Abstract. This study discusses the influence of mining road conditions on the circulation time of the conveyance and the work efficiency of the loading equipment. In this study, the study of mine road geometry refers to the theory of AASHTO (American Association of State Highway and Transportation Officials) in 1993 and Ministerial Decree No. 1827/K/30/MEM/2018. The geometry of the road includes the width of the road in straight conditions, the width of the road in bend conditions, the radius of the bend, the road slope (Grade), cross slope (Cross slope), superelevation, the actual rimpull calculation which is compared with theoretical calculations based on AASHTO theory (American Association of State Highways and Transportation Officials).The study of road geometry is associated with the production of digging and loading equipment to increase andesite mining production. The production observation area is carried out on the work front which is on bench 9 to the hopper, the results of observations in actual conditions are calculated and then compared with the results of theoretical calculations. In the observation area, the width of the straight road has varying values ranging from 8.12 meters to 21.60 meters, then the width of the road with bend conditions has a road width of 9.12 meters to 17.94 meters, while the slope of the road has a varying slope. ranging from 3.49% - 38.39% with rimpull available on conveyances from gears 1 - 7. From the results of the actual production calculation, it is less than optimal because there are several obstacles in terms of road geometry that do not meet the standards so that the transportation equipment cycle time is longer which will affect production, therefore to increase production, mining road geometry improvements are made for road segments that does not meet the standards of the theory of AASHTO (American Association of State Highway and Transportation Officials) and Kepmen No. 1827/K/30/MEM/2018. Abstrak. Pada penelitian ini membahas terkait pengaruh kondisi jalan tambang terhadap waktu edar alat angkut dan efisiensi kerja alat muat. Pada penelitian ini untuk kajian geometri jalan tambang mengacu pada AASHTO (American Association of State Highway and Transportation Officials) tahun 1993 dan Kepmen No. 1827/K/30/MEM/2018. Geometri jalan meliputi lebar jalan kondisi lurus, lebar jalan kondisi tikungan, jari-jari tikungan, kemiringan jalan (Grade), kemiringan melintang (Cross slope), superelevasi, perhitungan rimpull secara aktual yang dibandingkan dengan perhitungan secara teoritis berdasarkan AASHTO (American Association of State Highway and Transportation Officials). Kajian geometri jalan dikaitkan dengan produksi alat gali-muat dan alat angkut untuk meningkatkan produksi penambangan andesit. Area pengamatan produksi dilakukan pada front kerja yang berada di bench 9 sampai hopper, hasil dari pengamatan dalam kondisi aktual dihitung lalu dibandingkan dengan hasil perhitungan secara teoritis. Pada area pengamatan kondisi lebar jalan lurus memiliki nilai bervariasi mulai dari 8,12 meter sampai 21,60 meter, lalu untuk lebar jalan dengan kondisi tikungan memiliki lebar jalan sebesar 9,12 meter sampai 17,94 meter, sedangkan untuk kemiringan jalan memiliki kemiringan bervariasi mulai dari 3,49% - 38,39%. Dengan rimpull tersedia pada alat angkut dari gear 1 - 7. Dari hasil perhitungan secara aktual tersebut kurang maksimal karena adanya beberapa hambatan dari segi geometri jalan yang belum memenuhi standar sehingga waktu edar alat angkut semakin lama yang nantinya akan berpengaruh terhadap produksi, oleh karena itu untuk meningkatkan produksi dilakukan perbaikan geometri jalan tambang untuk segmen jalan yang belum memenuhi standar dari AASHTO (American Association of State Highway and Transportation Officials) dan Kepmen No. 1827/K/30/MEM/2018.
Abstract. Slope stability itself is an important factor in the design and operational planning process in open-pit mines. This research aims to find out the physical and mechanical properties of rocks at the research site, find out the optimal slope geometry at the research site and find out the possibility of avalanche types in the field of derailment. Methods in analyzing slope stability in research using bishob methods and bag probabili methodsaimed for alternative approaches in determining slope stability by estimating the possibility of slopes experiencing cladding (PK) as well as the value of safety factors (FK). The probability value of leniency (PK) and security factor (FK) are classified according to KEPMEN ESDM Number 1827K/30/MEM/2018. Based on the classification, a single slope that is said to be safe is FK (Static) 1.1 while FK (Dynamic) does not exist and for PK of 25-50% with low-highlandslideseverity, while for the overall slope it can be said to be safe if FK (Static) 1.3 while FK (Dynamic) 1.05 and for PK by 5-10% with medium landslide severity. Analysis of slope stability in the research area is simulated in the state of groundwater level most saturated with point 5 according to the classification of hoek and bray. The results of the study found that the most optimal single slope with a height of 5 meters with a slope of 550 with an FK value of 1.25 and PK of 3.10%. The determination of overall slope geometry is taken based on the most optimal single slope geometry by simulating with the overall height of the slope 20 m, 40 m, 60 m, 80 m, and 100 m. So that the most optimal overall slope is obtained with a height of 20 m with a value of FK (static) 1.54 FK (dynamic) 1.23 and PK 0%. Abstrak. Kestabilan lereng sendiri merupakan suatu faktor yang penting dalam proses perencanaan desain serta operasional pada tambang terbuka. Penelitian ini bertujuan untuk mengetahui sifat fisik dan mekanik batuan pada lokasi penelitian, mengetahui geometri lereng optimal pada lokasi penelitian serta mengetahui kemungkinan jenis longsoran pada bidang gelincir. Metode dalam menganalisis kestabilan lereng pada penelitian menggunakan metode bishob dan metode probabilitas yang bertujuan untuk pendekatan alternatif dalam menentukan kestabilan lereng dengan memperkirakan kemungkinan lereng mengalami kelongsoran (PK) serta nilai faktor keamanan (FK). Nilai probabilitas kelongsoran (PK) dan faktor keamanan (FK) salah satunya diklasifikasikan menurut KEPMEN ESDM Nomor 1827K/30/MEM/2018. Berdasarkan klasifikasi tersebut lereng tunggal yang dikatakan aman yaitu FK (Statis) 1,1 sementara FK(Dinamis) tidak ada dan untuk PK sebesar 25-50% dengan keparahan longsor low-high, sementara untuk lereng keseluruhan dapat dikatakan aman jika FK (Statis) 1,3 sementara FK(Dinamis) 1,05 dan untuk PK sebesar 5-10% dengan keparahan longsor medium.Analisis terhadap kestabilan lereng pada daerah penelitian disimulasikan dalam keadaan muka air tanah paling jenuh dengan point 5 menurut klasifikasi hoek and bray. Hasil penelitian didapatkan bahwa lereng tunggal yang paling optimal dengan ketinggian 5 meter dengan slope 550 dengan nilai FK 1,25 dan PK 3,10%. Penentuan geometri lereng keseluruhan diambil berdasarkan geometri lereng tunggal yang paling optimal dengan mensimulasikan dengan ketinggian keseluruhan lereng 20 m, 40 m, 60 m, 80 m, dan 100 m. Sehingga didapatkan lereng keseluruhan yang paling optimal adalah dengan ketinggian 20 m dengan nilai FK (statis) 1,54 FK (dinamis) 1,23 dan PK 0%.
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