport is still in stable flow conditions and not under conditions of traffic jams. Degree ofSaturation (DS) on each road segment Abdul Rahman Saleh, Dewi Sartika, Basuki Rahmat andMuh.Yamin respectively was 0.14: 0.46: 0.37 and 0.63, with the highest level of service road AbdulRahman Saleh is the way to the level of service A.
STUDI KONDISI KECEPATAN OPERASI PADA RUAS JALAN DI DALAM LINGKUNGAN KAMPUS UNIVERSITAS TADULAKO Batti, Joy Fredi
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 2, No 1 (2012)
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Abstract

Improvement of roads within the Campus of Tadulako university will have an impact on increasing theoperating speed of traffic. When the speed of operation that occurs well above design speedoperating then the problem of safety of road users in a campus of Tadulako University will be a seriousproblem that the operating speed in the campus need to be evaluated. The purpose of this study wasto evaluate the operational speed conditions that occur on roads within the Campus of TadulakoUniversity.Travel time data collection of traffic on a road segment length on the campus of Tadulako Universityhas been done in the month of December in 2011 for two days. The travel time data used inestimating the speed of traffic data. Determination of speed of operation is based on the 85percentile. Determination of the operating speed based on the Lamm R. et. al. In 1999.The results of research to get several conclusions as follows: roads are good criteria for R1, R3, R4, R5,R6, R7 and R8, fair criteria for R2. The study also found that there is a 50.0% rate exceed V= 35 km/h onroad segment 3 (R3), 45.0% on road segment 5 (R5), 40.0% on each road segment 2 and 6 (R2, R6),20.0% on road segment 1 (R1). The recommended type of speed control is rumble strip, speed humpsand bumps.
PENGARUH PENGGUNAAN KAPUR SEBAGAI BAHAN PENGISI (FILLER) TERHADAP KARAKTERISTIK CAMPURAN BETON ASPAL LAPIS AUS (AC- WC) Andri Andri; Arief Setiawan; Novita Pradani
Jurnal REKAYASA dan MANAJEMEN TRANSPORTASI Vol 2, No 2 (2012)
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Abstract

Increased population growth boosted road transport infrastructure. So it takes a good pavement structure. Efforts to increase the hot asphalt mix with the new specification implies the use of hydrated lime as an anti stripping agent in the mix asphalt. This study aimed to investigate the characteristics of the use of hydrated lime as a filler that uses a mixture of asphalt with aggregate filler composition arrangement between a stone dust and hydrated lime on Asphaltic Concrete - Wearing Course (AC - WC). The composition is lime: stone dust is 0%: 100%, 25%: 75%, 50%: 50%, and 75%: 25%.  The results of this research indicate that the lime filler significantly affects the quality of the mix, the value of stability, flexibility, durability, density, VIM, VMA, VFB, and flow with the value of F table greather than F arithmetic based on Anova two factor analysis. From the research lime used 0%, 25%, and 50%, due to the variation of 75% lime can not set the value of the optimum bitumen content. Stability values obtained at optimum bitumen content in lime variation of 0%, 25% and 50% is 1114,862 kg, 1243,425 kg, and 1167,645 kg. And for Retained Marshall Stability value of 94,303%, 98.301% and 99.202%. The quality of the mix with hydrayed lime as a filler is better. Based on the value of Marshall Stability and durability, it can be stated that the addition of hydrated lime as a filler can improve the quality of the mix. Keyword: Lime, filler, Asphaltic Concrete - Wearing Course(AC-WC)

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