Pub Date : 2023-09-08DOI: 10.22487/renstra.v4i2.569
N. Nirmalawati, D.N. Nugroho
The implementation of Occupational Health and Safety in construction work needs to be considered so that accidents do not occur. Likewise, the survey project for roads, slopes and bridges during the new normal period of the Covid-19 pandemic needs to be reviewed, because there are deficiencies caused by various factors. Therefore, research was carried out to find out the factors that influence the implementation of Occupational Health and Safety during a pandemic and minimize the risk of accidents. This is a quantitative descriptive study, with a population of 94 respondents. Primary data is done by filling out a questionnaire and using photographs, while secondary data is the required project data. Data analysis uses descriptive statistics and Relative Rank Index. The results of the study of the five main factors that influence the implementation of OHS for road, slope and bridge survey projects are: (1) Human factors: work arrangements and the obligation to use PPE as well as strict supervision necessary to protect workers from the risk of accidents RRI value = 0.934; (2) Environmental factors: available first aid facilities RRI value = 0.930; (3) Equipment factor: working equipment used is always in good condition RRI value = 0.915; (4) Environmental factors: there is a room for resting and a kitchen along with drinking water for workers RRI value = 0.911; (5) Equipment factor: use of appropriate according to the type of work RRI value = 0.896. The results of photographic analysis in the field concluded that the implementation of Construction Health and Safety during the New Normal Period of the Central Sulawesi Covid-19 Pandemic was well implemented. But there are still some workers who still neglect personal safety when doing work by not using personal protective equipment on the grounds that they are not used to it.
{"title":"Tinjauan Penerapan Kesehatan dan Keselamatan Kerja Proyek Jalan, Lereng dan Jembatan pada Masa New Normal Pandemi Covid-19 di Sulawesi Tengah","authors":"N. Nirmalawati, D.N. Nugroho","doi":"10.22487/renstra.v4i2.569","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.569","url":null,"abstract":"The implementation of Occupational Health and Safety in construction work needs to be considered so that accidents do not occur. Likewise, the survey project for roads, slopes and bridges during the new normal period of the Covid-19 pandemic needs to be reviewed, because there are deficiencies caused by various factors. Therefore, research was carried out to find out the factors that influence the implementation of Occupational Health and Safety during a pandemic and minimize the risk of accidents. This is a quantitative descriptive study, with a population of 94 respondents. Primary data is done by filling out a questionnaire and using photographs, while secondary data is the required project data. Data analysis uses descriptive statistics and Relative Rank Index. The results of the study of the five main factors that influence the implementation of OHS for road, slope and bridge survey projects are: (1) Human factors: work arrangements and the obligation to use PPE as well as strict supervision necessary to protect workers from the risk of accidents RRI value = 0.934; (2) Environmental factors: available first aid facilities RRI value = 0.930; (3) Equipment factor: working equipment used is always in good condition RRI value = 0.915; (4) Environmental factors: there is a room for resting and a kitchen along with drinking water for workers RRI value = 0.911; (5) Equipment factor: use of appropriate according to the type of work RRI value = 0.896. The results of photographic analysis in the field concluded that the implementation of Construction Health and Safety during the New Normal Period of the Central Sulawesi Covid-19 Pandemic was well implemented. But there are still some workers who still neglect personal safety when doing work by not using personal protective equipment on the grounds that they are not used to it.","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136363566","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 : 2023-09-08DOI: 10.22487/renstra.v4i2.568
A. Asnudin, J. Josua
Human resources are one of the most important factors in determining the success of a project. Measurement of human resources is expressed in numerical values measured by workers based on influencing variables. The purpose of this study was to determine what factors influence the characteristics of workers on the work performance of a construction project. The method used in this study is a quantitative descriptive method by distributing questionnaires directly with the contents in accordance with the expected research, then the questionnaires are distributed in the field (Fence Rehabilitation Work at the Central Sulawesi BPS Office and Building Construction Work for the Meteorology, Climatology, and Geophysics Office Classroom). I) with a total o f 30 respondents. After obtaining data from the field with the help of questionnaires, then data processing is carried out which includes reliability tests, descriptive analysis, and Relative Rank Index (RRI) analysis. The results of the study indicate that the main factors that greatly affect the work performance of construction workers in the implementation of construction projects in Palu are the discipline factor with a 50% value presentation, the motivation factor with a 30% presentation and 20% productivity.
{"title":"Tinjauan Faktor-Faktor yang Mempengaruhi Karakteristik Tukang Terhadap Prestasi Kerja (Studi Kasus Proyek Area Kota Palu)","authors":"A. Asnudin, J. Josua","doi":"10.22487/renstra.v4i2.568","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.568","url":null,"abstract":"Human resources are one of the most important factors in determining the success of a project. Measurement of human resources is expressed in numerical values measured by workers based on influencing variables. The purpose of this study was to determine what factors influence the characteristics of workers on the work performance of a construction project. The method used in this study is a quantitative descriptive method by distributing questionnaires directly with the contents in accordance with the expected research, then the questionnaires are distributed in the field (Fence Rehabilitation Work at the Central Sulawesi BPS Office and Building Construction Work for the Meteorology, Climatology, and Geophysics Office Classroom). I) with a total o f 30 respondents. After obtaining data from the field with the help of questionnaires, then data processing is carried out which includes reliability tests, descriptive analysis, and Relative Rank Index (RRI) analysis. The results of the study indicate that the main factors that greatly affect the work performance of construction workers in the implementation of construction projects in Palu are the discipline factor with a 50% value presentation, the motivation factor with a 30% presentation and 20% productivity.","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"88 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-08","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136363567","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 : 2023-09-04DOI: 10.22487/renstra.v4i2.587
R. Wijaya, E. Edowinsyah
The basis and main component of any building construction is primarily concrete. With the rapid growth of global construction, the demand for concrete is increasing and consequently the demand for cement as the main component in making concrete is also increasing. This is the single most important factor for using inorganic binders to obtain eco-friendly concrete. Nowadays, inorganic binders such as geopolymers or alumina-silicate polymers are used in many advances of eco-friendly concrete. Geopolymer mortar is one that uses natural components and minerals as binders and has a high concentration of alumina and silica oxide. This study aims to determine how the ratio of precursor (clay) fine aggregate affects the characteristics of geopolymer mortar. The research method used is the Experimental method, alkaline activator with a ratio of 1:1 in NaOH and Na2SiO3 and using 16 M molarity NaOH. Using precursor and fine aggregate in the ratio of 1:0.2; 1:0.4; 1:0.6; 1:0.8; 1:1; 1:1.2; 1:1.4; 1:1.6; 1:1.8 and 1:2. At the age of 3, 14, and 28 days, compressive strength tests were conducted on all specimens. Based on the results of the research, the compressive strength of clay geopolymer mortar has a maximum compressive strength of 8.53 MPa after 28 days of treatment with code M6 at a precursor and fine aggregate ratio of 1: 1.2. The results showed that after passing the maximum compressive strength ratio in code M6 the ratio decreased due to more fine aggregate than the binder (alkali activator).
{"title":"Pengaruh Rasio Prekursor Agregat Halus Terhadap Karakteristik Mortar Geopolimer Tanah Liat","authors":"R. Wijaya, E. Edowinsyah","doi":"10.22487/renstra.v4i2.587","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.587","url":null,"abstract":"The basis and main component of any building construction is primarily concrete. With the rapid growth of global construction, the demand for concrete is increasing and consequently the demand for cement as the main component in making concrete is also increasing. This is the single most important factor for using inorganic binders to obtain eco-friendly concrete. Nowadays, inorganic binders such as geopolymers or alumina-silicate polymers are used in many advances of eco-friendly concrete. Geopolymer mortar is one that uses natural components and minerals as binders and has a high concentration of alumina and silica oxide. This study aims to determine how the ratio of precursor (clay) fine aggregate affects the characteristics of geopolymer mortar. The research method used is the Experimental method, alkaline activator with a ratio of 1:1 in NaOH and Na2SiO3 and using 16 M molarity NaOH. Using precursor and fine aggregate in the ratio of 1:0.2; 1:0.4; 1:0.6; 1:0.8; 1:1; 1:1.2; 1:1.4; 1:1.6; 1:1.8 and 1:2. At the age of 3, 14, and 28 days, compressive strength tests were conducted on all specimens. Based on the results of the research, the compressive strength of clay geopolymer mortar has a maximum compressive strength of 8.53 MPa after 28 days of treatment with code M6 at a precursor and fine aggregate ratio of 1: 1.2. The results showed that after passing the maximum compressive strength ratio in code M6 the ratio decreased due to more fine aggregate than the binder (alkali activator).","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"21 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135452640","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 : 2023-09-02DOI: 10.22487/renstra.v4i2.614
A. Rahayu, W.A. Prakoso, I.A Sadisun
The 30 m top layer of soil as the medium of propagation of the earthquake wave is the closest to the structure of the building, and could have different effects depending on the type of soil and topography. The Indonesian earthquake code for building and non building structures known as SNI 1726-2012 using the directly measured VS30 as the primary parameter to identify the stiffness effect of sediment. The VS30 can be measured using non invasive methods, such as multi-channel analysis of surface waves (MASW). Direct, invasive measurements of VS30 around Indonesia would be difficult to implement due to the vastness of the country and the high cost nature of the testing. To provide an alternative to the direct measurement, VS30 estimation models have been developed. VS30 estimates using topography in the form of slopes are commonly used in North America, while geomorphological units are used in Japan. This research was carried out by correlating VS30 direct measurements with topographical, geomorphological and geological attributes. The VS30 obtained from series of MASW tests, the topographic slope and elevation from the Shuttle Radar Topography Mission (SRTM) 30 arcsec data, the geomorphology units data which are Structural, Karst, Vulkanik, Fluvial and Marine from landsystem map and the geologic age data from Geological Survey Centre (PSG). Data were analyzed by linear regression and spatial analysis. VS30 estimation modeling produces models with four variables, namely elevation, slope, geomorphological unit and geological age in the regions of Palu. Four proxy based estimates provide values that are slightly higher or lower but in a range not so far from direct measurements. The results of data processing analysis shows that local conditions greatly affect VS30 estimates in Palu. The VS30 estimation model in the form of a logarithmic equation is as follows, Log VS30 = -3.925 + 0.062 log(s) + 0.069 log(Ev) + 0.665 log(G) + 1.824 log(A) gives a slightly higher or lower value but in a range not far from direct measurement. This VS30 estimation model is suitable for soil classification on a regional scale and can be adopted for microzonation maps or real-time shake map.
{"title":"Pemodelan Estimasi Kecepatan Rambat Gelombang Geser Tanah (VS30) Berbasis Topografi, Geomorfologi dan Geologi","authors":"A. Rahayu, W.A. Prakoso, I.A Sadisun","doi":"10.22487/renstra.v4i2.614","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.614","url":null,"abstract":"The 30 m top layer of soil as the medium of propagation of the earthquake wave is the closest to the structure of the building, and could have different effects depending on the type of soil and topography. The Indonesian earthquake code for building and non building structures known as SNI 1726-2012 using the directly measured VS30 as the primary parameter to identify the stiffness effect of sediment. The VS30 can be measured using non invasive methods, such as multi-channel analysis of surface waves (MASW). Direct, invasive measurements of VS30 around Indonesia would be difficult to implement due to the vastness of the country and the high cost nature of the testing. To provide an alternative to the direct measurement, VS30 estimation models have been developed. VS30 estimates using topography in the form of slopes are commonly used in North America, while geomorphological units are used in Japan. This research was carried out by correlating VS30 direct measurements with topographical, geomorphological and geological attributes. The VS30 obtained from series of MASW tests, the topographic slope and elevation from the Shuttle Radar Topography Mission (SRTM) 30 arcsec data, the geomorphology units data which are Structural, Karst, Vulkanik, Fluvial and Marine from landsystem map and the geologic age data from Geological Survey Centre (PSG). Data were analyzed by linear regression and spatial analysis. VS30 estimation modeling produces models with four variables, namely elevation, slope, geomorphological unit and geological age in the regions of Palu. Four proxy based estimates provide values that are slightly higher or lower but in a range not so far from direct measurements. The results of data processing analysis shows that local conditions greatly affect VS30 estimates in Palu. The VS30 estimation model in the form of a logarithmic equation is as follows, Log VS30 = -3.925 + 0.062 log(s) + 0.069 log(Ev) + 0.665 log(G) + 1.824 log(A) gives a slightly higher or lower value but in a range not far from direct measurement. This VS30 estimation model is suitable for soil classification on a regional scale and can be adopted for microzonation maps or real-time shake map.","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134968535","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 : 2023-09-02DOI: 10.22487/renstra.v4i2.550
M. Sutrisno, M. Mashuri, I. Mashuri, A. Natalin
Street of Karanja Lembah is a provincial road linking Palu City and Sigi Regency. After a visual survey, the road has suffered a lot of damage, especially on its surface. The purpose of this study was to determine the pavement condition values based on the Pavement Condition Index (PCI) method and the Present Serviceability Index (PSI) method, as well as to determine the type of road handling based on the PCI and PSI values obtained on these roads. The PCI method is carried out directly by dividing the road into several segments called segment units, then recording the type of damage, the dimensions of the damage, and the severity of the damage for each type of damage. In research using the PSI method, the PSI value was calculated using IRI (International Roughness Index) data obtained from the Highways Service of Central Sulawesi Province. From the results of the analysis, it was obtained that the average PCI value for Jalan Karaja Lembah was 79.95% with a "very good" pavement condition, while the average PSI value for Jalan Karaja Lembah was 2.13% with a pavement condition "moderate". For the right type of handling for the PSI and PCI methods, namely the type of periodic maintenance.
{"title":"Penggunaan Metode Pavement Condition Index (PCI) dan Present Serviceability Index (PSI) dalam Penilaian Kerusakan Jalan di Kota Palu (Studi Kasus : Jalan Karanja Lembah, Kota Palu)","authors":"M. Sutrisno, M. Mashuri, I. Mashuri, A. Natalin","doi":"10.22487/renstra.v4i2.550","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.550","url":null,"abstract":"Street of Karanja Lembah is a provincial road linking Palu City and Sigi Regency. After a visual survey, the road has suffered a lot of damage, especially on its surface. The purpose of this study was to determine the pavement condition values based on the Pavement Condition Index (PCI) method and the Present Serviceability Index (PSI) method, as well as to determine the type of road handling based on the PCI and PSI values obtained on these roads. The PCI method is carried out directly by dividing the road into several segments called segment units, then recording the type of damage, the dimensions of the damage, and the severity of the damage for each type of damage. In research using the PSI method, the PSI value was calculated using IRI (International Roughness Index) data obtained from the Highways Service of Central Sulawesi Province. From the results of the analysis, it was obtained that the average PCI value for Jalan Karaja Lembah was 79.95% with a \"very good\" pavement condition, while the average PSI value for Jalan Karaja Lembah was 2.13% with a pavement condition \"moderate\". For the right type of handling for the PSI and PCI methods, namely the type of periodic maintenance.","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"128 6 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134968533","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 : 2023-09-02DOI: 10.22487/renstra.v4i2.561
D.L. Pamuttu, J. Paresa, E. Yufri
Merauke City, as a city in a growth and development period, cannot be separated from various problems. The provision of inadequate city facilities and infrastructure is one of the factors in the situation, drainage, for example. Generally, drainage handling in Merauke City is not comprehensive, so it has yet to handle the problem of inundation or flooding entirely. In residential areas around Estuary 3, puddles or floods are often found whenever rain is high enough intensity. Given that the city of Merauke, including in a flat area or the absence of elevation differences, makes one of the causes of waterlogging or flooding. This study aims to determine the capacity of estuary drainage channels in 3 Merauke Regency to accommodate or drain planned flood discharge. The research method used in this study is the rational method. This study uses two analyses, namely hydrological analysis and hydraulics analysis, where hydrological analysis a carried out to determine planned flood discharge by calculating daily rainfall using probability distribution and hydraulics analysis to determine channel capacity discharge by calculating cross-sectional dimensions. Based on the results of the study shows that segment 1 to segment 10 has different capacity discharge (Qs) and flood discharge (Qr). Segment 1 is one of the channel segments capable of accommodating or draining planned flood discharge with a capacity discharge of 5.51"m" ^"3" "/sec" and flood discharge of 2.07 "m" ^"3" "/sec" (Qs>Qr). In segment 7, which is the segment with the minor channel discharge, namely channel capacity discharge (Qs) of 0.004 "m" ^"3" "/sec" and plan flood discharge (Qr) of 0.78"m" ^"3" "/sec" then, the channel is unable to accommodate or drain plan flood discharge (Qr > Qs). And for other segments, the track cannot adjust or drain the planned flood discharge (Qs
{"title":"Analisis Kapasitas Saluran Drainase pada Wilayah Padat Penduduk dengan Menggunakan Rational Modification Method","authors":"D.L. Pamuttu, J. Paresa, E. Yufri","doi":"10.22487/renstra.v4i2.561","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.561","url":null,"abstract":"Merauke City, as a city in a growth and development period, cannot be separated from various problems. The provision of inadequate city facilities and infrastructure is one of the factors in the situation, drainage, for example. Generally, drainage handling in Merauke City is not comprehensive, so it has yet to handle the problem of inundation or flooding entirely. In residential areas around Estuary 3, puddles or floods are often found whenever rain is high enough intensity. Given that the city of Merauke, including in a flat area or the absence of elevation differences, makes one of the causes of waterlogging or flooding. This study aims to determine the capacity of estuary drainage channels in 3 Merauke Regency to accommodate or drain planned flood discharge. The research method used in this study is the rational method. This study uses two analyses, namely hydrological analysis and hydraulics analysis, where hydrological analysis a carried out to determine planned flood discharge by calculating daily rainfall using probability distribution and hydraulics analysis to determine channel capacity discharge by calculating cross-sectional dimensions. Based on the results of the study shows that segment 1 to segment 10 has different capacity discharge (Qs) and flood discharge (Qr). Segment 1 is one of the channel segments capable of accommodating or draining planned flood discharge with a capacity discharge of 5.51\"m\" ^\"3\" \"/sec\" and flood discharge of 2.07 \"m\" ^\"3\" \"/sec\" (Qs>Qr). In segment 7, which is the segment with the minor channel discharge, namely channel capacity discharge (Qs) of 0.004 \"m\" ^\"3\" \"/sec\" and plan flood discharge (Qr) of 0.78\"m\" ^\"3\" \"/sec\" then, the channel is unable to accommodate or drain plan flood discharge (Qr > Qs). And for other segments, the track cannot adjust or drain the planned flood discharge (Qs<Qr) with a capacity discharge between 0.003-0.05 \"m\" ^\"3\" \"/sec\" with a deliberate flood discharge of 0.21-1.19 \"m\" ^\"3\" \"/sec\" .","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-02","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134968532","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 : 2023-09-01DOI: 10.22487/renstra.v4i2.574
N.N. Kencanawati, S. Rawiana, A. Rofaida, N.A. Febriyanti
One of the main constituents of concrete is fine aggregate or sand. As a filler, the characteristics of sand affect the properties of both fresh and hardened concrete. The aim of this research is to identify the characteristics of various types of sand and to correlate them with the properties of the concrete. The type of sand used in the experiment is common type of sand used in construction; for instance, silt sand, river sand, and beach sand, as well as recycled sand from concrete waste. The examination on physical characteristics includes visualization with a digital microscope, specific gravity, water absorption, fine modulus, and impurities content. This characteristic is compared with the value of slump, concrete unit weight, and concrete compressive strength. Quarry sand has denser particles and a fairly coarse texture, while recycled sand has the finest, hollowest, lightest particles and a lighter color than other sands. According to the properties of fresh concrete, silt sand produces the lowest slump value while recycled sand has the highest slump value. A positive correlation in the form of y = 1,55x + C is obtained from the relationship of the specific gravity of sand (x) to the compressive strength of concrete (y) and constants (C). the same correlation but in a negative relationship is obtained from the influence of water absorption characteristics
{"title":"Identifikasi Karakteristik Fisik Berbagai Jenis Agregat Halus dan Korelasinya pada Sifat Beton Segar dan Beton Padat","authors":"N.N. Kencanawati, S. Rawiana, A. Rofaida, N.A. Febriyanti","doi":"10.22487/renstra.v4i2.574","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.574","url":null,"abstract":"One of the main constituents of concrete is fine aggregate or sand. As a filler, the characteristics of sand affect the properties of both fresh and hardened concrete. The aim of this research is to identify the characteristics of various types of sand and to correlate them with the properties of the concrete. The type of sand used in the experiment is common type of sand used in construction; for instance, silt sand, river sand, and beach sand, as well as recycled sand from concrete waste. The examination on physical characteristics includes visualization with a digital microscope, specific gravity, water absorption, fine modulus, and impurities content. This characteristic is compared with the value of slump, concrete unit weight, and concrete compressive strength. Quarry sand has denser particles and a fairly coarse texture, while recycled sand has the finest, hollowest, lightest particles and a lighter color than other sands. According to the properties of fresh concrete, silt sand produces the lowest slump value while recycled sand has the highest slump value. A positive correlation in the form of y = 1,55x + C is obtained from the relationship of the specific gravity of sand (x) to the compressive strength of concrete (y) and constants (C). the same correlation but in a negative relationship is obtained from the influence of water absorption characteristics","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135393618","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 : 2023-09-01DOI: 10.22487/renstra.v4i2.560
D.S. Nababan, Z. Abidina, C. Utary
Yos Sudarso Road is a connecting road heavily traveled by heavy vehicles. The number of heavy vehicles that often pass through this road is one of the supporting factors for the damage to the road, in addition to the absence of maintenance and improvement carried out, resulting in a decrease in the level of serviceability of the road. This condition is the main objective of this research, namely to determine the design of increasing the thickness of the rigid pavement layer on Jalan Yos Sudarso Kumbe. The method used in this improvement is the American Association Of State Highway And Transporting official 1993. The research conducted on Yos Sudarso Kumbe road includes collecting CBR data using DCP tools, surveying traffic volume to find the LHR value, then observing how long the puddle of rainwater on the road surface will disappear to determine the drainage quality. From the results of the analysis and calculations carried out using the 1993 AASHTO method with 15% CBR, the thickness of the pavement layer is 135 mm (5.2 inches) because the thickness of the pavement layer does not meet the minimum standard of rigid pavement thickness with low traffic volume. The minimum standard of rigid pavement thickness with low traffic volume is 150 mm (6 inches), with D10 mm reinforcement and 30 cm spacing between support, D19 mm dowel, 45 cm length, 30 cm spacing between bars, and D16 mm tie bars, 70 cm length, 75 cm spacing between bars.
{"title":"Peningkatan Tebal Lapis Perkerasan Kaku pada Jalan Yos Sudarso Kumbe dengan Metode AASHTO","authors":"D.S. Nababan, Z. Abidina, C. Utary","doi":"10.22487/renstra.v4i2.560","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.560","url":null,"abstract":"Yos Sudarso Road is a connecting road heavily traveled by heavy vehicles. The number of heavy vehicles that often pass through this road is one of the supporting factors for the damage to the road, in addition to the absence of maintenance and improvement carried out, resulting in a decrease in the level of serviceability of the road. This condition is the main objective of this research, namely to determine the design of increasing the thickness of the rigid pavement layer on Jalan Yos Sudarso Kumbe. The method used in this improvement is the American Association Of State Highway And Transporting official 1993. The research conducted on Yos Sudarso Kumbe road includes collecting CBR data using DCP tools, surveying traffic volume to find the LHR value, then observing how long the puddle of rainwater on the road surface will disappear to determine the drainage quality. From the results of the analysis and calculations carried out using the 1993 AASHTO method with 15% CBR, the thickness of the pavement layer is 135 mm (5.2 inches) because the thickness of the pavement layer does not meet the minimum standard of rigid pavement thickness with low traffic volume. The minimum standard of rigid pavement thickness with low traffic volume is 150 mm (6 inches), with D10 mm reinforcement and 30 cm spacing between support, D19 mm dowel, 45 cm length, 30 cm spacing between bars, and D16 mm tie bars, 70 cm length, 75 cm spacing between bars.","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135393616","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 : 2023-09-01DOI: 10.22487/renstra.v4i2.583
Q. Ananta, S.B. Lesmana, T. Tahadjuddin, P. Harsanto
One of the rivers in Yogyakarta with sand as its riverbed material is the Winongo River, which has a high potential for riverbed degradation or agradation. Upstream and downstream of the groundsill construction, respectively, can experience degradation and agradation of sediment transport. In this research, the effectiveness of the MPM, Engelund Hansen, and Laursen Copeland equations on HEC-RAS 6.3.1 is examined in terms of determining the level of overall degradation and agradation of the Winongo River bed. The discharge data used in modeling is in the form of secondary data taken from the 2021 DPUPESDM using two discharge conditions, namely wet discharge (Feb-Mar) and dry discharge (August-Sept). There are 796 cross sections along the river's 41.3 kilometer length, 9 of which are groundsill structures. For all equations, d50 serves as the grain diameter. Based on the results of the simulation, the upstream groundsill frequently agradation while the downstream groundsill tends to degradation. The MPM and Engelund Hansen equations are closer to actual field survey than the Laursen Copeland equation, according to the simulation using the three equations. The nine groundsills on the Winongo River still have the potential to harm the river bank by collapsing the downstream portion of the structure because the condition of degradation in the downstream groundsill is more prevalent than aggradation in the upstream groundsill. Due to the average d50 grain size, it is more likely that models used to predict changes in river bed elevation may degrade
{"title":"Pengaruh Groundsill Pada Degradasi dan Agradasi Dasar Sungai Winongo (Studi Kasus Simulasi Dengan Sedimen D50)","authors":"Q. Ananta, S.B. Lesmana, T. Tahadjuddin, P. Harsanto","doi":"10.22487/renstra.v4i2.583","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.583","url":null,"abstract":"One of the rivers in Yogyakarta with sand as its riverbed material is the Winongo River, which has a high potential for riverbed degradation or agradation. Upstream and downstream of the groundsill construction, respectively, can experience degradation and agradation of sediment transport. In this research, the effectiveness of the MPM, Engelund Hansen, and Laursen Copeland equations on HEC-RAS 6.3.1 is examined in terms of determining the level of overall degradation and agradation of the Winongo River bed. The discharge data used in modeling is in the form of secondary data taken from the 2021 DPUPESDM using two discharge conditions, namely wet discharge (Feb-Mar) and dry discharge (August-Sept). There are 796 cross sections along the river's 41.3 kilometer length, 9 of which are groundsill structures. For all equations, d50 serves as the grain diameter. Based on the results of the simulation, the upstream groundsill frequently agradation while the downstream groundsill tends to degradation. The MPM and Engelund Hansen equations are closer to actual field survey than the Laursen Copeland equation, according to the simulation using the three equations. The nine groundsills on the Winongo River still have the potential to harm the river bank by collapsing the downstream portion of the structure because the condition of degradation in the downstream groundsill is more prevalent than aggradation in the upstream groundsill. Due to the average d50 grain size, it is more likely that models used to predict changes in river bed elevation may degrade","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135393615","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 : 2023-08-29DOI: 10.22487/renstra.v4i2.596
I.D.M.A. Karyawan, N.N. Kencanawati, H. Hariyadi, H. Hasyim, R. Rohani
Asphalt functions as an aggregate binder in the road pavement mixture. The rapid construction of roads causes the need for asphalt to increase, while its availability is limited. The government is promoting the use of natural asphalt (Asbuton) as an alternative to oil asphalt. However, asphalt performance from Asbuton is not good. Uneven asphalt content and Asbuton hardness are factors causing it to be less effective as a binder. It is necessary to improve performance by modifying the bitumen separated from Asbuton granules by the extraction process. The modifications were made using used oil and high-density polyethylene (HDPE) plastic waste. Samples were made for each variation of used oil and HDPE in two ways: a constant 5% used oil composition and a constant 2% HDPE. In the constant 5% oil variation, 0%, 2%, 4%, and 6% HDPE are used. Whereas at a constant 2% HDPE, 0%, 3%, 5%, and 7% used oil are used. The tests carried out were: 1) Moisture content and ash content of asphalt extracted from Asbuton, 2) Penetration of asphalt, 3) Ductility; 4) Loss of weight, 5) specific gravity, 6) softening point, and 7) flash and burn points. The performance of modified asphalt is known from the results of data analysis from the tests carried out. The results of the analysis showed that in the asphalt weight loss test, specific gravity, and softening point, pure Asbuton extraction asphalt and the results of the modification as a whole met the requirements. However, in the penetration test, only 3 variations met the requirements, namely: 5% and 7% used oil, and 2% and 6% HDPE. Whereas in the ductility test, flash point, and burning point, all variations and asphalt extraction of pure Asbuton did not meet the requirements. Low ductility, meaning that asphalt does not have good cohesive properties. The low flash point and burning point indicate that the asphalt is easy and fast to burn, which affects the mixing process. Thus, it is still necessary to optimize the composition of the modifier so that the requirements for ductility, flash point, and firing point are met.
{"title":"Karakteristik Aspal Buton Ekstraksi yang Dimodifikasi dengan Oli Bekas dan Plastik HDPE","authors":"I.D.M.A. Karyawan, N.N. Kencanawati, H. Hariyadi, H. Hasyim, R. Rohani","doi":"10.22487/renstra.v4i2.596","DOIUrl":"https://doi.org/10.22487/renstra.v4i2.596","url":null,"abstract":"Asphalt functions as an aggregate binder in the road pavement mixture. The rapid construction of roads causes the need for asphalt to increase, while its availability is limited. The government is promoting the use of natural asphalt (Asbuton) as an alternative to oil asphalt. However, asphalt performance from Asbuton is not good. Uneven asphalt content and Asbuton hardness are factors causing it to be less effective as a binder. It is necessary to improve performance by modifying the bitumen separated from Asbuton granules by the extraction process. The modifications were made using used oil and high-density polyethylene (HDPE) plastic waste. Samples were made for each variation of used oil and HDPE in two ways: a constant 5% used oil composition and a constant 2% HDPE. In the constant 5% oil variation, 0%, 2%, 4%, and 6% HDPE are used. Whereas at a constant 2% HDPE, 0%, 3%, 5%, and 7% used oil are used. The tests carried out were: 1) Moisture content and ash content of asphalt extracted from Asbuton, 2) Penetration of asphalt, 3) Ductility; 4) Loss of weight, 5) specific gravity, 6) softening point, and 7) flash and burn points. The performance of modified asphalt is known from the results of data analysis from the tests carried out. The results of the analysis showed that in the asphalt weight loss test, specific gravity, and softening point, pure Asbuton extraction asphalt and the results of the modification as a whole met the requirements. However, in the penetration test, only 3 variations met the requirements, namely: 5% and 7% used oil, and 2% and 6% HDPE. Whereas in the ductility test, flash point, and burning point, all variations and asphalt extraction of pure Asbuton did not meet the requirements. Low ductility, meaning that asphalt does not have good cohesive properties. The low flash point and burning point indicate that the asphalt is easy and fast to burn, which affects the mixing process. Thus, it is still necessary to optimize the composition of the modifier so that the requirements for ductility, flash point, and firing point are met.","PeriodicalId":500375,"journal":{"name":"REKONSTRUKSI TADULAKO","volume":"33 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2023-08-29","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"136284880","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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