Struktur bangunan bawah jembatan berperan sangat penting dalam komposisi suatu jembatan. Tanpa perencanaan yang baik pada struktr bangunan bawah jembatan yang meliputi kekuatan pertahanan tanah, pilar tengah, tiang pancang, maka bangunan atas tidak akan berfungsi dengan baik. Penggunaan pondasi tiang pancang harus diperhitungkan dengan teliti agar mendapatkan hasil yang maksimal. Hasil pembahasan ini meliputi daya dukung tanah yang kuat pada lokasi tersebut terdapat kedalaman 37 m, dengan nilai N-SPT 4632,65 kN dan beban yang mampu ditahan sebesar 10.572,66 kN, dengan perhitungan daya dukung tiang pancang melalui beberapa kali percobaan kombinasi susunan kelompok tiang untuk mencari tiang pancang dan diperoleh 18 tiang pancang dengan diameter 0,50 m.Kata kunci : Perencanaan, Pondasi, Tiang Pancang.
The upper structure is the parts that make up buildings such as sloof, walls, columns, beams, and roofs. In this upper structure these components have a very important role. Today, civil engineering students are required to be able to plan well so that they are strong and durable for a long time.In planning this upper structure, of course there are many methods that can be used to calculate moments, one of them is ultimate moment method, which can be combined with a reference from SK SNI 2847,2013. For pouring images can be presented with CAD (Computer Aided Design) software called AutoCAD.The results of this plan are used for roof and floor plates used 100 mm and 120 mm thick with reinforcement used 12 mm main reinforcement and 8 mm stirrup reinforcement with a distance of 200 mm. For beams and Sloof used the same, which is 16 mm for basic reinforcement and 10 mm for reinforcement Sengkang with a distance of 200 mm. Whereas for columns, reinforcement 16 mm and Sengkang 12 mm with a distance of 200 mm are used. The load distribution that occurs is for the roof floor of 20.640,924 kgm, because the assumption of loading the 1st floor to 6th is the same, which is equal to 23.233,644 kgm. The moments that occur in this plan are on the plate occurred at 17.074,370 kgm, the beam occurred at 342.733,875 kgm and 493.536,780 kgm. In the column arises a fairly large moment, with a value of 551.697,600 kgm. From the calculation of the earthquake load get the result = 159843 (kNm).Keywords: Planning, Structure, CAD, SNI
Exploitation of materials, especially the use of stones as themain component of concrete needs to be reduced. The existence of analternative to coral replacement as a coarse aggregate in a concretemixture needs to be applied. This research was conducted to find theoptimum percentage value of the addition of woven bamboo fiber as asubstitute of coarse aggregate to achieve the minimum compressivestrength according to standard mix design paving block. Thepercentage of absorption (absorption) is also observed, so that laterproduced paving with bamboo fiber which has a compressive strengthand absorption as well. This research use trial and error method,sample to be tested in the form of cube with size 15 x 15 x 15 cm asmany as 20 pieces with paving quality which is planned is K-225 or18,675 MPa. The percentage substitution ratio was derived from thevolume of the crude stone acting as a crude aggregate on the pavingblock mixture. Prior to its creation, several stages such as testing thematerial characteristics are performed. After that the test object ismade and tested at the age of 28 days. The method of makingspecimens is included in semi-mechanical using concrete mixer.Bamboo waste fiber is installed horizontally by layer by layer. Thetest results show the average compressive strength of bamboo fibervariation of 0%, 5%, 15% and 25% respectively by 20.7 MPa, 17.6MPa, 12.3 MPa and 9.9 MPa. From the result, it was found that thepercentage of bamboo woven fiber fiber is optimum in accordancewith the minimum standard limit of 17 MPa paving block by 7%.While the results of the absorption test in the sample showed aproportional increase with the percentage of woven bamboo fibervariation added, with an average absorption rate of 0.1%, 0.1%, 0.2%and 0,3%, while the optimum absorption is equal to 0,103%.Keywords: Absorption, Compressive strength, Paving block, Waste wovenbamboo fiber
In the construction of highways, the community generally uses concrete asphalt as aningredient in the construction of highways. Asphalt concrete mix (Hotmix) use in Indonesiafrom year to year is increasing. Because concrete asphalt (Hotmix) has advantages comparedto other materials, for example, the price is relatively economical / cheap compared to usingconcrete, its ability to support heavy loads of high vehicles. the practicality of making asphaltconcrete (hotmix) can be made from locally available materials and has good resistance toweather changes. The purpose of this research is how the effect of adding lime extinguishedon mixed materials on asphalt concrete (hotmix) and knowing how much percentage of lime2mixture goes out to reach the optimum point of concrete asphalt from the author's calculationresults can be concluded as follows:1. The value of stability of each decrease by adding lime is 5% at 778 kg, 10% at 645 kg,15% at 534 kg.2. The results of the volume of air cavity to mixture (VIM) with levels of 5%, 10% and 15%,namely 8.17%, 7.51%, and 6.85%.3. Pore volume results between aggregate grains (VMA) with levels of 5%, 10% and 15%,among others, 19.87%, 18.55%, and 17.73%.4. Pore volume results between aggregate grains filled with asphalt (VFB) with levels of 5%,10% and 15%, among others 58.88%, 56.61%, and 54.35%.5. The results of the Marshall Quotient (MQ) value of 5%, 10% and 15% Marshall Quotient(MQ) are 297 kg / mm, 230 kg / mm, and 198 kg / mm.Keywords: Concrete Asphalt, Addition of lime extinguished, Marshall test characteristics
Persimpangan di kota kediri bagian jalan PB Sudirman , Jl Brigjen Katamso Jl Bandar Ngalim , Jl Sersan Suharmaji dikendalikan dengan alat pemberi isyarat lalu lintas (APILL), dengan pengaturan fase menjadi 4 tahap. Seiring dengan peningkatan volume lalu lintas saat ini, perlu dikaji apakah setting traffic light pada simpang tersebut sudah efektif atau memerlukan penyesuaian lagi. Permasalahan yang terjadi adalah kendaraan yang terkadang harus selalu berhenti pada tiap simpang karena selalu mendapat sinyal merah. Tentu saja hal ini menimbulkan ketidak nyamanan pengendara. Persimpangan tersebut saat ini dikendalikan dengan alat pengaturan fase menjadi 4 tahap Oleh karenanya, sangat diperlukan “Study Analis Volume kendaraan, Pengendalian APILL,dalam kaitannya dengan manajemen lalu lintas. Geometri Pada lokasi analisa pada kaki persimpangan utara, selatan, timur, barat tipe lingkungan jalannya COM (komersial). Hambatan sampingnya rendah semua. Lebar pendekat WA di kaki persimpangan utara 13, kaki persimpangan selatan 13, kaki persimpangan timur 16,25 , kaki persimpangan barat 16,25. Lebar pendekat masuk Wmasuk utara 9,75 , selatan 9,75 , timur 13, barat 13. Lebar pendekat belok kiri langsung WLTOR di kaki persimpangan selatan 3,25 , barat 3,25 . Lebar pendekat Keluar di kaki persimpangan utara 9,75 , selatan 9,75 , timur 9, 495 , barat 9,495. Kondisi permukaan jalan di semua kaki persimpangan Baik. Volume Lalu Lintas Harian (LHR) di lokasi analisa ADALAH 608,302 smp/jam Berdasarkan hasil analisa dan evaluasi kinerja dapat disimpulkan bahwa pada hasil perhitungan simpang bersinyal kondisi eksisiting analisa berdasarkan MKJI 1997. Secara idealisasi progam setting traffic light kondisi lapangan terbukti sudah sesuai (layak), yaitu siklus optimum puncak pagi Co = 60 detik, dan puncak sore Co = 75 detik masih berada di range Co = 80 - 130 detik untuk tipe kontrol 4 fase berdasarkan MKJI 1997. Nilai tundaan rata-rata simpang puncak pagi = 38,27 detik/smp dengan LOS D. Puncak sore tundaan rata-rata simpang = 38,32 detik/smp dengan LOS D. Oleh karenanya perlu adanya penyesuaian waktu sinyal agar bisa mendapatkan tingkat pelayanan (LOS) yang lebih baik.Kata Kunci : Analisa Simpang bersinyal. MKJI 1997.
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