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INDONESIA
Teknisia
Published by Universitas Islam Indonesia
ISSN : 08538557     EISSN : 27460185     DOI : 10.20885/teknisia
Core Subject : Engineering,
Engineering
Jurnal Teknisia terbit pertama kali pada bulan April 1996. Pada awal berdirinya, Jurnal Teknisia merupakan jurnal ilmiah berkala yang diterbitkan tiga kali setahun oleh Fakultas Teknik Sipil dan Perencanaan, Universitas Islam Indonesia, Daerah Istimewa Yogyakarta yang berisi artikel-artikel bidang teknik sipil, teknik lingkungan, dan arsitektur.
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Articles 6 Documents
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Search results for , issue "Vol. XXIV, No. 1, Mei 2019" : 6 Documents clear
Analisis Alternatif Pemilihan Biaya Siklus Hidup pada Masa Pemeliharaan Ruas Jalan Janti – Prambanan Km 7+759-8+750 Rayendra Rayendra
TEKNISIA Vol. XXIV, No. 1, Mei 2019
Publisher : Jurusan Teknik Sipil, Fakultas Teknik Sipil dan Perencanaan, Universitas Islam Indonesia

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20885/teknisia.vol24.iss1.art3

Abstract

The highway is one of the land transportation infrastructure that serves to connect one area to another for public activities such as economics and social activities. Safe, comfortable, and efficient roads are not avoided by the availability of a flat road and no significant road damage.This research to calculate the life cycle cost analysis of the road with the calculation of pavement thickness that has been done by Ramadhani (2017). The method used in this research is by study case method, by collecting data about Janti-Prambanan Road section KM 7 + 750-8 + 750 and analyzing life cycle cost by estimating road maintenance that will be done during the life of the plan.Based on the analysis that has been done, the cost of construction or initial cost that must be issued based on the thickness of pavement set by Ramadhani (2017) with the total thickness of paved layer 50 cm is Rp. 14,089,007,000. The cost of maintenance at Alternative1 is Rp. 2.565.778.485,91 and at Alternative2 is Rp. 2,555,861,411.86. The total cost of the road life cycle in Alternative 1 is Rp. 16.654.785.485,91 while at Alternative 2 of Rp. 16,644,868,411.86. Analysis of the lifecycle cost of the two alternatives found EUAC for Alternative 1 is Rp. 65,649.89, while for Alternative 2 is Rp. 65,610.80. So that can be said by advancing the rehabilitation at least save on maintenance costs.
MODEL HUBUNGAN ANTARA KONDISI FUNGSIONAL DAN KONDISI STRUKTURAL SEBAGAI ESTIMASI KONDISI PERKERASAN PADA JALAN NASIONAL DI SULAWESI SELATAN DAN KALIMANTAN SELATAN Androsario Sarimuda Wasta; Miftahul Fauziah; Subarkah Subarkah
TEKNISIA Vol. XXIV, No. 1, Mei 2019
Publisher : Jurusan Teknik Sipil, Fakultas Teknik Sipil dan Perencanaan, Universitas Islam Indonesia

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20885/teknisia.vol24.iss1.art4

Abstract

Evaluation of correlations regression between functional condition roads and structural condition of the pavement needs to be implemented, a result of condition handling the maintenance of roads in the province of South Sulawesi and South Kalimantan are still less accurate because the determination of handling is only determined from one of the condition steadiness of road, Data used to facilitate this research is secondary to data obtained in 2014, in which secondary data obtained from Balai Besar Pelaksanaan Jalan Nasional (BBPJN) and Balai Pelaksanaan Jalan Nasional (BPJN). Flexible pavement conditions on the roads of research in South Kalimantan Province, shows the surface roughness (IRI) has a the level of correlation conditions that reasonably represen the  elastic modulus of surface layer (E1), but the surface roughness (IRI) has a level of correlation that less represents the  elastic modulus of base layer (E2 ), while a different result is also shown by the surface roughness (IRI) can not represent the  elastic modulus of subbase layer (E3) and the  elastic modulus of subgrade layer (E4). While the condition of pavement flexible on the roads of research in South Sulawesi province, shows the surface roughness (IRI) has a level of correlation conditions that already represents the elastic modulus of surface layer (E1), but the surface roughness (IRI) has a level of correlation that reasonably represents the elastic modulus of base layer ( E2), while a different result is also shown by the surface roughness (IRI) is less representative of the elastic modulus of subbase layer (E3) and the elastic modulus of subgrade layer (E4). The difference correlation of regression relationship model’s between the functional conditions and the structural conditions for all the roads, indicated the influence of the type of pavement layers and pavement layer thickness all layer of of pavement for all the roads.
DAMPAK PETUGAS PENGATUR LALU LINTAS TERHADAP KINERJA SIMPANG 4 TAK BERSINYAL LEMBAH UGM, YOGYAKARTA Verawanti Verawanti; Prima Juanita Romadhona
TEKNISIA Vol. XXIV, No. 1, Mei 2019
Publisher : Jurusan Teknik Sipil, Fakultas Teknik Sipil dan Perencanaan, Universitas Islam Indonesia

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20885/teknisia.vol24.iss1.art5

Abstract

The arrangement of peak traffic flow in unsignalized intersections usually carried out by illegal traffic wardens (PTR) and legal traffic wardens (PR).Additionally, traffic management implemented by PTR and PR only during peak hours. This research was executed in4 unsignalized Intersection at Agro street – Bougenville street (Lembah UGM), Sleman. The high traffic volume without the arrangement at the intersection caused traffic jam, so the performance level decreased. This study aimed to determine the impact of PTR and PR and find out alternative solutions at the intersection. The methods for obtaining primary data were by surveying traffic volume data, vehicle speed data, queue length data, driving behaviours andgeometry in the field. The data analysis in this study used VISSIM 9.0.The intersection condition without traffic management of wardenshad delay as much as 21,93 seconds with level of service (LOS) C. Intersections management with PTR produced a value of intersection delay was 30,02 seconds with level of service (LOS) D. Intersections management with PR produced a value of intersection delay was 29,20 seconds with level of service (LOS) D. This result showed that the performance of the intersections in all conditions were worse conditions. The alternative solution in this research was traffic signal with average delay value was 30,31 seconds with level of service (LOS) D. Hopefully, management intersections with traffic signals could reduce accidents risk at intersections.
HUBUNGAN VOLUME, KECEPATAN DAN KEPADATAN LALU LINTAS PADA RUAS JALAN PADJAJARAN (RING ROAD UTARA), SLEMAN Grisela Nurinda Abdi; Sigit Priyanto; Siti Malkamah
TEKNISIA Vol. XXIV, No. 1, Mei 2019
Publisher : Jurusan Teknik Sipil, Fakultas Teknik Sipil dan Perencanaan, Universitas Islam Indonesia

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20885/teknisia.vol24.iss1.art6

Abstract

A macroscopic movement of traffic consists of traffic volume, speed and density which are used to evaluate the quality of transportation system. By analysing these three variables, a result which infrom about the condition about a transportation system will be provided. The information from the analysis of the variables shows the condition of the traffic condition through the traffic volume and density. When a road has a bad condition of transportation system, the analysis will describe it through high density of traffic and the maximum traffic volume is exceeded.This research is conducted on Padjajaran Street to evaluate the characteristic of transporatation system on the road.The data, which were collected, consists of traffic volume and spot-speed on every lane of the road. Those were collected on Monday, Wednesday, Saturday and Sunday at peak-hours, which are 6.30am-8.30am, 11am-1pm and 4pm-6pm. The analysis used vehicles classification according to MKJI 1997 and conducted an analysis through several models, which are Greenshield, Greenberg, Underwood and Bell models. By comparing these four models, the best one is chosen and become the model to describe the quality of the transportation system on Padjajaran Street.The best result according to the value of R2 and the analysis of the traffic variables, every lane has their own best model which can be applied. However, most of the lanes are well-modelled using Underwood method. Finally, it comes to a conclusion that Padjajaran Street is classified as urban road.
KUAT TEKAN PANEL DINDING BETON RINGAN EXPANDED POLYSTYRENE DENGAN LAPIS LUAR PAPAN KALSIUM SILIKAT Desi Maryani; Ashar Saputra; Andreas Triwiyono
TEKNISIA Vol. XXIV, No. 1, Mei 2019
Publisher : Jurusan Teknik Sipil, Fakultas Teknik Sipil dan Perencanaan, Universitas Islam Indonesia

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20885/teknisia.vol24.iss1.art1

Abstract

The need for housing in Indonesia reaches around 1 million houses per year is the reason behind an increasing demand for building materials. Prefabricated wall panels can be used as alternative building materials that have easy and fast advantages in installation. In addition, the use of precast wall panels will also save labor costs. In this study, expanded polystyrene (EPS) lightweight concrete wall panels were a composite with calcium silicate boards. Furthermore, the unity of these materials are called a sandwich panel. The purpose of this study was to determine the potential use of sandwich panels as structural wall panels in terms of compressive strength. Test specimens were 9 EPS panels measuring 1800x610x75mm; 3 of them were a composite with GRC board, 3 other with GRC board outer layer and bolt connector, and 3 panels without reinforcement. The used calcium silicate board is a trade name of GRC board with a thickness of 4mm. Compressive strength testing is carried out referring to SNI 03-3122-1992 (Fibrous Lightweight Concrete Panel).The test results obtained the compressive strength of PP-T, PGP-T, PGB-T panels in a row of 0.72 MPa, 0.84 MPa, and 1.43 MPa. The pattern of damage to the test object was marked by the release of the outer layer of the GRC board and the wall panel was fractured. It can be concluded that the addition of the GRC board outer layer and bolt connector can increase the compressive strength of the wall panel up to 200%. In contrast, the PP-T, PGP-T, and PGB-T panels do not meet the requirements of SNI 03-3122-1992. The resulted compressive strengths are so low that make the expanded polystyrene concrete panel is not avaiable for bearing wall purpose.
STUDI NUMERIK RESPON STRUKTUR MODIFIKASI BANTALAN BETON UNTUK NON-BALLASTED TRACK Danang Purwanto; Iman Satyarno; Andreas Triwiyono
TEKNISIA Vol. XXIV, No. 1, Mei 2019
Publisher : Jurusan Teknik Sipil, Fakultas Teknik Sipil dan Perencanaan, Universitas Islam Indonesia

Show Abstract | Download Original | Original Source | Check in Google Scholar | DOI: 10.20885/teknisia.vol24.iss1.art2

Abstract

According to Rencana Induk Perkeretaapian Nasional (RIPNas), making  plans for the development of Indonesian railways until the next 2030. The targets for the development of railway networks and services to be achieved in 2030 include a national network of 12,100 km (spread on Java-Bali, Sumatra, Kalimantan, Sulawesi and Papua). Construction of railway track is generally divided into two main types, namely, ballasted tracks and non-ballast tracks.  In this study the non-ballasted track or ballastless track is to modify the width of the sleeper  that will be used without using ballasts on the railroad tracks. This is done to reduce the use of coarse aggregates in ballasts so that if used in areas that do not have natural resources in the form of coarse aggregates a railway track can be built. The research will be carried out according to the condition of the soil gravel, dense sand, medium dense sand, silty medium dense dan loose sand. Different types of soil cause different responses or behaviors from the modification of the sleeper  that are located above the ground. This study will discuss the analysis of rail displacement and rail bending stress that occur in the modification of railroad concrete sleeper  for non-ballast use in some soil conditions. The study was conducted with software SAP2000 version 2014 to analyze  displacement and rail bending stress on concrete sleeper modification with dimensions 400 x 2440 mm2; 1200 x 2440 mm2; 2000 x 2440 mm2; 2800 x 2440 mm2 dan 3600 x 2440 mm2 for each different type of soil to determine the dimensions of modification of concrete sleeper  that can be used. According AREMA(1999) Result of rail displacement rail may not exceed 6 mm and rail bending  stress may not exceed 75 N/mm2.

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