Pub Date : 2023-08-27DOI: 10.26418/jts.v23i3.64313
Syahrudin Syahrudin, Stanley Michelim, Safarudin M Nuh
West Kalimantan has adequate and economically valuable rock reserves to be developed as a primary material for construction through rock-crushing activities using a rock crusher. Currently, in West Kalimantan, several mining companies produce rock, namely PT. Bukit Labu Mining and PT. Sulenco Wibawa Perkasa produces andesite, PT. Total Optima Prakarsa produces granodiorite, and PT Hasindo Mineral Persada produces granite. In general, production targets have not been achieved. This study aims to conduct technical and management studies on crushing plant productivity and the factors that cause the company's production target not to be achieved and to make efforts to increase productivity so that production targets can be met. Based on the research results, it is known that the factors causing the production target not to be achieved the technical aspects of the equipment and the management factors of the operational production management, which have not been optimal. Increasing the technical capability of the tool is carried out by increasing the amount of incoming feed by optimizing work compatibility between the dump truck and the crusher, reducing the material entering the crusher's size, increasing the crusher's setting, and increasing the workability of the tool.
西加里曼丹有足够的和具有经济价值的岩石储量，可以通过使用岩石破碎机进行岩石破碎活动来开发作为建筑的主要材料。目前，在西加里曼丹，有几家矿业公司生产岩石，即PT. Bukit Labu mining和PT. Sulenco Wibawa Perkasa生产安山岩，PT. Total Optima Prakarsa生产花岗闪长岩，PT. Hasindo Mineral Persada生产花岗岩。总的来说，生产目标没有实现。本研究的目的是对破碎厂的生产率和导致公司生产目标无法实现的因素进行技术和管理研究，努力提高生产率，使生产目标能够实现。根据研究结果可知，导致生产目标无法实现的因素有设备的技术方面和作业生产管理的管理方面，这些因素都没有达到最优。通过优化自卸车与破碎机之间的工作兼容性，减少进入破碎机的物料尺寸，增加破碎机的设置，增加工具的可加工性，从而增加进料量，从而提高工具的技术能力。
{"title":"TECHNICAL AND PRODUCTIVITY MANAGEMENT STUDY OF CRUSHING PLANT TO ACHIEVE THE TARGET OF SPLIT STONE PRODUCTION IN ROCK MINING COMPANIES IN WEST KALIMANTAN","authors":"Syahrudin Syahrudin, Stanley Michelim, Safarudin M Nuh","doi":"10.26418/jts.v23i3.64313","DOIUrl":"https://doi.org/10.26418/jts.v23i3.64313","url":null,"abstract":"West Kalimantan has adequate and economically valuable rock reserves to be developed as a primary material for construction through rock-crushing activities using a rock crusher. Currently, in West Kalimantan, several mining companies produce rock, namely PT. Bukit Labu Mining and PT. Sulenco Wibawa Perkasa produces andesite, PT. Total Optima Prakarsa produces granodiorite, and PT Hasindo Mineral Persada produces granite. In general, production targets have not been achieved. This study aims to conduct technical and management studies on crushing plant productivity and the factors that cause the company's production target not to be achieved and to make efforts to increase productivity so that production targets can be met. Based on the research results, it is known that the factors causing the production target not to be achieved the technical aspects of the equipment and the management factors of the operational production management, which have not been optimal. Increasing the technical capability of the tool is carried out by increasing the amount of incoming feed by optimizing work compatibility between the dump truck and the crusher, reducing the material entering the crusher's size, increasing the crusher's setting, and increasing the workability of the tool.","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83960245","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 : 2023-08-27DOI: 10.26418/jts.v23i3.68178
Fahrul Razi, S. Soeryamassoeka, Eko Yulianto
Singkawang City is a coastal and hilly city. Flooding incidents have caused considerable material damage, displacement of people, and loss of lives. Floods in Singkawang occur almost yearly. In general, the floods in Singkawang are caused by natural factors, exceptionally high rainfall. Considering the significant impact of floods on the development of Singkawang City, it is necessary to establish flood vulnerability zoning based on rainfall in the city.An analysis is conducted on parameters that influence flood incidents, including the slope of the land, elevation, soil type, land cover, and hydrological analysis of rainfall data to create a flood vulnerability zoning map in Singkawang City. Then, an overlay is performed on the four parameters that affect floods, resulting in a map showing the distribution of inundation due to the maximum planned flood discharge (Q) generated from the hydrological analysis based on rainfall.The flood vulnerability map analysis results based on 4 data parameters that affect flood events obtained that the flood-safe area in Singkawang City covers an area of 14863.97 ha (27.04%). In contrast, areas not prone to floods cover 24571.74 ha (44.70%). Areas vulnerable to floods cover 11476.22 ha (20.87%), and regions highly vulnerable to floods cover 3567.28 ha (6.49%). Based on the results of hydrological analysis based on rainfall, it is obtained that the area of Singkawang City mostly experiences inundation due to the maximum planned flood discharge occurring at a 2-year interval in the Small Semelagi River Zone (353.5 ha), at a 5-year gap in the Small Semelagi River Zone (327.4 hectares), at a 10-year gap in the Selakau River Zone (401.4 ha), at a 20-year interval in the Selakau River Zone (473.1 ha), at a 50-year interval in the Selakau River Zone (545.9 ha), and at a 100-year gap in the Selakau River Zone (617.7 ha).
{"title":"ZONING OF FLOOD PRONE AREAS IN SINGKAWANG CITY DUE TO RAINFALL","authors":"Fahrul Razi, S. Soeryamassoeka, Eko Yulianto","doi":"10.26418/jts.v23i3.68178","DOIUrl":"https://doi.org/10.26418/jts.v23i3.68178","url":null,"abstract":"Singkawang City is a coastal and hilly city. Flooding incidents have caused considerable material damage, displacement of people, and loss of lives. Floods in Singkawang occur almost yearly. In general, the floods in Singkawang are caused by natural factors, exceptionally high rainfall. Considering the significant impact of floods on the development of Singkawang City, it is necessary to establish flood vulnerability zoning based on rainfall in the city.An analysis is conducted on parameters that influence flood incidents, including the slope of the land, elevation, soil type, land cover, and hydrological analysis of rainfall data to create a flood vulnerability zoning map in Singkawang City. Then, an overlay is performed on the four parameters that affect floods, resulting in a map showing the distribution of inundation due to the maximum planned flood discharge (Q) generated from the hydrological analysis based on rainfall.The flood vulnerability map analysis results based on 4 data parameters that affect flood events obtained that the flood-safe area in Singkawang City covers an area of 14863.97 ha (27.04%). In contrast, areas not prone to floods cover 24571.74 ha (44.70%). Areas vulnerable to floods cover 11476.22 ha (20.87%), and regions highly vulnerable to floods cover 3567.28 ha (6.49%). Based on the results of hydrological analysis based on rainfall, it is obtained that the area of Singkawang City mostly experiences inundation due to the maximum planned flood discharge occurring at a 2-year interval in the Small Semelagi River Zone (353.5 ha), at a 5-year gap in the Small Semelagi River Zone (327.4 hectares), at a 10-year gap in the Selakau River Zone (401.4 ha), at a 20-year interval in the Selakau River Zone (473.1 ha), at a 50-year interval in the Selakau River Zone (545.9 ha), and at a 100-year gap in the Selakau River Zone (617.7 ha).","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"79157803","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 : 2023-08-27DOI: 10.26418/jts.v23i3.67972
Yoke Lestyowati, Henny Herawati, B. S. Panandita
Materials technology is an excellent opportunity to be developed industrially and on a needs scale according to the demands of society, namely supporting the environment, low maintenance, and long-term use. Using composite materials with reinforced polymers is a hot topic of discussion in civil engineering as new materials, strength/stiffness enhancers, or applications in building rehabilitation or renovation. Fiber Reinforced Polymer (FRP) is excellent as a new material because, in addition to being lightweight, corrosion resistant, and easy to work with, it also has high flexural strength, so it is a consideration to replace and or strengthen steel materials that are high in cost value. However, until now there has not been found the correct pattern or variant and volume of fibre so that it can be an alternative to the use of steel. The purpose of the study was to experimentally determine the flexural strength of Glass Fiber Reinforced Polymer (GFRP) hybrid beams either with steel reinforcement, with GFRP reinforcement, or with steel and GFRP combination reinforcement and different GFRP ratios (variants) through two-point load bending tests.The designed model is a development of a previous study that used one layer of 4 mm and produced a flexural strength smaller than the targeted flexural strength, so in this study, two layers of 8 mm were used. In addition, other experimental data that has been carried out from the literature is also used where the results of parametric studies provide evidence of the positive effect of hybrid steel and GFRP reinforcement ratios when obtaining GFRP models and volumes.The materials used to manufacture concrete beam test specimens 53x15x15 cm3 with quality of fc'35MPa have been tested according to SNI standards and meet both the minimum and maximum requirements specified. Based on the results of the material test, it is planned that the characteristic concrete quality fcr'=40.31 MPa, and based on the compressive strength test, the quality fcr'=41.68MPa is produced.The hybrid designed material with concrete or concrete and steel has been tensile tested with a maximum arcing load for the two layers = 8 mm variant; the tensile strength of the GFRP woven roving type with two layers 2 x 4 mm is 92.66 MPa. While plain steel reinforcement Diameter 8mm quality 280 MPa has a minimum tensile strength of 350 MPa (3.8 times the tensile strength of GFRP 8 mm).The results of testing and calculating the effect of GFRP as a substitute for steel reinforcement contributed to the flexural strength of concrete beams on average by 47.52%. In comparison, the contribution of flexural strength produced by concrete with steel reinforcement was 107.09%. The concrete variant of hybrid steel reinforcement and GFRP contributes to an increase in the average flexural strength of 117.02% > 4.8% compared to steel-reinforced concrete beams alone.
{"title":"EXPERIMENTAL FLEXURAL STRENGTH OF GLASS FIBER REINFORCED POLYMER (GFRP) HYBRID REINFORCED CONCRETE BEAMS","authors":"Yoke Lestyowati, Henny Herawati, B. S. Panandita","doi":"10.26418/jts.v23i3.67972","DOIUrl":"https://doi.org/10.26418/jts.v23i3.67972","url":null,"abstract":"Materials technology is an excellent opportunity to be developed industrially and on a needs scale according to the demands of society, namely supporting the environment, low maintenance, and long-term use. Using composite materials with reinforced polymers is a hot topic of discussion in civil engineering as new materials, strength/stiffness enhancers, or applications in building rehabilitation or renovation. Fiber Reinforced Polymer (FRP) is excellent as a new material because, in addition to being lightweight, corrosion resistant, and easy to work with, it also has high flexural strength, so it is a consideration to replace and or strengthen steel materials that are high in cost value. However, until now there has not been found the correct pattern or variant and volume of fibre so that it can be an alternative to the use of steel. The purpose of the study was to experimentally determine the flexural strength of Glass Fiber Reinforced Polymer (GFRP) hybrid beams either with steel reinforcement, with GFRP reinforcement, or with steel and GFRP combination reinforcement and different GFRP ratios (variants) through two-point load bending tests.The designed model is a development of a previous study that used one layer of 4 mm and produced a flexural strength smaller than the targeted flexural strength, so in this study, two layers of 8 mm were used. In addition, other experimental data that has been carried out from the literature is also used where the results of parametric studies provide evidence of the positive effect of hybrid steel and GFRP reinforcement ratios when obtaining GFRP models and volumes.The materials used to manufacture concrete beam test specimens 53x15x15 cm3 with quality of fc'35MPa have been tested according to SNI standards and meet both the minimum and maximum requirements specified. Based on the results of the material test, it is planned that the characteristic concrete quality fcr'=40.31 MPa, and based on the compressive strength test, the quality fcr'=41.68MPa is produced.The hybrid designed material with concrete or concrete and steel has been tensile tested with a maximum arcing load for the two layers = 8 mm variant; the tensile strength of the GFRP woven roving type with two layers 2 x 4 mm is 92.66 MPa. While plain steel reinforcement Diameter 8mm quality 280 MPa has a minimum tensile strength of 350 MPa (3.8 times the tensile strength of GFRP 8 mm).The results of testing and calculating the effect of GFRP as a substitute for steel reinforcement contributed to the flexural strength of concrete beams on average by 47.52%. In comparison, the contribution of flexural strength produced by concrete with steel reinforcement was 107.09%. The concrete variant of hybrid steel reinforcement and GFRP contributes to an increase in the average flexural strength of 117.02% > 4.8% compared to steel-reinforced concrete beams alone.","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"89215053","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 : 2023-08-26DOI: 10.5614/jts.2023.30.2.14
Yoga Bimo Aulia, Russ Bona Frazila, Arno Adi Kuntoro
Abstrak Dalam beberapa tahun terakhir, banjir telah menyebabkan gangguan pada sistem pengelolaan jalan dengan meningkatkan biaya rehabilitasi secara signifikan. Pada penelitian ini dilakukan analisis pengaruh banjir, lalu lintas dan riwayat penanganan terhadap deteriorasi kondisi perkerasan jalan dimasa akan datang. Analisis dilakukan pada semua ruas jalan nasional di provinsi Bengkulu. Berdasarkan MPT yang dihasilkan, kondisi kategori lalu lintas mempengaruhi tingkat penurunan maupun kenaikan kondisi perkerasan dimana lalu lintas tinggi memiliki tingkat penurunan kondisi perkerasan lebih tinggi daripada lalu lintas sedang maupun lalu lintas rendah. Kondisi antara segmen banjir dan tidak banjir juga berbeda dalam perubahan kondisi perkerasan dimana segmen banjir tingkat penurunan kondisi perkerasan lebih cepat dari segmen tidak banjir. Pada analisis perubahan kondisi perkerasan di masa akan datang, perbandingan jumlah keputusan penanganan yang diberikan pada Markov Chain probabilitas tertinggi dibandingkan dengan IRMS V.3 menunjukan hasil yang berbeda, dimana pada Markov Chain penurunan kondisi perkerasan baik IRI maupun PCI lebih cepat sehingga lebih sering dilakukan penanganan rehabilitasi daripada menggunakan IRMS V.3 yang penurunan kondisi jalan cendrung lebih lambat. Kata-kata Kunci: Banjir, deteriorasi, IRI, IRMS V.3, markov chain, PCI. Abstract In recent years, floods have disrupted the road management system by significantly increasing rehabilitation costs. In this study, an analysis of the flooding’s effect, traffic and maintenance history on the deterioration of pavement conditions in the future was carried out. The analysis was carried out on all national road sections in Bengkulu province. Based on the resulting MPT, traffic category conditions affect the level of decrease or increase in pavement conditions where high traffic has a higher rate of decline in pavement conditions than medium traffic and low traffic. The conditions between the flooded and non-flooded segments are also different in terms of changes in pavement conditions where the flooded segment has a faster rate of decline than the non-flooded segment. In the analysis of future deterioration of pavement conditions, a comparison of the number of treatment decisions given to Markov Chain has the highest probability compared to IRMS V.3 showing different results, where on Markov Chain the deterioration of pavement conditions, both IRI and PCI, is faster so that rehabilitation is carried out more frequently. rather than using IRMS V.3 which tends to decrease road conditions more slowly. Keywords: Deterioration, flooding, IRI, IRMS V.3, markov hain, PCI
近年来，洪水大大增加了康复成本，从而破坏了道路管理系统。本研究对未来道路安全状况的洪水影响、交通状况和处理历史进行了分析。分析是在班古鲁省的所有国家路线上进行的。根据MPT的结果，交通类别的条件会影响高交通状况的下降或上升，在这些情况下，高交通状况的下降比中等交通和低交通状况都要高。水灾段和水灾区之间的情况也不同，在不同的条件下，水灾率下降的速度比非水灾段快。在将来的路面条件变化分析,决定处理的数量比例相比,马尔科夫链概率最高IRMS V . 3显示不同的结果,在PCI马尔科夫链好羡慕和路面条件下降更快,以至于做康复治疗的次数比使用IRMS V . 3的道路状况,他们总是喜欢下降较慢。关键词:洪水、净化、嫉妒、IRMS V.3、马尔可夫链、PCI。近年来，洪水已使道路管理制度因剧烈增加的康复费用而遭到破坏。在这项研究中，对漂浮效应、交通和维护历史的分析被担心担心。分析被集中在班古鲁省的所有国家道路部门。基于MPT的再现，在高流量条件下的调色板或增加的调色板中，高度的调色板提供的调色板比中等流量和低流量高得多。浮动和非浮动段之间的调控在供应条件下的变化比非浮动段速度更快。《分析of future deterioration of人行道当家》条件,a不那么可怜的治疗给马尔科夫链有《1792年最高probability compared to IRMS) V。3显示不同的results,上哪儿马尔科夫链之deterioration人行道条件,都羡慕,更快,所以那是PCI和发布攻击性是carried out more frequently。而不是使用IRMS V.3，哪条路的处置更缓慢。致命，洪水，嫉妒，IRMS V.3，马尔可夫，PCI
{"title":"Analisis Program Preservasi Jalan Terdampak Banjir Menggunakan Model Markov Chain","authors":"Yoga Bimo Aulia, Russ Bona Frazila, Arno Adi Kuntoro","doi":"10.5614/jts.2023.30.2.14","DOIUrl":"https://doi.org/10.5614/jts.2023.30.2.14","url":null,"abstract":"Abstrak Dalam beberapa tahun terakhir, banjir telah menyebabkan gangguan pada sistem pengelolaan jalan dengan meningkatkan biaya rehabilitasi secara signifikan. Pada penelitian ini dilakukan analisis pengaruh banjir, lalu lintas dan riwayat penanganan terhadap deteriorasi kondisi perkerasan jalan dimasa akan datang. Analisis dilakukan pada semua ruas jalan nasional di provinsi Bengkulu. Berdasarkan MPT yang dihasilkan, kondisi kategori lalu lintas mempengaruhi tingkat penurunan maupun kenaikan kondisi perkerasan dimana lalu lintas tinggi memiliki tingkat penurunan kondisi perkerasan lebih tinggi daripada lalu lintas sedang maupun lalu lintas rendah. Kondisi antara segmen banjir dan tidak banjir juga berbeda dalam perubahan kondisi perkerasan dimana segmen banjir tingkat penurunan kondisi perkerasan lebih cepat dari segmen tidak banjir. Pada analisis perubahan kondisi perkerasan di masa akan datang, perbandingan jumlah keputusan penanganan yang diberikan pada Markov Chain probabilitas tertinggi dibandingkan dengan IRMS V.3 menunjukan hasil yang berbeda, dimana pada Markov Chain penurunan kondisi perkerasan baik IRI maupun PCI lebih cepat sehingga lebih sering dilakukan penanganan rehabilitasi daripada menggunakan IRMS V.3 yang penurunan kondisi jalan cendrung lebih lambat. Kata-kata Kunci: Banjir, deteriorasi, IRI, IRMS V.3, markov chain, PCI. Abstract In recent years, floods have disrupted the road management system by significantly increasing rehabilitation costs. In this study, an analysis of the flooding’s effect, traffic and maintenance history on the deterioration of pavement conditions in the future was carried out. The analysis was carried out on all national road sections in Bengkulu province. Based on the resulting MPT, traffic category conditions affect the level of decrease or increase in pavement conditions where high traffic has a higher rate of decline in pavement conditions than medium traffic and low traffic. The conditions between the flooded and non-flooded segments are also different in terms of changes in pavement conditions where the flooded segment has a faster rate of decline than the non-flooded segment. In the analysis of future deterioration of pavement conditions, a comparison of the number of treatment decisions given to Markov Chain has the highest probability compared to IRMS V.3 showing different results, where on Markov Chain the deterioration of pavement conditions, both IRI and PCI, is faster so that rehabilitation is carried out more frequently. rather than using IRMS V.3 which tends to decrease road conditions more slowly. Keywords: Deterioration, flooding, IRI, IRMS V.3, markov hain, PCI","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135236022","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}
Abstrak Penelitian ini bertujuan untuk menginvestigasi perilaku bangunan beton bertulang bertingkat tinggi yang memiliki ketidakberaturan bentuk arah vertikal dan horizontal terhadap beban seismik. Ketidakberaturan bentuk bangunan gedung bertingkat tinggi memiliki pengaruh dalam menahan beban gempa. Keterbatasan lahan serta pertimbangan efek eastetik menyebabkan seringkali bangunan bertingkat tinggi didesain tanpa mempertimbangkan ketidakberaturan bentuk. Penelitian ini menggunakan bangunan gedung 12 lantai yang didesain dengan dua tipe ketidakberaturan horizontal yaitu berbentuk T dan U. Masing-masing ketidakberaturan horizontal memiliki 5 variasi ketidakberaturan vertikal, sehingga total variasi pada penelitian ini terdiri dari 10 model. Struktur frame di analisis menggunakan software STERA 3D untuk analisis non-linier dinamik riwayat waktu. Tiga data gempa digunakan sebagai variasi beban seismik untuk masing-masing model yaitu data riwayat waktu gempa El-Centro, Kobe dan Parkfield. Perilaku seismik bangunan gedung yang diinvestigasi pada penelitian ini terdiri dari gaya geser, deformasi lateral, kekakuan bangunan, hubungan gaya geser dasar dengan deformasi, drift ratio dan percepatan maksimum. Hasil analisis numerik menunjukkan bahwa setiap model memiliki perilaku yang berbeda-beda ketika diberikan beban sesimik dan input kualitas material yang sama. Sehingga dapat disimpulkan bahwa ketidakberaturan bangunan arah horizontal dan vertikal sangat mempengaruhi perilaku sesimik bada bangunan gedung beton bertulang bertingkat tinggi. Kata-kata Kunci: Ketidakberaturan bangunan, beton bertulang, STERA 3D, perilaku seismik, riwayat waktu. Abstract The purpose of this study is to investigate the seismic behavior of high-rise reinforced concrete buildings with irregular shapes in the vertical and horizontal directions. The irregular shape of high-rise buildings has an effect on their ability to withstand earthquake loads. Due to limited area and aesthetic concerns, high-rise buildings are frequently designed without regard for irregular shapes. This study employs a 12-story structure with two different types of horizontal irregularities, namely T and U-shaped. Each horizontal irregularity has five vertical irregularity variations, for a total of ten models in this study. The frame structure was analyzed using the non-linear dynamics time history analysis software STERA 3D. Three earthquake data sets were used to generate seismic load variations for each model: the El-Centro, Kobe, and Parkfield earthquakes. The seismic behavior of the building investigated in this study included shear force, lateral deformation, stiffness of the structure, the relationship between base shear force and deformation, drift ratio, and maximum acceleration. The numerical analysis results indicate that each model behaves differently when subjected to the same seismic load and input material quality. Thus, the irregularity of the horizontal and vertical directions has a signifi
{"title":"Pengaruh Ketidakberaturan Bentuk Bangunan Beton Bertulang Bertingkat Tinggi Terhadap Perilaku Seismik","authors":"Hakas Prayuda, Firhan Mahreza Yunanto Putra, Bella Salsabila, Fadillawaty Saleh, Taufiq Ilham Maulana","doi":"10.5614/jts.2023.30.2.17","DOIUrl":"https://doi.org/10.5614/jts.2023.30.2.17","url":null,"abstract":"Abstrak Penelitian ini bertujuan untuk menginvestigasi perilaku bangunan beton bertulang bertingkat tinggi yang memiliki ketidakberaturan bentuk arah vertikal dan horizontal terhadap beban seismik. Ketidakberaturan bentuk bangunan gedung bertingkat tinggi memiliki pengaruh dalam menahan beban gempa. Keterbatasan lahan serta pertimbangan efek eastetik menyebabkan seringkali bangunan bertingkat tinggi didesain tanpa mempertimbangkan ketidakberaturan bentuk. Penelitian ini menggunakan bangunan gedung 12 lantai yang didesain dengan dua tipe ketidakberaturan horizontal yaitu berbentuk T dan U. Masing-masing ketidakberaturan horizontal memiliki 5 variasi ketidakberaturan vertikal, sehingga total variasi pada penelitian ini terdiri dari 10 model. Struktur frame di analisis menggunakan software STERA 3D untuk analisis non-linier dinamik riwayat waktu. Tiga data gempa digunakan sebagai variasi beban seismik untuk masing-masing model yaitu data riwayat waktu gempa El-Centro, Kobe dan Parkfield. Perilaku seismik bangunan gedung yang diinvestigasi pada penelitian ini terdiri dari gaya geser, deformasi lateral, kekakuan bangunan, hubungan gaya geser dasar dengan deformasi, drift ratio dan percepatan maksimum. Hasil analisis numerik menunjukkan bahwa setiap model memiliki perilaku yang berbeda-beda ketika diberikan beban sesimik dan input kualitas material yang sama. Sehingga dapat disimpulkan bahwa ketidakberaturan bangunan arah horizontal dan vertikal sangat mempengaruhi perilaku sesimik bada bangunan gedung beton bertulang bertingkat tinggi. Kata-kata Kunci: Ketidakberaturan bangunan, beton bertulang, STERA 3D, perilaku seismik, riwayat waktu. Abstract The purpose of this study is to investigate the seismic behavior of high-rise reinforced concrete buildings with irregular shapes in the vertical and horizontal directions. The irregular shape of high-rise buildings has an effect on their ability to withstand earthquake loads. Due to limited area and aesthetic concerns, high-rise buildings are frequently designed without regard for irregular shapes. This study employs a 12-story structure with two different types of horizontal irregularities, namely T and U-shaped. Each horizontal irregularity has five vertical irregularity variations, for a total of ten models in this study. The frame structure was analyzed using the non-linear dynamics time history analysis software STERA 3D. Three earthquake data sets were used to generate seismic load variations for each model: the El-Centro, Kobe, and Parkfield earthquakes. The seismic behavior of the building investigated in this study included shear force, lateral deformation, stiffness of the structure, the relationship between base shear force and deformation, drift ratio, and maximum acceleration. The numerical analysis results indicate that each model behaves differently when subjected to the same seismic load and input material quality. Thus, the irregularity of the horizontal and vertical directions has a signifi","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135236023","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}
Abstrak Jalan yang dibebani oleh lalu lintas kendaraan yang tinggi dan terus menerus dapat menyebabkan terjadinya kerusakan jalan baik secara fungsional maupun struktural. Ruas jalan Bypass Kota Pariaman merupakan ruas jalan nasional yang diperuntukan bagi kendaraan-kendaraan berat yang akan melintasi Kota Pariaman menuju ke arah Kota Padang dan sebaliknya ke arah Kabupaten Agam. Dalam beberapa tahun terakhir ruas jalan ini telah mengalami kerusakan yang cukup parah sehingga dapat mengganggu kenyamanan serta keamanan dalam berkendara. Prediksi umur sisa perkerasan jalan penting dilakukan untuk mengetahui apakah ruas jalan ini masih mampu menanggung beban lalu lintas atau tidak. Prediksi umur sisa dilakukan menggunakan metode AASHTO 1993 berdasarkan data lendutan jalan tahun 2020 yang di uji menggunakan alat FWD dengan analisis perhitungan Backcalculation untuk mendapatkan nilai CESAL pada saat kondisi failure. Hasil analisis menunjukan, jumlah repetisi beban yang masih mampu ditanggung oleh ruas jalan ini sebesar 2.337.881 ESAL ditahun 2023 dengan umur sisa = 0 tahun lagi. selanjutnya dilakukan analisis untuk mengetahui kondisi kerusakan tiap lapisan perkerasan menggunakan metode Horack dengan data lendutan sebagai parameter penilaian. Hasil analisis menunjukan rata-rata kondisi tiap lapis perkerasan jalan telah berada dalam kategori rusak berat dengan lapisan yang mengalami kerusakan paling parah yaitu di lapisan subbase. Kata-kata Kunci: AASHTO 1993, CESAL, FWD, horack, umur sisa perkerasan jalan, Abstract Roads loaded with high vehicle traffic can cause road damage both functionally and structurally. The Pariaman City Bypass Road is a national road section intended for heavy vehicles that will cross Pariaman City to Padang City and vice versa to Agam Regency. In recent years, this road has been damaged quite severely which can interfere with driving comfort and safety. Prediction of the remaining life is important to know whether the road section is still able to carry the traffic load or not. Prediction of remaining life is by using the 1993 AASHTO method based on 2020 road deflection data tested using the FWD tool with Backcalculation analysis to obtain the CESAL value at the time of failure. The analysis results show that the number of load repetitions that can still be borne by this road section is 2,337,881 ESAL in 2023 with a remaining life of 0 year. Furthermore, an analysis is carried out to determine the damage condition of each pavement layer using the Horack method with deflection data as an assessment parameter. The analysis results show that the average condition of each pavement layer has been in the category of severe damage with the most severely damaged layer being the subbase layer. Keywords: AASHTO 1993, CESAL, FWD, horack, pavement remaining life
{"title":"Analisis Kondisi Jalan Perkerasan Lentur Berdasarkan Prediksi Umur Sisa Menggunakan Metode AASHTO 1993 serta Analisis Kerusakan Lapis Perkerasan Lentur Menggunakan Metode Horack (Studi Kasus: Ruas Jalan Bypass Kota Pariaman STA 52+100 s/d 57+100)","authors":"Fitri Oktavia Tanjung, Bambang Sugeng Subagio, Harmein Rahman","doi":"10.5614/jts.2023.30.2.13","DOIUrl":"https://doi.org/10.5614/jts.2023.30.2.13","url":null,"abstract":"Abstrak Jalan yang dibebani oleh lalu lintas kendaraan yang tinggi dan terus menerus dapat menyebabkan terjadinya kerusakan jalan baik secara fungsional maupun struktural. Ruas jalan Bypass Kota Pariaman merupakan ruas jalan nasional yang diperuntukan bagi kendaraan-kendaraan berat yang akan melintasi Kota Pariaman menuju ke arah Kota Padang dan sebaliknya ke arah Kabupaten Agam. Dalam beberapa tahun terakhir ruas jalan ini telah mengalami kerusakan yang cukup parah sehingga dapat mengganggu kenyamanan serta keamanan dalam berkendara. Prediksi umur sisa perkerasan jalan penting dilakukan untuk mengetahui apakah ruas jalan ini masih mampu menanggung beban lalu lintas atau tidak. Prediksi umur sisa dilakukan menggunakan metode AASHTO 1993 berdasarkan data lendutan jalan tahun 2020 yang di uji menggunakan alat FWD dengan analisis perhitungan Backcalculation untuk mendapatkan nilai CESAL pada saat kondisi failure. Hasil analisis menunjukan, jumlah repetisi beban yang masih mampu ditanggung oleh ruas jalan ini sebesar 2.337.881 ESAL ditahun 2023 dengan umur sisa = 0 tahun lagi. selanjutnya dilakukan analisis untuk mengetahui kondisi kerusakan tiap lapisan perkerasan menggunakan metode Horack dengan data lendutan sebagai parameter penilaian. Hasil analisis menunjukan rata-rata kondisi tiap lapis perkerasan jalan telah berada dalam kategori rusak berat dengan lapisan yang mengalami kerusakan paling parah yaitu di lapisan subbase. Kata-kata Kunci: AASHTO 1993, CESAL, FWD, horack, umur sisa perkerasan jalan, Abstract Roads loaded with high vehicle traffic can cause road damage both functionally and structurally. The Pariaman City Bypass Road is a national road section intended for heavy vehicles that will cross Pariaman City to Padang City and vice versa to Agam Regency. In recent years, this road has been damaged quite severely which can interfere with driving comfort and safety. Prediction of the remaining life is important to know whether the road section is still able to carry the traffic load or not. Prediction of remaining life is by using the 1993 AASHTO method based on 2020 road deflection data tested using the FWD tool with Backcalculation analysis to obtain the CESAL value at the time of failure. The analysis results show that the number of load repetitions that can still be borne by this road section is 2,337,881 ESAL in 2023 with a remaining life of 0 year. Furthermore, an analysis is carried out to determine the damage condition of each pavement layer using the Horack method with deflection data as an assessment parameter. The analysis results show that the average condition of each pavement layer has been in the category of severe damage with the most severely damaged layer being the subbase layer. Keywords: AASHTO 1993, CESAL, FWD, horack, pavement remaining life","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135236024","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 : 2023-08-26DOI: 10.5614/jts.2023.30.2.16
Talitha Melati, Eri Susanto Hariyadi, Harmein Rahman
Abstrak Penelitian ini bertujuan untuk menganalisis pengaruh penyumbatan pori pada aspal porous terhadap kemampuan drainase melalui parameter limpasan permukaan dan permeabilitas. Asbuton murni digunakan sebagai bahan pengikat dengan harapan dapat memperbaiki kualitas campuran. Penelitian disimulasikan pada kondisi sebelum dan sesudah terjadi penyumbatan pori dengan variasi load sedimen, gradasi campuran, dan curah hujan. Penentuan gradasi campuran melalui proses trial dengan ketentuan batas sesuai ASTM D7064/D7064M − 08 (2013). Pengujian tersebut menggunakan alat falling head dan rainfall simulator. Hasil pengujian menunjukkan bahwa load sedimen berpengaruh terhadap penurunan kapasitas infiltrasi campuran aspal porous. Kapasitas infiltrasi campuran aspal porous dengan VIM 20,67% dapat menurun hingga 22% ketika disimulasikan penyumbatan pori dengan load sedimen sebesar 780 gram/m2. Intensitas hujan 110 mm/jam hanya dapat mengembalikan kemampuan pengaliran air pada ketiga campuran aspal porous sebesar 11%. Tidak ada limpasan permukaan pada seluruh campuran baik dalam kondisi pori normal maupun tersumbat oleh sedimen. Di antara ketiga desain campuran aspal porous, campuran dengan VIM 23% memiliki ketahanan penyumbatan pori paling baik terhadap load sedimen yang disimulasikan. Untuk menghasilkan campuran dengan VIM tinggi, gradasi campuran aspal porous didesain dengan nilai koefisien keseragaman (Cu) yang rendah. Kata-kata Kunci: Aspal porous, asbuton, limpasan permukaan, permeabilitas, rainfall simulator. Abstract This research aims to analyze the effect of porous asphalt clogging on drainage capacity through surface runoff and permeability parameters. Buton rock asphalt pure extraction is used as a binder to increase the quality of the mixture. The study simulated the condition before and after the occurrence of porous asphalt clogging with variations in sediment load, gradation, and rainfall intensity. Determination of the gradation through trial process with limit condition according to ASTM D7064/D7064M − 08 (2013). The simulation used falling head and rainfall simulator tools. The test results show that the sediment load affected the decrease in infiltration capacity of porous asphalt. The infiltration capacity of porous asphalt with VIM of 20.67% can decrease up to 22% when pores were clogged by sediment of 780 gram/m2. Rain intensity of 110 mm/hour only restore the ability to drain water by 11%. There was no surface runoff on any of the mixtures under both normal and sediment clogged pore conditions. Among three porous asphalt mixture designs, mixture with highest VIM had the best pore clogging resistance. To produce mixture with high VIM, the porous asphalt gradation was designed with low uniformity coefficient (Cu). Keywords: Asbuton, porous asphalt, permeability, rainfall simulator, surface runoff.
本研究旨在分析孔隙沥青阻塞通过表面淤泥和渗透性参数对排水能力的影响。纯沥青被用作粘合剂，希望能提高混合物的质量。研究模拟了孔隙闭塞前和闭塞的情况，并有不同的沉淀物、混合色调和降水。测定混合渐变通过审判过程按照ASTM限制条款D7064 - D7064M−08(2013年)。测试使用了falling head工具和rainfall模拟器。测试结果显示，沉淀物含量降低了舷窗沥青混合的吸收能力。当用780克/m2的沉淀物来模拟毛孔堵塞时，其吸收能力可降至22%。雨的强度为每小时110毫米，只有11%的平柏油混合物才能恢复其灌溉能力。整个合金没有表面径流，无论是在正常的孔隙条件下还是被沉积物堵塞。在这三种合金沥青混合物设计中，一种带有VIM 23%的合金对模拟的沉淀物负载具有最大的毛孔阻塞性。为了生产一种带有高密度VIM的混合，porous沥青混合物的设计具有低质量的系数(Cu)。关键词:porous柏油路，asbuton，表面径流，渗透性，rainfall模拟器。这一研究旨在分析下水道对机动车交通的影响，通过表面运行和渗透性parameters。Buton rock asphalt pure asphalt是用来增加混合的质量的粘合剂。研究包括在被装物品、梯度和rainfall强度的可变情况之前和之后的情况。gradation之决心通过审判过程和限制条件弥足ASTM D7064 - D7064M−08(2013年)。模拟用的是弹跳头和rainfall模拟器工具。试验结果显示，部分内容影响了porous asphalt电路板的授权。以20.67%的利率接近22%的时候，pores被一种780克/m2的细分。110毫米/小时的降水只有11%的恢复能力。正常的混合和封闭的孔条件下没有浮出水面。Among three porous asphalt混合设计师，与highest VIM的最佳暗箱阻力混合。为了生产与高级VIM混合，porous asphalt grave设计的低海拔coefy (Cu)。Asbuton, porous asphalt, permeability, rainfall模拟器，surface runoff。
{"title":"Pengaruh Penyumbatan Pori (Clogging) pada Perkerasan Aspal Porous Terhadap Permeabilitas dan Limpasan Permukaan","authors":"Talitha Melati, Eri Susanto Hariyadi, Harmein Rahman","doi":"10.5614/jts.2023.30.2.16","DOIUrl":"https://doi.org/10.5614/jts.2023.30.2.16","url":null,"abstract":"Abstrak Penelitian ini bertujuan untuk menganalisis pengaruh penyumbatan pori pada aspal porous terhadap kemampuan drainase melalui parameter limpasan permukaan dan permeabilitas. Asbuton murni digunakan sebagai bahan pengikat dengan harapan dapat memperbaiki kualitas campuran. Penelitian disimulasikan pada kondisi sebelum dan sesudah terjadi penyumbatan pori dengan variasi load sedimen, gradasi campuran, dan curah hujan. Penentuan gradasi campuran melalui proses trial dengan ketentuan batas sesuai ASTM D7064/D7064M − 08 (2013). Pengujian tersebut menggunakan alat falling head dan rainfall simulator. Hasil pengujian menunjukkan bahwa load sedimen berpengaruh terhadap penurunan kapasitas infiltrasi campuran aspal porous. Kapasitas infiltrasi campuran aspal porous dengan VIM 20,67% dapat menurun hingga 22% ketika disimulasikan penyumbatan pori dengan load sedimen sebesar 780 gram/m2. Intensitas hujan 110 mm/jam hanya dapat mengembalikan kemampuan pengaliran air pada ketiga campuran aspal porous sebesar 11%. Tidak ada limpasan permukaan pada seluruh campuran baik dalam kondisi pori normal maupun tersumbat oleh sedimen. Di antara ketiga desain campuran aspal porous, campuran dengan VIM 23% memiliki ketahanan penyumbatan pori paling baik terhadap load sedimen yang disimulasikan. Untuk menghasilkan campuran dengan VIM tinggi, gradasi campuran aspal porous didesain dengan nilai koefisien keseragaman (Cu) yang rendah. Kata-kata Kunci: Aspal porous, asbuton, limpasan permukaan, permeabilitas, rainfall simulator. Abstract This research aims to analyze the effect of porous asphalt clogging on drainage capacity through surface runoff and permeability parameters. Buton rock asphalt pure extraction is used as a binder to increase the quality of the mixture. The study simulated the condition before and after the occurrence of porous asphalt clogging with variations in sediment load, gradation, and rainfall intensity. Determination of the gradation through trial process with limit condition according to ASTM D7064/D7064M − 08 (2013). The simulation used falling head and rainfall simulator tools. The test results show that the sediment load affected the decrease in infiltration capacity of porous asphalt. The infiltration capacity of porous asphalt with VIM of 20.67% can decrease up to 22% when pores were clogged by sediment of 780 gram/m2. Rain intensity of 110 mm/hour only restore the ability to drain water by 11%. There was no surface runoff on any of the mixtures under both normal and sediment clogged pore conditions. Among three porous asphalt mixture designs, mixture with highest VIM had the best pore clogging resistance. To produce mixture with high VIM, the porous asphalt gradation was designed with low uniformity coefficient (Cu). Keywords: Asbuton, porous asphalt, permeability, rainfall simulator, surface runoff.","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135235864","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}
Widi Nugraha, Indra Djati Sidi, Made Suarjana, Ediansjah Zulkifli
Abstrak Jembatan lalu lintas adalah struktur yang mengalami beban yang bersifat dinamis. Efeknya pada elemen jembatan adalah kemungkinan terjadinya amplifikasi beban yang dialami dibandingkan dengan beban kendaraan dalam kondisi statis. Besaran faktor amplifikasi beban dinamis ini harus diperhitungkan dalam desain jembatan sebagai pengali dari beban desain. Dalam Standar pembebanan jembatan SNI 1725:2016 ditetapkan faktor beban dinamis (FBD) adalah 30-40% tergantung panjang bentang jembatan. Seiring perkembangan teknologi pengukuran beban kendaraan, yaitu menggunakan Bridge Weigh-in-Motion (B-WIM), FBD ini dapat diperhitungkan untuk setiap kendaraan yang melintas. Hasil pengukuran B-WIM di Ruas Jalan Nasional Pantura Jawa Tengah, Batang– Kendal, pada tahun 2018 yang memiliki kondisi beban dan lalu lintas terberat di ruas jalan nasional akan digunakan dalam penelitian ini. Pengukuran FBD terhadap kendaraan yang melintasi jembatan yang digunakan sebagai B-WIM dengan metode analisa respons elemen struktur jembatan tersebut. Nilai FBD bisa didapatkan sebagai rasio antara respons dinamis terhadap respons statis perhitungan berdasarkan algoritma B-WIM. Dari studi ini didapatkan bahwa dalam nilai FBD kendaraan sifatnya acak dan memiliki nilai rata-rata 1,18 dengan koefisien variansi 16%, yang berada di bawah nilai FBD dalam SNI. Kemudian, sebuah persamaan regresi diusulkan untuk penentuan nilai FBD bagi jembatan bentang pendek di Indonesia. Kata-kata Kunci: Beban bergerak, beban dinamis, faktor beban dinamis, jembatan, SNI. Abstract Bridge is a structure that withstands dynamic loading due to traffic. The dynamic effects on bridge element could amplifies the loading to be larger than static loading. This dynamic amplification effect should be considered on bridge design and applied as multiplier factor of the design load. On SNI 1725:2016 Bridge Loading Code, the dynamic load amplification factor (DAF) is set at 30-40% depending on bridge span length. Due to recent development on vehicle live load measurement, such as Bridge Weigh-in-Motion (B-WIM), DAF can be calculated for every vehicle passed the bridge. The B-WIM measurement results on North Coast National Road of Batang-Kendal, Central Java in 2018 which has busiest and also heaviest traffic loading, will be used on this research. The DAF measurement due to traffic vehicle load that passed the bridge that used as B-WIM can be done by doing analysis on bridge structure response. DAF is ratio of dynamic response and static response, the static response on B-WIM is a calculated signal based on B-WIM algorithm. From this study, DAF is a random variable, with average of 1,18 & coefficient of variation 16%, which is below DAF on SNI. Also, a bilinear equation of DAF is proposed for short span bridge in Indonesia. Keywords: Bridge, dynamic amplification factor, dynamic load, weigh-in-motion, SNI.
{"title":"Pengukuran Faktor Beban Dinamis Struktur Jembatan menggunakan Bridge WIM pada jembatan bentang pendek di Indonesia","authors":"Widi Nugraha, Indra Djati Sidi, Made Suarjana, Ediansjah Zulkifli","doi":"10.5614/jts.2023.30.2.8","DOIUrl":"https://doi.org/10.5614/jts.2023.30.2.8","url":null,"abstract":"Abstrak Jembatan lalu lintas adalah struktur yang mengalami beban yang bersifat dinamis. Efeknya pada elemen jembatan adalah kemungkinan terjadinya amplifikasi beban yang dialami dibandingkan dengan beban kendaraan dalam kondisi statis. Besaran faktor amplifikasi beban dinamis ini harus diperhitungkan dalam desain jembatan sebagai pengali dari beban desain. Dalam Standar pembebanan jembatan SNI 1725:2016 ditetapkan faktor beban dinamis (FBD) adalah 30-40% tergantung panjang bentang jembatan. Seiring perkembangan teknologi pengukuran beban kendaraan, yaitu menggunakan Bridge Weigh-in-Motion (B-WIM), FBD ini dapat diperhitungkan untuk setiap kendaraan yang melintas. Hasil pengukuran B-WIM di Ruas Jalan Nasional Pantura Jawa Tengah, Batang– Kendal, pada tahun 2018 yang memiliki kondisi beban dan lalu lintas terberat di ruas jalan nasional akan digunakan dalam penelitian ini. Pengukuran FBD terhadap kendaraan yang melintasi jembatan yang digunakan sebagai B-WIM dengan metode analisa respons elemen struktur jembatan tersebut. Nilai FBD bisa didapatkan sebagai rasio antara respons dinamis terhadap respons statis perhitungan berdasarkan algoritma B-WIM. Dari studi ini didapatkan bahwa dalam nilai FBD kendaraan sifatnya acak dan memiliki nilai rata-rata 1,18 dengan koefisien variansi 16%, yang berada di bawah nilai FBD dalam SNI. Kemudian, sebuah persamaan regresi diusulkan untuk penentuan nilai FBD bagi jembatan bentang pendek di Indonesia. Kata-kata Kunci: Beban bergerak, beban dinamis, faktor beban dinamis, jembatan, SNI. Abstract Bridge is a structure that withstands dynamic loading due to traffic. The dynamic effects on bridge element could amplifies the loading to be larger than static loading. This dynamic amplification effect should be considered on bridge design and applied as multiplier factor of the design load. On SNI 1725:2016 Bridge Loading Code, the dynamic load amplification factor (DAF) is set at 30-40% depending on bridge span length. Due to recent development on vehicle live load measurement, such as Bridge Weigh-in-Motion (B-WIM), DAF can be calculated for every vehicle passed the bridge. The B-WIM measurement results on North Coast National Road of Batang-Kendal, Central Java in 2018 which has busiest and also heaviest traffic loading, will be used on this research. The DAF measurement due to traffic vehicle load that passed the bridge that used as B-WIM can be done by doing analysis on bridge structure response. DAF is ratio of dynamic response and static response, the static response on B-WIM is a calculated signal based on B-WIM algorithm. From this study, DAF is a random variable, with average of 1,18 & coefficient of variation 16%, which is below DAF on SNI. Also, a bilinear equation of DAF is proposed for short span bridge in Indonesia. Keywords: Bridge, dynamic amplification factor, dynamic load, weigh-in-motion, SNI.","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-26","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"135235867","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}
Fanny Aliza Savitri, Mohammad Bagus Adityawan, Widyaningtias Widyaningtias
Abstract. Bangga River is located in a mountainous area in the Palu River Basin with an area of 74.82 km2 and a river lengthof 16.97 km. Flood with the approximated water depth of 3 m occur in Bangga’s Village. The cliffs upstream of theBangga River areunstable and can easily collapse due to the disaster. Ministry of Public Works and Housingcontrol through Sabo dam’s structure. This study aims to analyze the performance of sabo dam’s structure inreducing sediments and the floods. Analysis and modeling using two scenarios, before and after the sabo damstructure’s control was built, using HEC-RAS Software with purposeful 1D modeling to simulate flow patterns, totalsediment. The HEC-RAS simulation shows that the water surface is stood at 2.1 m depth in the existing condition.Sabo dam structure can reduce of sediment transport, which was computed according to Engelund (81%reduction), Mayer Peter Muller (MPM) with 92% reduction, and Yang (91% sediment yields reduction). So, thesabo dam's structure is not merely utilized to retain the sediment, but it can reduce potential flooding in the future.Keywords: Sedimentation, sediment control building, HEC-RAS, sabo dam, flood. Abstrak. Sungai Bangga terletak di daerah pegunungan di DAS Palu dengan luas 74,82 km2 dan memiliki panjang sungai16,97 km. Banjir dengan kedalaman air + 3 m terjadi di Desa Bangga. Tebing-tebing di hulu Sungai Bangga tidakstabil dan mudah runtuh akibat bencana. Kementerian Pekerjaan Umum dan Perumahan Rakyat mengontrolmelalui bangunan Sabo dam. Penelitian ini bertujuan untuk menganalisis kinerja bangunan Sabo dam dalammereduksi sedimen dan banjir. Analisis dan pemodelan dilakukan dengan dua skenario yaitu sebelum dan sesudahbangunan sabo dam terbangun, menggunakan Software HEC-RAS dengan pemodelan 1D yang bertujuan untukmensimulasikan pola aliran dan total sedimen. Simulasi HEC-RAS menunjukkan bahwa kedalaman air beradapada 2,1 m pada kondisi eksisting. Bangunan sabo dam dapat mereduksi transpor sedimen, yang dihitung menurutbeberap rumus yaitu Engelund (reduksi 81%), Mayer Peter Muller (MPM) dengan reduksi 92%, dan Yang (reduksi91%). Jadi, bangunan sabo dam tidak hanya dimanfaatkan untuk menahan sedimen, tetapi dapat mengurangipotensi banjir di masa depan. Kata-kata kunci: Sedimentasi, bangunan pengontrol sedimen, HEC-RAS, sabo dam, banjir.
摘要邦加河位于帕卢河流域的山区，面积74.82平方公里，河长16.97公里。邦加村发生洪水，水深约3米。邦加河上游的悬崖不稳定，很容易因灾难而倒塌。公共工程和住房部通过Sabo大坝的结构进行控制。本研究旨在分析沙波坝结构在减少泥沙和洪水方面的性能。利用HEC-RAS软件，采用有目的的一维建模方法，对沙坝控制前后两种情景进行了分析和建模。HEC-RAS模拟结果表明，在现有条件下，水面深度为2.1 m。Sabo坝结构可以减少输沙量，根据Engelund(减少81%)，Mayer Peter Muller (MPM)(减少92%)和Yang(减少91%)计算。因此，萨博大坝的结构不仅可以用来保留沉积物，还可以减少未来可能发生的洪水。关键词:泥沙，控沙建筑，HEC-RAS，沙波坝，洪水Abstrak。Sungai Bangga terletak di daerah pegunungan di DAS Palu dengan luas 74,82平方公里dan memiliki panjang sunga16,97公里。Banjir dengan kedalaman air + 3 m terjadi di Desa Bangga。Tebing-tebing di hulu Sungai Bangga tidakstabil dan mudah runtuh akibat bencana。马来西亚人民政府(Kementerian Pekerjaan Umum dan Perumahan Rakyat mengontrolmelalui bangunan Sabo dam)。Penelitian ini bertujuan untuk menganalis kinerja bangunan Sabo dam dalammerduksi sedimen dan banjir。分析dan pemodelan dilakukan dengan dua skenario yitu sebelum danesudahbangunan sabo dam terbangun, menggunakan软件HEC-RAS dengan pemodelan 1D yang bertujuan untukmensimulasikan polakiran总沉积。Simulasi HEC-RAS menunjukkan bahwa kedalaman air beradapada 2,1 m paada kondisi存在。Bangunan sabo dam dapat merduksi转运沉积，yang dihitung menuutbeberap rumus yitu Engelund (reduksi 81%)， Mayer Peter Muller (MPM) dengan reduksi 92%， dan yang (reduksi91%)。Jadi, bangunan sabo dam tidak hanya dimanfaatkan untuk menahan沉积物，tetapi dapat mengurangangpotensi banjir di masa depan。Kata-kata kunci:沉积，bangunan pengcontrol沉积岩，HEC-RAS, sabo坝，banjir。
{"title":"Study of Sedimentation Control on Bangga River, Palu Watershed, Central Sulawesi","authors":"Fanny Aliza Savitri, Mohammad Bagus Adityawan, Widyaningtias Widyaningtias","doi":"10.5614/jts.2023.30.2.3","DOIUrl":"https://doi.org/10.5614/jts.2023.30.2.3","url":null,"abstract":"Abstract. \u0000Bangga River is located in a mountainous area in the Palu River Basin with an area of 74.82 km2 and a river lengthof 16.97 km. Flood with the approximated water depth of 3 m occur in Bangga’s Village. The cliffs upstream of theBangga River areunstable and can easily collapse due to the disaster. Ministry of Public Works and Housingcontrol through Sabo dam’s structure. This study aims to analyze the performance of sabo dam’s structure inreducing sediments and the floods. Analysis and modeling using two scenarios, before and after the sabo damstructure’s control was built, using HEC-RAS Software with purposeful 1D modeling to simulate flow patterns, totalsediment. The HEC-RAS simulation shows that the water surface is stood at 2.1 m depth in the existing condition.Sabo dam structure can reduce of sediment transport, which was computed according to Engelund (81%reduction), Mayer Peter Muller (MPM) with 92% reduction, and Yang (91% sediment yields reduction). So, thesabo dam's structure is not merely utilized to retain the sediment, but it can reduce potential flooding in the future.Keywords: Sedimentation, sediment control building, HEC-RAS, sabo dam, flood. \u0000Abstrak. \u0000Sungai Bangga terletak di daerah pegunungan di DAS Palu dengan luas 74,82 km2 dan memiliki panjang sungai16,97 km. Banjir dengan kedalaman air + 3 m terjadi di Desa Bangga. Tebing-tebing di hulu Sungai Bangga tidakstabil dan mudah runtuh akibat bencana. Kementerian Pekerjaan Umum dan Perumahan Rakyat mengontrolmelalui bangunan Sabo dam. Penelitian ini bertujuan untuk menganalisis kinerja bangunan Sabo dam dalammereduksi sedimen dan banjir. Analisis dan pemodelan dilakukan dengan dua skenario yaitu sebelum dan sesudahbangunan sabo dam terbangun, menggunakan Software HEC-RAS dengan pemodelan 1D yang bertujuan untukmensimulasikan pola aliran dan total sedimen. Simulasi HEC-RAS menunjukkan bahwa kedalaman air beradapada 2,1 m pada kondisi eksisting. Bangunan sabo dam dapat mereduksi transpor sedimen, yang dihitung menurutbeberap rumus yaitu Engelund (reduksi 81%), Mayer Peter Muller (MPM) dengan reduksi 92%, dan Yang (reduksi91%). Jadi, bangunan sabo dam tidak hanya dimanfaatkan untuk menahan sedimen, tetapi dapat mengurangipotensi banjir di masa depan. \u0000Kata-kata kunci: Sedimentasi, bangunan pengontrol sedimen, HEC-RAS, sabo dam, banjir.","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"73224395","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}
Adhitya Gilang Irawanto, Joko Nugroho, Adi Prasetyo
Abstract.Pekalongan is one of the areas located in the north of Java Island. The main problem in Pekalongan is tidalflooding. This tidal flood worsens when there is a high discharge in the river. For this reason, the government builta Coastal Dike and a Retention Pond to overcome these problems. The concept of this system is to create a coastaldike that crosses the river to eliminate tidal effects. The retention pond is located along the coastal dike toaccommodate the discharge from the river, then the water will be pumped downstream of the river. This study aimsto obtain pump operating time for each pump built in this system to reduce the flood elevation of Q25 to – 0.5 m inthe retention pond. One dimensional flow modeling was used in the approach with the Hydrologic EngineeringCenter-River Analysis System (HEC-RAS) 6.0 model. This research shows that the pump operating time for theSilempeng and Sengkarang pumps is 150 hours. The addition of Mrican pumps and flap gates can reduce pumpoperating time to support the success of Coastal Dike and Retention Ponds in controlling floods and tidal inPekalongan.Keywords: Tidal flood, coastal dike, retention pond, pump. Abstrak.Pekalongan merupakan salah satu daerah yang terletak di utara Pulau Jawa. Masalah utama di Pekalonganadalah banjir rob. Banjir rob ini semakin parah ketika terjadi debit yang tinggi di aliran sungai. Untuk itupemerintah membangun tanggul rob dan kolam retensi untuk mengatasi permasalahan tersebut. Konsep sistem iniadalah membuat tanggul rob yang melintang sungai, menghalangi backwater dari laut untuk menghilangkan efekpasang surut. Kolam retensi terletak di sepanjang tanggul rob untuk menampung debit dari sungai, kemudian airakan dipompa ke arah hilir sungai. Tujuan dari penelitian ini adalah mendapatkan waktu operasional pompa untukmasing-masing pompa yang terbangun di sistem ini dalam menurunkan elevasi banjir Q25 sampai dengan elevasi –0,5 m di kolam retensi. Di dalam penelitian ini juga dilihat waktu operasional pompa setelah penambahan pompamrican dan pintu klep di Mrican. Pemodelan satu aliran dimensi dilakukan dengan model HEC-RAS 6.0. Hasil daripenelitian ini adalah waktu operasional pompa untuk pompa silempeng dan sengkarang adalah 150 jam.Penambahan pompa Mrican dan pintu klep dapat mengurangi waktu operasi pompa untuk mendukungkeberhasilan Tanggul Pesisir dan Kolam Retensi dalam pengendalian banjir dan pasang surut di Pekalongan. Kata-kata Kunci: Banjir rob, tanggul rob, kolam retensi, pompa.
摘要贝加隆岸是位于爪哇岛北部的地区之一。贝加隆岸的主要问题是潮汐泛滥。当河水流量大时，这种潮汐洪水就会恶化。为此，政府修建了海岸堤防和蓄水池来克服这些问题。这个系统的概念是建立一个横跨河流的海岸堤防，以消除潮汐的影响。蓄水池位于沿海堤防，以容纳河流的排放，然后将水泵往下游。本研究的目的是获得该系统中每台泵的运行时间，将Q25的蓄水池洪水标高降低至- 0.5 m。该方法采用水文工程中心-河流分析系统(HEC-RAS) 6.0模型进行一维流动建模。研究表明，silempeng和Sengkarang泵的运行时间为150小时。美国水泵和闸门的增加可以减少水泵的运行时间，以支持海岸堤防和保留池塘在控制北卡隆岸的洪水和潮汐方面的成功。关键词:潮汐洪水;海岸堤防;蓄水池;Abstrak。在爪哇岛，北卡隆岸的merupakan salah satu daerah yang terletak di爪哇岛。Masalah utama di Pekalonganadalah banjir rob。Banjir rob ini semakin parah ketika terjadi debit yang tinggi di aliiran sungai。Untuk itupemintah成员bangun tanggul rob dan kolam retensi Untuk mengatasi permasalahan tersebut。康斯普系统成员唐家乐抢劫杨梅林堂，孟哈兰吉回水达里劳，孟哈兰坎efekpasang surut。Kolam retensi terletak di sepanjang tanggul rob untuk menamung - dardari sungai, kemudian airakan dipompa ke arah hilir sungai。Tujuan dari penelitian ini adalah mendapatkan waktu操作pompa untukmasing-masing pompa yang terbangun di system ini dalam menurunkan elevasi banjir Q25 sampai dengan elevasi - 0,5 m di kolam retensi。我的意思是，我的意思是我的意思是我的意思是我的意思是我的意思是我的意思是我的意思。模型为HEC-RAS 6.0。Hasil daripenelitian ini adalah waktu操作pompa untuk pompa silempeng dan sengkarang adalah 150 jam。Penambahan pompa Mrican丹pintu klep dapat mengurangi waktu operasi pompa为她mendukungkeberhasilan Tanggul Pesisir丹Kolam Retensi dalam pengendalian banjir丹帕surut di北加浪岸。Kata-kata Kunci: Banjir rob, tanggul rob, kolam retensi, pompa。
{"title":"The Effect of Coastal Dike and Retention Pond Performance on Flood and Tidal Control in Pekalongan","authors":"Adhitya Gilang Irawanto, Joko Nugroho, Adi Prasetyo","doi":"10.5614/jts.2023.30.2.1","DOIUrl":"https://doi.org/10.5614/jts.2023.30.2.1","url":null,"abstract":"Abstract.Pekalongan is one of the areas located in the north of Java Island. The main problem in Pekalongan is tidalflooding. This tidal flood worsens when there is a high discharge in the river. For this reason, the government builta Coastal Dike and a Retention Pond to overcome these problems. The concept of this system is to create a coastaldike that crosses the river to eliminate tidal effects. The retention pond is located along the coastal dike toaccommodate the discharge from the river, then the water will be pumped downstream of the river. This study aimsto obtain pump operating time for each pump built in this system to reduce the flood elevation of Q25 to – 0.5 m inthe retention pond. One dimensional flow modeling was used in the approach with the Hydrologic EngineeringCenter-River Analysis System (HEC-RAS) 6.0 model. This research shows that the pump operating time for theSilempeng and Sengkarang pumps is 150 hours. The addition of Mrican pumps and flap gates can reduce pumpoperating time to support the success of Coastal Dike and Retention Ponds in controlling floods and tidal inPekalongan.Keywords: Tidal flood, coastal dike, retention pond, pump. \u0000Abstrak.Pekalongan merupakan salah satu daerah yang terletak di utara Pulau Jawa. Masalah utama di Pekalonganadalah banjir rob. Banjir rob ini semakin parah ketika terjadi debit yang tinggi di aliran sungai. Untuk itupemerintah membangun tanggul rob dan kolam retensi untuk mengatasi permasalahan tersebut. Konsep sistem iniadalah membuat tanggul rob yang melintang sungai, menghalangi backwater dari laut untuk menghilangkan efekpasang surut. Kolam retensi terletak di sepanjang tanggul rob untuk menampung debit dari sungai, kemudian airakan dipompa ke arah hilir sungai. Tujuan dari penelitian ini adalah mendapatkan waktu operasional pompa untukmasing-masing pompa yang terbangun di sistem ini dalam menurunkan elevasi banjir Q25 sampai dengan elevasi –0,5 m di kolam retensi. Di dalam penelitian ini juga dilihat waktu operasional pompa setelah penambahan pompamrican dan pintu klep di Mrican. Pemodelan satu aliran dimensi dilakukan dengan model HEC-RAS 6.0. Hasil daripenelitian ini adalah waktu operasional pompa untuk pompa silempeng dan sengkarang adalah 150 jam.Penambahan pompa Mrican dan pintu klep dapat mengurangi waktu operasi pompa untuk mendukungkeberhasilan Tanggul Pesisir dan Kolam Retensi dalam pengendalian banjir dan pasang surut di Pekalongan. \u0000Kata-kata Kunci: Banjir rob, tanggul rob, kolam retensi, pompa.","PeriodicalId":52838,"journal":{"name":"Jurnal Teknik Sipil","volume":null,"pages":null},"PeriodicalIF":0.0,"publicationDate":"2023-08-25","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"83411404","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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