Pub Date : 2024-05-21DOI: 10.25105/livas.v9i1.19685
Eveelyn Febe, R. G. Sunaryo, Rully Damayanti
The North Krembangan area is an old city area in Surabaya, right next to the Kalimas River. This area has experienced several changes from time to time, both in terms of natural context, roads, blocks/lots, and buildings. These changes were influenced by several factors and actors, both from the Dutch government and from the Surabaya government due to the existence of several new needs that were no longer relevant in the conditions during the colonial era. Objectives: To identify the morphology of urban tissue in the North Krembangan area which consists of permanent, non-permanent elements and street front quality Methodology and Results: This research uses the urban tissue methodology by Romice et al as a theory that helps to analyze this area. Conclusion, Significance and Implications: This research found that although the North Krembangan area has relatively low street front quality, this area is still busy and active as a commercial center. Suggestions to improve the area were also made at the end of this research.
{"title":"SPATIAL MORPHOLOGICAL ANALYSIS: DEVELOPMENT OF THE NORTH KREMBANGAN AREA, SURABAYA, INDONESIA","authors":"Eveelyn Febe, R. G. Sunaryo, Rully Damayanti","doi":"10.25105/livas.v9i1.19685","DOIUrl":"https://doi.org/10.25105/livas.v9i1.19685","url":null,"abstract":"The North Krembangan area is an old city area in Surabaya, right next to the Kalimas River. This area has experienced several changes from time to time, both in terms of natural context, roads, blocks/lots, and buildings. These changes were influenced by several factors and actors, both from the Dutch government and from the Surabaya government due to the existence of several new needs that were no longer relevant in the conditions during the colonial era.\u0000Objectives: To identify the morphology of urban tissue in the North Krembangan area which consists of permanent, non-permanent elements and street front quality\u0000Methodology and Results: This research uses the urban tissue methodology by Romice et al as a theory that helps to analyze this area.\u0000Conclusion, Significance and Implications: This research found that although the North Krembangan area has relatively low street front quality, this area is still busy and active as a commercial center. Suggestions to improve the area were also made at the end of this research.","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"28 25","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-05-21","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"141118037","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-12DOI: 10.25105/livas.v8i2.19477
Aditya Pratama, Ryan Faza Prasetyo
A high-rise building project can be considered as a high-risk project because the work items are quite a lot and high in the structure being built, the occupational health and safety (OHS) of construction plays an important role in the smooth implementation of a construction project. Construction OHS conducts safety briefing to all construction workers when they enter the construction project environment and every morning before the construction begins. Two information systems are used to inform the workers about the conditions and hazards in the construction projects, namely tacit knowledge and explicit knowledge. Therefore, safety induction is less effective and hinders the implementation of construction project work, where construction workers do not know situations that occur when carrying out a job socialized by OHS officers. In this problem, a simulation must be carried out before workers do their work, to carry out this simulation can be done with virtual reality technology. The research was conducted by distributing questionnaires to the OHS staff of construction projects in Jakarta while the data from the questionnaires were calculated. This study aims to find out a list of risks that are still relevant including tacit knowledge and obtained 11 work risks including tacit knowledge from 38 work risks for building construction projects in Jakarta. Keywords: Construction, OHS, Risk, Knowledge management, Virtual reality.
{"title":"RISK LIST IDENTIFICATION ENCOMPASSING TACIT KNOWLEDGE FOR VIRTUAL REALITY IN BUILDING PROJECTS IN JAKARTA","authors":"Aditya Pratama, Ryan Faza Prasetyo","doi":"10.25105/livas.v8i2.19477","DOIUrl":"https://doi.org/10.25105/livas.v8i2.19477","url":null,"abstract":"A high-rise building project can be considered as a high-risk project because the work items are quite a lot and high in the structure being built, the occupational health and safety (OHS) of construction plays an important role in the smooth implementation of a construction project. Construction OHS conducts safety briefing to all construction workers when they enter the construction project environment and every morning before the construction begins. Two information systems are used to inform the workers about the conditions and hazards in the construction projects, namely tacit knowledge and explicit knowledge. Therefore, safety induction is less effective and hinders the implementation of construction project work, where construction workers do not know situations that occur when carrying out a job socialized by OHS officers. In this problem, a simulation must be carried out before workers do their work, to carry out this simulation can be done with virtual reality technology. The research was conducted by distributing questionnaires to the OHS staff of construction projects in Jakarta while the data from the questionnaires were calculated. This study aims to find out a list of risks that are still relevant including tacit knowledge and obtained 11 work risks including tacit knowledge from 38 work risks for building construction projects in Jakarta.\u0000Keywords: Construction, OHS, Risk, Knowledge management, Virtual reality.","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"40 10","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-03-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140250256","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-12DOI: 10.25105/livas.v8i2.19469
Ivana Anabella Adam, Christina Sari, Budi Hartanto Susilo, Dewi Rintawati
Jalan Piet A. Tallo is a major arterial road connecting several areas with the city center of Kupang. The large traffic flow that passes through Jalan Piet A. Tallo, resulting in traffic congestion during rush hour, is the background of this research. This research aims to determine the right alternative solution to reduce traffic congestion on Jalan Piet A. Tallo. This research uses a descriptive method by obtaining data directly from surveys and analyzing the data according to the guidelines of the 1997 Indonesian Road Capacity Manual (MKJI). Then, the analysis produces values for the degree of saturation (DS) and level of service (LOS) of the road. Overall, from the results of this research, traffic jams are caused by several factors; namely, there is a narrowing of the road from road type 4/2 D to type 2/2 UD, many vehicles enter and exit from Jalan M. Sabaat to Jalan Piet A. Tallo, and many drivers still violate traffic signs. Therefore, an alternative that can be done is to contact the relevant authorities about the prohibition of right turns onto Jalan M. Sabaat and the need to install road dividers from STA 0+300 to STA 0+550. Apart from this, the road can be widened by 1.7 m in the inner city lanes so that the degree of saturation (DS) during the afternoon rush hour can be reduced by 12.67% to 0.875. Another alternative is to change the road geometry from type 2/2 UD to 4/2 D and build a new connecting bridge. Thus, the degree of saturation (DS) during the afternoon rush hour decreases by 52.89% to 0.472. This value shows that the traffic flow is stable and the speed is controlled. Keywords: Road Performance, Congestion, Piet A. Tallo Road, Kupang City
Jalan Piet A. Tallo 是一条主要干道，将多个地区与古邦市中心连接起来。通过 Jalan Piet A. Tallo 的车流量很大，导致上下班高峰期交通拥堵，这就是本研究的背景。本研究旨在确定正确的替代解决方案，以减少 Jalan Piet A. Tallo 的交通拥堵。本研究采用描述性方法，直接从调查中获取数据，并根据 1997 年《印度尼西亚道路通行能力手册》（MKJI）的指导方针对数据进行分析。然后，分析得出道路的饱和度（DS）和服务水平（LOS）值。总之，从研究结果来看，交通堵塞是由几个因素造成的，即道路从 4/2 D 型变窄为 2/2 UD 型，许多车辆从 Jalan M. Sabaat 到 Jalan Piet A. Tallo 进出，许多司机仍然违反交通标志。因此，可以采取的另一种办法是与有关当局联系，禁止右转进入 Jalan M. Sabaat，并在 STA 0+300 至 STA 0+550 之间安装道路分隔带。除此之外，还可将市内车道的道路拓宽 1.7 米，从而将下午高峰时段的饱和度（DS）降低 12.67% 至 0.875。另一个替代方案是将道路几何形状从 2/2 UD 型改为 4/2 D 型，并新建一座连接桥。这样，下午高峰时段的饱和度（DS）将降低 52.89%，为 0.472。该值表明交通流量稳定，车速可控：道路性能、拥堵、Piet A. Tallo 路、古邦市
{"title":"PERFORMANCE ANALYSIS OF JALAN PIET A. TALLO IN KUPANG CITY","authors":"Ivana Anabella Adam, Christina Sari, Budi Hartanto Susilo, Dewi Rintawati","doi":"10.25105/livas.v8i2.19469","DOIUrl":"https://doi.org/10.25105/livas.v8i2.19469","url":null,"abstract":"Jalan Piet A. Tallo is a major arterial road connecting several areas with the city center of Kupang. The large traffic flow that passes through Jalan Piet A. Tallo, resulting in traffic congestion during rush hour, is the background of this research. This research aims to determine the right alternative solution to reduce traffic congestion on Jalan Piet A. Tallo. This research uses a descriptive method by obtaining data directly from surveys and analyzing the data according to the guidelines of the 1997 Indonesian Road Capacity Manual (MKJI). Then, the analysis produces values for the degree of saturation (DS) and level of service (LOS) of the road. Overall, from the results of this research, traffic jams are caused by several factors; namely, there is a narrowing of the road from road type 4/2 D to type 2/2 UD, many vehicles enter and exit from Jalan M. Sabaat to Jalan Piet A. Tallo, and many drivers still violate traffic signs. Therefore, an alternative that can be done is to contact the relevant authorities about the prohibition of right turns onto Jalan M. Sabaat and the need to install road dividers from STA 0+300 to STA 0+550. Apart from this, the road can be widened by 1.7 m in the inner city lanes so that the degree of saturation (DS) during the afternoon rush hour can be reduced by 12.67% to 0.875. Another alternative is to change the road geometry from type 2/2 UD to 4/2 D and build a new connecting bridge. Thus, the degree of saturation (DS) during the afternoon rush hour decreases by 52.89% to 0.472. This value shows that the traffic flow is stable and the speed is controlled.\u0000Keywords: Road Performance, Congestion, Piet A. Tallo Road, Kupang City","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"9 5","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-03-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140251132","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-12DOI: 10.25105/livas.v8i2.19502
Venezia Novalira, Budi Hartanto, Susilo
The increased chance of traffic accidents due to the increasing phenomenon of motor vehicle ownership due to increased sales figures. Most schools in the city of Central Jakarta are located in Kemayoran sub-district with many located on the roadside. Efforts to maintain safety are stated in the Regulation of the Director General of Land Transportation in the School Safe Zone or ZoSS guidelines. The study was conducted using an effectiveness survey with a characteristic classification method during entrance and after-school hours at SDN Utan Panjang 01 Pagi, SDN Sumur Batu 08 Pagi, and SDN Sumur Batu 01 Pagi. The research aims to determine the completeness of road equipment facilities, the effectiveness of ZoSS, and alternative solutions to maximize the ZoSS. The results show that among the three schools, the effectiveness of ZoSS SDN Utan Panjang 01 Pagi "Effective" with the most complete road equipment facilities including markings and signs, the effectiveness of ZoSS SDN Sumur Batu 08 Pagi "Effective" with road equipment facilities only signs, and the effectiveness of ZoSS SDN Sumur Batu 01 Pagi "Quite Effective" in the absence of road equipment facilities. Keywords : school safety zone, elementary school, speed, behavioral characteristics.
由于汽车销售量的增加，机动车保有量也随之增加，交通事故的发生几率也随之增加。雅加达市中心的大多数学校都位于 Kemayoran 分区，许多学校都位于路边。学校安全区陆路交通局局长条例》或 ZoSS 准则规定了维护安全的措施。本研究在乌坦班让 01 巴吉 SDN、苏木尔巴图 08 巴吉 SDN 和苏木尔巴图 01 巴吉 SDN 的入学和放学时段，采用特征分类法进行了有效性调查。研究旨在确定道路设备设施的完备性、ZoSS 的有效性以及最大限度提高 ZoSS 的替代解决方案。结果表明，在三所学校中，包括标线和标志在内的道路设备设施最齐全的 SDN Utan Panjang 01 Pagi 的 ZoSS 效果为 "有效"，道路设备设施只有标志的 SDN Sumur Batu 08 Pagi 的 ZoSS 效果为 "有效"，而没有道路设备设施的 SDN Sumur Batu 01 Pagi 的 ZoSS 效果为 "相当有效"。
{"title":"EFFECTIVENESS EVALUATION OF IMPLEMENTING “SCHOOL SAFETY ZONES” IN KEMAYORAN SUB-DISTRICT ELEMENTARY SCHOOLS","authors":"Venezia Novalira, Budi Hartanto, Susilo","doi":"10.25105/livas.v8i2.19502","DOIUrl":"https://doi.org/10.25105/livas.v8i2.19502","url":null,"abstract":"The increased chance of traffic accidents due to the increasing phenomenon of motor vehicle ownership due to increased sales figures. Most schools in the city of Central Jakarta are located in Kemayoran sub-district with many located on the roadside. Efforts to maintain safety are stated in the Regulation of the Director General of Land Transportation in the School Safe Zone or ZoSS guidelines. The study was conducted using an effectiveness survey with a characteristic classification method during entrance and after-school hours at SDN Utan Panjang 01 Pagi, SDN Sumur Batu 08 Pagi, and SDN Sumur Batu 01 Pagi. The research aims to determine the completeness of road equipment facilities, the effectiveness of ZoSS, and alternative solutions to maximize the ZoSS. The results show that among the three schools, the effectiveness of ZoSS SDN Utan Panjang 01 Pagi \"Effective\" with the most complete road equipment facilities including markings and signs, the effectiveness of ZoSS SDN Sumur Batu 08 Pagi \"Effective\" with road equipment facilities only signs, and the effectiveness of ZoSS SDN Sumur Batu 01 Pagi \"Quite Effective\" in the absence of road equipment facilities.\u0000Keywords : school safety zone, elementary school, speed, behavioral characteristics.","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"221 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-03-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140249420","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-12DOI: 10.25105/livas.v8i2.19481
Eric Michael Ronteltap, Luky Surachman
Pattimura International Airport in Ambon is located at Jl. Dr. Leimena, Laha, Tlk. Ambon District, Ambon City, Maluku 97236. In this study, the researchers used passenger movement data from Pattimura International Airport spanning for the years 2018 to 2022. Prior to 2018, the airport was undergoing a revitalization process. Given both these revitalization efforts and the impact of the Covid-19 pandemic, it has become imperative to conduct an analysis of the terminal's ability to manage the evolving patterns of passenger arrivals and departures. This requires an assessment of the landside aspect to determine the terminal's maximum capacity and to predict when it will reach that capacity. To measure the degree of saturation, the researchers used calculations based on the Standard Busiest Rate method, using the 40th peak hour in accordance with Federal Aviation Administration (FAA) standards. Keywords : Pattimura International Airport Ambon, ; 40th Peak ; FAA method;Peak Hour.
安汶的帕蒂穆拉国际机场（Pattimura International Airport）位于马鲁古省安汶市安汶区拉哈（Laha）的莱梅纳博士街（Jl. Dr. Leimena, Laha, Tlk.Jl. Dr. Leimena, Laha, Tlk.在这项研究中，研究人员使用了 Pattimura 国际机场 2018 年至 2022 年的旅客流动数据。2018 年之前，该机场正处于振兴过程中。鉴于这些振兴工作和 Covid-19 大流行病的影响，对航站楼管理不断变化的旅客到达和离开模式的能力进行分析已成为当务之急。这就需要对陆侧进行评估，以确定航站楼的最大容量，并预测何时达到该容量。为了衡量饱和程度，研究人员采用了基于标准最繁忙率方法的计算方法，按照美国联邦航空管理局（FAA）的标准，使用第 40 个高峰小时进行计算：安汶巴迪穆拉国际机场；第 40 个高峰；FAA 方法；高峰小时。
{"title":"ANALYSIS OF PASSENGER TERMINAL AREA AT PATTIMURA INTERNATIONAL AIRPORT AMBON","authors":"Eric Michael Ronteltap, Luky Surachman","doi":"10.25105/livas.v8i2.19481","DOIUrl":"https://doi.org/10.25105/livas.v8i2.19481","url":null,"abstract":"Pattimura International Airport in Ambon is located at Jl. Dr. Leimena, Laha, Tlk. Ambon District, Ambon City, Maluku 97236. In this study, the researchers used passenger movement data from Pattimura International Airport spanning for the years 2018 to 2022. Prior to 2018, the airport was undergoing a revitalization process. Given both these revitalization efforts and the impact of the Covid-19 pandemic, it has become imperative to conduct an analysis of the terminal's ability to manage the evolving patterns of passenger arrivals and departures. This requires an assessment of the landside aspect to determine the terminal's maximum capacity and to predict when it will reach that capacity. To measure the degree of saturation, the researchers used calculations based on the Standard Busiest Rate method, using the 40th peak hour in accordance with Federal Aviation Administration (FAA) standards.\u0000Keywords : Pattimura International Airport Ambon, ; 40th Peak ; FAA method;Peak Hour.","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"228 1","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-03-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140249829","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-03-12DOI: 10.25105/livas.v8i2.19483
Muhammad Yusuf, Fahmy Hermawan
Bridges are an important element of infrastructure facilities to support the economy and sustainable development. The design of bridge structures often develops over time, as well as the development of criteria as well as applied sciences that are developed and sustainable with the rules that have been listed. The truss type bridge structure is one type of bridge that is often used in Indonesia. Based on Binamarga standards, the bridge is planned with a design life of 50 years, the 50 years of this course will be followed by an orderly and good maintenance. The 50-year period is used as a standard taking into account the existence of material innovations used to the loads that will affect the bridge. Software development certainly supports the design at the beginning of the bridge project construction, in this case the bridge project uses SAP90 and STAAD-Pro as software to support this bridge design. Until now, of course, the software used is very diverse, one of which is ETABS, which is used in the design of a construction project. The existence of a thorough structural analysis with load analysis to connection analysis is the stage in the analysis for the condition of the bridge to the load with several reduction factors to load values that have different requirements. With a thorough design with 2D analysis along with ETABS software, based on the latest SNI 1725-2016 rules regarding the loading of bridges, a higher steel weight ratio is obtained when compared to the initial design, but this can be overcome by monitoring maintenance to the extent that In particular, some intensive handling is required for the safety and function of the bridge.
{"title":"COMPARISON ANALYSIS OF EXISTING BRIDGE DESIGN BASED ON BMS 1992 AND SNI 1725-2016","authors":"Muhammad Yusuf, Fahmy Hermawan","doi":"10.25105/livas.v8i2.19483","DOIUrl":"https://doi.org/10.25105/livas.v8i2.19483","url":null,"abstract":"Bridges are an important element of infrastructure facilities to support the economy and sustainable development. The design of bridge structures often develops over time, as well as the development of criteria as well as applied sciences that are developed and sustainable with the rules that have been listed. The truss type bridge structure is one type of bridge that is often used in Indonesia. Based on Binamarga standards, the bridge is planned with a design life of 50 years, the 50 years of this course will be followed by an orderly and good maintenance. The 50-year period is used as a standard taking into account the existence of material innovations used to the loads that will affect the bridge. Software development certainly supports the design at the beginning of the bridge project construction, in this case the bridge project uses SAP90 and STAAD-Pro as software to support this bridge design. Until now, of course, the software used is very diverse, one of which is ETABS, which is used in the design of a construction project. The existence of a thorough structural analysis with load analysis to connection analysis is the stage in the analysis for the condition of the bridge to the load with several reduction factors to load values that have different requirements. With a thorough design with 2D analysis along with ETABS software, based on the latest SNI 1725-2016 rules regarding the loading of bridges, a higher steel weight ratio is obtained when compared to the initial design, but this can be overcome by monitoring maintenance to the extent that In particular, some intensive handling is required for the safety and function of the bridge.","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"10 4","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-03-12","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140248550","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-27DOI: 10.25105/livas.v8i1.19474
Tengku Alif, Rafli Mosyani, Lisa Oksri Nelfia, Agung Sumarno
Self-Compacting Concrete (SCC) is an innovation in concrete technology used in building elements with dense and complex reinforcement frameworks. SCC is characterized by its high fluidity and the ability to self-compact without the use of vibrators. Superplasticizer is one of the components applied in the production of SCC. The use of superplasticizer aims to reduce water consumption, accelerate the setting time, improve concrete workability, and also make the concrete impermeable. As time progresses, industrial waste continues to increase, highlighting the importance of recycling industrial waste. The purpose of this research is to investigate the influence of industrial waste as a substitute material for fine aggregates on the workability and compressive strength of SCC. This study is the result of a literature review obtained by examining various sources including books, proceedings, as well as international and national journals. The results of this literature study involve the use of industrial waste materials such as recycled glass, granite waste, nickel slag, and copper slag as substitutes for fine aggregates. The results of the workability and compressive strength of SCC are influenced by the characteristics of each industrial waste used. This indicates an improvement in the flowability (slump flow) with an increasing percentage of industrial waste, ranging from 0% to 60%, in the concrete composition. Compressive strength test results indicate that the optimal percentage of industrial waste addition in the concrete composition lies between 20% and 40%."
{"title":"REVIEW OF THE EFFECT OF INDUSTRIAL WASTE ON SELF COMPACTING CONCRETE","authors":"Tengku Alif, Rafli Mosyani, Lisa Oksri Nelfia, Agung Sumarno","doi":"10.25105/livas.v8i1.19474","DOIUrl":"https://doi.org/10.25105/livas.v8i1.19474","url":null,"abstract":"Self-Compacting Concrete (SCC) is an innovation in concrete technology used in building elements with dense and complex reinforcement frameworks. SCC is characterized by its high fluidity and the ability to self-compact without the use of vibrators. Superplasticizer is one of the components applied in the production of SCC. The use of superplasticizer aims to reduce water consumption, accelerate the setting time, improve concrete workability, and also make the concrete impermeable. \u0000As time progresses, industrial waste continues to increase, highlighting the importance of recycling industrial waste. The purpose of this research is to investigate the influence of industrial waste as a substitute material for fine aggregates on the workability and compressive strength of SCC. This study is the result of a literature review obtained by examining various sources including books, proceedings, as well as international and national journals. \u0000The results of this literature study involve the use of industrial waste materials such as recycled glass, granite waste, nickel slag, and copper slag as substitutes for fine aggregates. The results of the workability and compressive strength of SCC are influenced by the characteristics of each industrial waste used. This indicates an improvement in the flowability (slump flow) with an increasing percentage of industrial waste, ranging from 0% to 60%, in the concrete composition. \u0000Compressive strength test results indicate that the optimal percentage of industrial waste addition in the concrete composition lies between 20% and 40%.\"","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"54 8","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140425457","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-27DOI: 10.25105/livas.v8i1.19470
Junetha Syella Tandian, Suwandi Saputro
Special terminals are those that are located outside the Working Environment Area and the Interest Environment of the main business. Private companies with business licenses in Lampung Province want the construction of a special port or terminal. The efforts made are to analyze the planning of a special terminal wharf to serve the loading of commodity materials in the form of cement factory materials. A steel sheet pile is used as a structure on the Lampung Wharf. The purpose of this study is to determine the stability and optimality in the selection of sheet pile dimensions used by adjusting the soil conditions around the wharf. The analysis and modeling method using calculations of the Plaxis 8.2 software assistance will get the results of the analysis in the form of safety factor numbers and deformations. From the calculation and modeling of the Plaxis 8.2 software, the results of the deformation analysis are 1,29 mm and a safety factor of 1,7011. It can be concluded that the sheet pile and the selection of sheet pile dimensions used are considered safe. Keywords: port, wharf, sheet pile, Plaxis
{"title":"PLANNING ANALYSIS OF SHEET PILE WHARF WITH PLAXIS SOFTWARE AT SPECIAL TERMINAL LAMPUNG","authors":"Junetha Syella Tandian, Suwandi Saputro","doi":"10.25105/livas.v8i1.19470","DOIUrl":"https://doi.org/10.25105/livas.v8i1.19470","url":null,"abstract":"Special terminals are those that are located outside the Working Environment Area and the Interest Environment of the main business. Private companies with business licenses in Lampung Province want the construction of a special port or terminal. The efforts made are to analyze the planning of a special terminal wharf to serve the loading of commodity materials in the form of cement factory materials. A steel sheet pile is used as a structure on the Lampung Wharf. The purpose of this study is to determine the stability and optimality in the selection of sheet pile dimensions used by adjusting the soil conditions around the wharf. The analysis and modeling method using calculations of the Plaxis 8.2 software assistance will get the results of the analysis in the form of safety factor numbers and deformations. From the calculation and modeling of the Plaxis 8.2 software, the results of the deformation analysis are 1,29 mm and a safety factor of 1,7011. It can be concluded that the sheet pile and the selection of sheet pile dimensions used are considered safe.\u0000Keywords: port, wharf, sheet pile, Plaxis","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"21 5","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140425986","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-27DOI: 10.25105/livas.v8i1.18746
Muhammad Andi Arif, Moh. Azhar, Sempurna Bangun
There are two access bridges that have different functions, i.e., to cross the Ciliwung river as an access road from the RSCM Kencana building to RSCM Kirana, where there is access to the bridge that is specifically for car/motorcycle riders and a special bridge for pedestrians. However, the density of motorists and pedestrians can hinder traffic access. Thus, supporting infrastructure was built, namely a vehicle bridge and connecting pedestrians from the Kencana RSCM building to the Kirana RSCM building. The type of built bridge is a concrete slab steel frame bridge. This study aims to determine the values of the ultimate moment, shear, and axial forces that occur with the object viewed from the longitudinal and transverse girders whether they exceed the nominal profile value or not, and the deflections that occur on the behavior of the structure on the bridge based on SNI 1725:2016 loading with the aisstance of the MIDAS Civil 2019 software. The results of the calculation and capital analysis on the MIDAS Civil 2019 software, the values of the internal forces on the object under review do not exceed the nominal strength value of the profile. First, the girder extends against ultimate moment of ϕMn ≥ Mu = 3.762,080 kNm ≥ 528,869 kNm, against shear force ϕVn ≥ Vu = 1.095,444 kN ≥ 909,282 kN, against axial compressive force ϕPn ≥ Pu = 8.532,876 k N ≥ 3.115,265 kN, to the axial tensile force ϕPn ≥ Pu 7.726,842 kN ≥ 2.434,744 kN. Second, the transverse girder with respect to the ultimate moment of ϕMn ≥ Mu = 1.242,046 kNm ≥ 53,723 kNm, against the shear force ϕVn ≥ Vu=1.076,400 kN ≥ 81,513 kN, against the axial compressive force ϕPn ≥ Pu = 3.805,349 kN ≥ 255,812 kN .The deflection value that occurs at the ultimate state of the structural behavior of the bridge is 48.70 mm, this value is smaller than the allowable deflection of 55 mm, making the bridge structure is safe when it receives the ultimate load.
{"title":"ANALYSIS OF THE CAPACITY OF A WARREN TYPE STEEL FRAME BRIDGE USING MIDAS CIVIL 2019 SOFTWARE","authors":"Muhammad Andi Arif, Moh. Azhar, Sempurna Bangun","doi":"10.25105/livas.v8i1.18746","DOIUrl":"https://doi.org/10.25105/livas.v8i1.18746","url":null,"abstract":"There are two access bridges that have different functions, i.e., to cross the Ciliwung river as an access road from the RSCM Kencana building to RSCM Kirana, where there is access to the bridge that is specifically for car/motorcycle riders and a special bridge for pedestrians. However, the density of motorists and pedestrians can hinder traffic access. Thus, supporting infrastructure was built, namely a vehicle bridge and connecting pedestrians from the Kencana RSCM building to the Kirana RSCM building. The type of built bridge is a concrete slab steel frame bridge. This study aims to determine the values of the ultimate moment, shear, and axial forces that occur with the object viewed from the longitudinal and transverse girders whether they exceed the nominal profile value or not, and the deflections that occur on the behavior of the structure on the bridge based on SNI 1725:2016 loading with the aisstance of the MIDAS Civil 2019 software. The results of the calculation and capital analysis on the MIDAS Civil 2019 software, the values of the internal forces on the object under review do not exceed the nominal strength value of the profile. First, the girder extends against ultimate moment of ϕMn ≥ Mu = 3.762,080 kNm ≥ 528,869 kNm, against shear force ϕVn ≥ Vu = 1.095,444 kN ≥ 909,282 kN, against axial compressive force ϕPn ≥ Pu = 8.532,876 k N ≥ 3.115,265 kN, to the axial tensile force ϕPn ≥ Pu 7.726,842 kN ≥ 2.434,744 kN. Second, the transverse girder with respect to the ultimate moment of ϕMn ≥ Mu = 1.242,046 kNm ≥ 53,723 kNm, against the shear force ϕVn ≥ Vu=1.076,400 kN ≥ 81,513 kN, against the axial compressive force ϕPn ≥ Pu = 3.805,349 kN ≥ 255,812 kN .The deflection value that occurs at the ultimate state of the structural behavior of the bridge is 48.70 mm, this value is smaller than the allowable deflection of 55 mm, making the bridge structure is safe when it receives the ultimate load.","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"73 7","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140424271","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2024-02-27DOI: 10.25105/livas.v8i1.19472
Tubagus Arsalan, Raihan Alauddin, Ryan Faza Prasetyo
Sustainable construction is a way of implementing sustainable development of the construction industry and infrastructure through building a better quality of life, and minimizing the use of resources and energy in order to actualize The 2030 Agenda for Sustainable Development. The use of construction materials is one source of carbon dioxide emissions and material delivery is one of the stages in the construction material supply chain that has the potential to cause CO2 emissions, one of which is the use of formwork. Global warming is closely related to carbon footprint. The research was done by surveying the building construction project followed by data processing which aims to find out how much carbon emissions are generated by construction projects in the contracting process, delivery, formwork fabrication process, and the use of tower cranes and find out what factors contribute to the carbon footprint and what processes are most significant in producing carbon footprints. The results show that carbon emissions for 28 floors amounted to 84,815.1037 kg.CO2 and by doing 2 scenarios in which scenario 1 maximizes the carrying capacity of each delivery truck during the delivery process and delivery for all the needs of 1 tower is carried out during the GF floor and first floor work, the resulting carbon emission efficiency is 2289.0626 kg. CO2 and in scenario 2 where the delivery of multiplexes for the needs of only 1 floor, which makes delivery carried out for each floor and makes the delivery distance half the actual distance, the resulting carbon emission efficiency is 4628.7909 kg.CO2.
{"title":"IDENTIFYING THE CARBON FOOTPRINT OF FORMWORK MATERIAL DELIVERY IN BUILDING CONSTRUCTION PROJECTS","authors":"Tubagus Arsalan, Raihan Alauddin, Ryan Faza Prasetyo","doi":"10.25105/livas.v8i1.19472","DOIUrl":"https://doi.org/10.25105/livas.v8i1.19472","url":null,"abstract":"Sustainable construction is a way of implementing sustainable development of the construction industry and infrastructure through building a better quality of life, and minimizing the use of resources and energy in order to actualize The 2030 Agenda for Sustainable Development. The use of construction materials is one source of carbon dioxide emissions and material delivery is one of the stages in the construction material supply chain that has the potential to cause CO2 emissions, one of which is the use of formwork. Global warming is closely related to carbon footprint. The research was done by surveying the building construction project followed by data processing which aims to find out how much carbon emissions are generated by construction projects in the contracting process, delivery, formwork fabrication process, and the use of tower cranes and find out what factors contribute to the carbon footprint and what processes are most significant in producing carbon footprints. The results show that carbon emissions for 28 floors amounted to 84,815.1037 kg.CO2 and by doing 2 scenarios in which scenario 1 maximizes the carrying capacity of each delivery truck during the delivery process and delivery for all the needs of 1 tower is carried out during the GF floor and first floor work, the resulting carbon emission efficiency is 2289.0626 kg. CO2 and in scenario 2 where the delivery of multiplexes for the needs of only 1 floor, which makes delivery carried out for each floor and makes the delivery distance half the actual distance, the resulting carbon emission efficiency is 4628.7909 kg.CO2.","PeriodicalId":133023,"journal":{"name":"International Journal on Livable Space","volume":"27 2","pages":""},"PeriodicalIF":0.0,"publicationDate":"2024-02-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"140427187","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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