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<![CDATA[ANALISIS KINERJA SIMPANG TAK BERSINYAL (STUDI KASUS: SIMPANG TLAJUNG GUNUNG PUTRI, KABUPATEN BOGOR) ]]>
<![CDATA[Leimena, Intan Melenia]]>;
<![CDATA[Wahyurianti, Syafira]]>;
<![CDATA[Wiyono, Eko]]>;
<![CDATA[Rizal, Rikki Sofyan]]>
<![CDATA[ Jurnal Ilmiah Teknologi Infomasi Terapan Vol 7 No 3 (2021) ]]>
Publisher : <![CDATA[Universitas Widyatama ]]>
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DOI: 10.33197/jitter.vol7.iss3.2021.671
<![CDATA[The traffic jam in various locations causes a decrease in the road service level and crossroads. To control the level of a traffic jam it is required to improve the intersection performance to reduce barriers, increase capacity, and reduce accidents. The purpose of this final project is to help solve the congestion problem that occurs at the Simpang Tlajung Gunung Putri. The data used are primary data that obtained through field surveys and the secondary data obtained from the Central Bureau of Statistics of Bogor District and various journals. The data analysis method uses manual calculations in accordance with the Indonesian Highway Capacity Manual (MKJI 1997). The existing condition of Simpang Gunung Putri Tlajung after being analyzed showed poor results with a capacity of 3676,509 pcu/hour; vehicle volume of 5622,27 pcu/hour; degree of saturated (DS) of 1,53; delay (D) -22,532 sec/pcu; queue probability of 218% (upper limit) and 100% (lower limit) and had a very poor level of intersection service. In overcoming the performance problems of Simpang Tlajung Gunung Putri 9 (nine) alternative solutions were carried out. The solution to the problem used is the last alternative solution, namely a combination of the installation of prohibited stop signs, restrictions on heavy vehicle operating hours, prohibition of turning right from the South approach (Narogong Highway To Cileungsi), the East approach (Wanaherang Highway) made one way to The Cibubur Alternative Road, and the South approach (Narogong Highway To Cileungsi) are made in one way towards Gunung Putri that shows a capacity value of 5695,091 pcu/hour; degree of saturated (DS) of 0,75; delay (D) 12,297 sec/pcu queue probability of 23%-46% and had a service level in category B which means the performance of the intersection is in good condition.]]>
<![CDATA[VARIASI SERAT GELAS PADA PAPAN SEMEN DENGAN MORTAR BUSA: VARIASI SERAT GELAS PADA PAPAN SEMEN DENGAN MORTAR BUSA ]]>
<![CDATA[Rikki Sofyan Rizal]]>;
<![CDATA[Pratikto]]>;
<![CDATA[Anni Susilowati]]>
<![CDATA[ Jurnal Ilmiah Teknologi Infomasi Terapan Vol. 8 No. 2 (2022) ]]>
Publisher : <![CDATA[Universitas Widyatama ]]>
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DOI: 10.33197/jitter.vol8.iss2.2022.839
<![CDATA[Foam mortar is a composite material consisting of a mixture of foaming fluid, cement, sand and water. Foam mortar technology is currently being developed and can be an option for cement board mixtures that have a light weight. Foam mortar cement board is one such product. Glass fiber has a fairly high tensile strength. This makes glass fiber potential as a reinforcing material in the manufacture of cement boards. The fiberglass used is fiber with a size of 31 x 31 cm and a thickness of 0.2-0.6 mm. The purpose of this study was to obtain a cement board with a small or light density, obtain the characteristics of a cement board with foam mortar and the addition of glass fiber, and obtain the optimum content of glass fiber for maximum flexural strength and still meet the requirements of SNI 15-0233-1989. The mixture ratio is 1 PC : 1.2 PS : 0.5 foam with FAS 0.47 and variations in glass fiber content of 0%, 8%, 16%, 23%, and 31% fiber by weight of cement. The results of the analysis show that the more glass fiber used can reduce the density, increase the water content, water absorption, and increase the flexural strength up to 10 times. The highest flexural strength was found in the variation of 31% fiber and the lowest was 0% fiber with values ??of 14,931 kg/cm2 and 1,195 kg/cm2. The addition of glass fiber also increases the nailing ability of the foam cement mortar board and complies with the SNI 15-0233-1989 standard. Key words : Cement Board; Foam Mortar; Fiberglass.]]>
<![CDATA[ANALISIS KINERJA SIMPANG APILL BERDASARKAN PKJI 2014 DIBANDINGKAN SOFTWARE PTV VISTRO: ANALISIS KINERJA SIMPANG APILL BERDASARKAN PKJI 2014 DIBANDINGKAN SOFTWARE PTV VISTRO ]]>
<![CDATA[Rikki Sofyan Rizal]]>;
<![CDATA[Eko Wiyono]]>;
<![CDATA[Rangga Danisworo]]>
<![CDATA[ Jurnal Ilmiah Teknologi Infomasi Terapan Vol. 8 No. 2 (2022) ]]>
Publisher : <![CDATA[Universitas Widyatama ]]>
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DOI: 10.33197/jitter.vol8.iss2.2022.841
<![CDATA[Analyzing the characteristic and causes of congestion in cities is the initial capital in order to determine traffic policies and appropriate management plans. One of the locations of congestion that needs to be reviewed is the intersection, because it is a meeting point of various movements from different directions. This research was conducted to analyze the performance of Simpang Empat Legundi using the PKJI 2014 method and then compared to PTV Vistro. The research began with the collection of both primary and secondary data to meet the intersection performance parameters of the store in PKJI (2014) and PTV Vistro. A comparison of the two methods is done to analyze different parameters in the analysis of the intersection performance. The results of the analysis on PKJI (2014) obtained a degree of saturation of 0.967 and a delay of 99.76 det / skr while at PTV Vistro showed a degree of saturation of 0.984 and a delay of 241.19 det / skr. The results of the analysis of both methods show the equation OF L with delay >80 det / skr Difference in value occurs due to PTV Vistro Data analysis to determine capacity, saturation degree, and delay analyzed with HCM 2010. Input values that are not in accordance with PKJI (2014) also affect the difference in the results of the analysis, including the direction of vehicle movement is not in accordance with the storage conditions, environmental conditions are considered the same every lane group i.e. CBD, and the saturated current value (S0) of 3600 which is considered the same in each lane group. Keywords : Intersection Performance; Parameters; PKJI 2014; PTV Vistro.]]>
<![CDATA[Analisis Waktu dan Biaya Perbandingan Erection Box Girder Menggunakan Metode Crane dan Launcher ]]>
<![CDATA[Bunga Islami Fortuna]]>;
<![CDATA[I Ketut Sucita]]>;
<![CDATA[Rikki Sofyan Rizal]]>
<![CDATA[ Jurnal Ilmiah Rekayasa Sipil Vol 18 No 2 (2021): Oktober 2021 ]]>
Publisher : <![CDATA[Pusat Penelitian dan Pengembangan Masyarakat (P3M), Politeknik Negeri Padang ]]>
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DOI: 10.30630/jirs.v18i2.627
<![CDATA[The most important thing in the construction of toll roads, especially elevated toll roads, is the erection girder. The implementation of this erection girder certainly requires a long time and a large cost, so it requires the right work method in its implementation. The construction of the X Section A Toll Road Project is the construction of an elevated toll road where its implementation is limited by time and cost so that it requires the right work method to achieve timely and cost-efficient project completion. The girder used in this project is a box girder with the implementation method using the crane and launcher method. This study aims to analyze the time and cost of comparing the implementation method of erection box girder using cranes and launchers to obtain a more efficient and effective implementation method. This research was conducted through field observations to observe the erection box girder time and collect secondary data regarding the method of implementing erection box girder. The analysis carried out in this study includes time calculation analysis by calculating the average time value of the erection box girder implementation using statistical formulas and cost analysis carried out by referring to the PUPR Ministerial Regulation Number 28/PRT/M/2016 concerning Analysis of Unit Prices for Public Work. Based on the outcomes of the calculation of time and cost analysis, the duration of the erection box girder with the crane method is 70.65 minutes and requires a cost of Rp 23,769,579 and the launcher method takes 48.12 minutes and costs Rp 11,834,500. Thus, it can be seen that the more efficient and effective erection box girder method is the launcher method with a cost difference of Rp 11935,079 and 32% efficiency. when compared to the crane method.]]>
<![CDATA[Efforts To Promote Infrastructure Through The Making Of A Light Steel Frame Bridge With Composite Floor In Nanggela Village ]]>
<![CDATA[Andi Indianto]]>;
<![CDATA[Tri Wulan Sari]]>;
<![CDATA[Rikki Sofyan Arizal]]>
<![CDATA[ ABDIMAS: Jurnal Pengabdian Masyarakat Vol. 5 No. 1 (2022): ABDIMAS UMTAS: Jurnal Pengabdian Kepada Masyarakat ]]>
Publisher : <![CDATA[LPPM Universitas Muhammadiyah Tasikmalaya ]]>
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DOI: 10.35568/abdimas.v5i1.1565
<![CDATA[The Civil Engineering Department of Road and Bridge Design Engineering Study Program in order to support the government's efforts to advance disadvantaged villages in infrastructure, contribute to advancing infrastructure in the village of Nanggela. Contributions are given in the form of community service activities, namely: construction of a lightweight steel bridge with composite floors that connects the villages of Nanggela – Nanggerang funded by the Politeknik Negeri Jakarta's research and community service unit. The implementation method carried out includes the preliminary stage, Bridge structure design stage, proposal preparation stage to UP2M PNJ, and Stage of activity implementation. The results obtained are the installation of a lightweight steel bridge using a composite floor that is able to connect between the villages of Nanggela and Nanggerang in Kali Caringin, RT 04 RW 03, Nanggerang Village, Kec. Tajur Halang, Bogor Regency, West Java and suitable for use by residents around the lightweight steel bridge with composite floors is a technological innovation in the field of bridge structures that can be applied to community service programs based on this study program.]]>
<![CDATA[RE-EVALUASI PENERAPAN SISTEM PENGUMPULAN TOL ELEKTRONIS DI INDONESIA ]]>
<![CDATA[Rikki Sofyan Rizal]]>;
<![CDATA[Rudy Hermawan K]]>;
<![CDATA[Titi Liliani S]]>
<![CDATA[ Jurnal Ilmiah Teknologi Infomasi Terapan Vol. 5 No. 2 (2019) ]]>
Publisher : <![CDATA[Universitas Widyatama ]]>
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DOI: 10.33197/jitter.vol5.iss2.2019.275
<![CDATA[In 2007, for the first time, an electronic toll collection system was implemented to overcome queues in toll gate, however its application was only limited for several toll road segments in Indonesia. After that in 2017 the Minister of Public Works and Public Housing issued regulation Number 16 / PRT / M / 2017 concerning Cashless Transactions on Toll Road, in October 31th 2017, to implement an electronic toll collection system in every toll gates in Indonesia. For this reason, it is necessary to evaluate the application of electronic transaction, systems that have been implemented at this time. From the analysis, it is obtained with this electronic system the average period of transaction for GTO is 3 seconds and GSO is 3.6 seconds, so that it meets the Toll Road SPM which is less than 5 seconds. For the results of capacity calculation, free flow booth has the highest capacity compared to the GTO and GSO. As well as for queuing analysis with booth capacity greater than the arrival rate of vehicles in all types of booth transaction, there is no queue at the booth transaction. On the other hand, with the implementation of the electronic toll collection system, currently 86% of respondents feel satisfied and there are several benefits obtained by toll operators such as the lower operating costs of booth. In the future BUJT has made preparations for the implementation of free flow transactions by coordinating between toll operators regarding the technology systems and processes to be implemented.]]>
<![CDATA[KAJIAN PENGGUNAAN WETFIX BE PADA BETON ASPAL CAMPURAN PANAS BERGRADASI SUPERPAVE ]]>
<![CDATA[Rikki Sofyan Rizal]]>;
<![CDATA[Anni Susilowati]]>;
<![CDATA[Heri Susanto]]>
<![CDATA[ Jurnal Ilmiah Teknologi Infomasi Terapan Vol. 5 No. 2 (2019) ]]>
Publisher : <![CDATA[Universitas Widyatama ]]>
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DOI: 10.33197/jitter.vol5.iss2.2019.280
<![CDATA[This research aims to evaluate the uses of Wetfix BE in graded superpave asphalt concrete hot mix for wearing course layers of flexible pavement, from the aspect of quality, which is characteristic of Marshall, deformation, surface roughness, and costs. In this research the use of Wetfix BE variations were 0.0%, 0.2%, 0.3%, and 0.4% of the KAO 6%. From the research, the use of Wetfix BE in the asphalt mixture didn]]>
<![CDATA[Kinerja Simpang Tak Bersinyal Pada Simpang Parung Bingung (Sawangan Depok) ]]>
<![CDATA[Rikki Sofyan Rizal]]>;
<![CDATA[Eko Wiyono]]>;
<![CDATA[Imtinan Safinatun Naja]]>;
<![CDATA[Mira Aulia Fita Sari]]>
<![CDATA[ Jurnal Ilmiah Teknologi Infomasi Terapan Vol. 9 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Widyatama ]]>
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DOI: 10.33197/jitter.vol9.iss1.2022.902
<![CDATA[Congestion often occurs at several points in the city of Depok, West Java. From the monitoring of google maps and direct site inspection, traffic conditions at the Parung Bingung Sawangan Intersection were observed to be quite severe. Congestion occurs due to the high volume of vehicles and the service level of poor Intersection performance. This final project research aims to analyse the dominant factors of the problems that occur at Intersection Parung Bingung in order to solve the problems that occur. The method used is manual analysis with the 2014 PKJI guidelines using primary data obtained from the results of a site survey and secondary data obtained from the Central Statistics Agency of Depok City, Depok City Transportation Service and various journals. The results of the research on the performance of the Unsignalized Intersection of Parung Bingung Intersection in category F (very bad), Degree of Saturation (DJ) above 0.85, High Delay (T) 124.09 sec/skr, Vehicle Volume 5811.06 skr/hour with Road Capacity (C) of 2810.98 cur/hour, and the queue probability (PA) is 156% the upper limit and 75% the lower limit. Therefore, the last alternative that is most appropriate is chosen by using a combined alternative between eliminating or reducing side barriers by installing stop signs, widening roads and changing traffic directions during rush hour.]]>
<![CDATA[MODIFIKASI CAMPURAN BETON ASPAL HRS-WC DENGAN MENGGUNAKAN BAHAN ANTI STRIPPING ]]>
<![CDATA[Rikki Sofyan Rizal]]>;
<![CDATA[Anni Susilowati]]>;
<![CDATA[Eko Wiyono]]>
<![CDATA[ Jurnal Ilmiah Teknologi Infomasi Terapan Vol. 9 No. 1 (2022) ]]>
Publisher : <![CDATA[Universitas Widyatama ]]>
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DOI: 10.33197/jitter.vol9.iss1.2022.937
<![CDATA[In road development, the main challenge is the pavement, especially asphalt concrete which breaks down quickly. The type of damage that is commonly found in Indonesia is premature surface damage, the visible symptoms of which are surface peeling, surface rutting, grain release and cracks. This typical damage for asphalt concrete pavement layers, is usually caused by low asphalt adhesion, this is marked by the release of grains due to no longer cohesion by asphalt which eventually gives water the opportunity to penetrate and destroy the asphalt concrete matrix. As a result, the mixture becomes loose and there is a lot of asphalt peeling on the surface layer. Based on this background, it is necessary to study the modification of the gap graded asphalt concrete mixture for Lataston HRS-WC by using anti-stripping materials. The purpose of conducting this research is to obtain the effect of anti-stripping materials in the gap graded asphalt concrete mixture on the properties of the Marshall test results in accordance with the 2018 Highways specifications. From the results of the tests carried out, the Optimum Asphalt Content (KAO) is 7.4%. With the KAO value, a test sample was made with the addition of Wetfix Be with a concentration of 0.2; 0.3 ; 0.4 and 0.5. The results obtained with the addition of Wetfix Be 0.30% increased the stability value to 1423.12 kg and Mashall quotient to 400.88 kg/mm. A high Marshall Quotent value indicates the mixture is stiff and has low flexibility.]]>
<![CDATA[PENERAPAN GEOTEKSTIL SEBAGAI INOVASI SUMUR RESAPAN UNTUK PENANGGULANGAN BANJIR DAN KETERSEDIAAN AIR TANAH ]]>
<![CDATA[Yelvi Yelvi]]>;
<![CDATA[Aisyah Salimah]]>;
<![CDATA[Rikki Sofyan Rizal]]>;
<![CDATA[Istiatun Istiatun]]>;
<![CDATA[Arliandy Pratama Arbad]]>
<![CDATA[ Jurnal Warta Desa (JWD) Vol. 4 No. 3 (2022): Jurnal Warta Desa (JWD) ]]>
Publisher : <![CDATA[Lembaga Penelitian dan Pengabdian Masyarakat Universitas Mataram ]]>
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DOI: 10.29303/jwd.v4i3.200
<![CDATA[Pemukiman di Kelurahan Beji Timur semakin padat sehingga lahan terbuka hijau semakin sedikit. Akibatnya resapan air ke dalam tanah semakin berkurang. Sehingga pada musim hujan terjadi limpasan air permukaan dan dapat mengakibatkan banjir. Sedangkan pada musim kemarau ketersediaan air tanah menjadi berkurang. Perlu adanya upaya inovatif untuk merekayasa model resapan air yang berkelanjutan, salah satunya melalui sumur resapan. Sumur resapan merupakan salah satu alternatif untuk perlindungan air tanah dan meminimalkan limpasan permukaan, karena sumur resapan mudah diaplikasikan di pemukiman penduduk dan dapat menyeimbangkan penggunaan air tanah. Pada kegiatan ini sumur resapan dibuat ditempat wudhu laki-laki dan perempuan dalam rangka meresapkan air wudhu ke dalam tanah agar dapat menjadi cadangan air tanah. Sumur resapan inovatif ini dibuat dengan memasang geotekstil diseluruh dinding dan dasar sumur resapan sehingga luas penyerapan air lebih banyak dibanding dengan sumur resapan konvensional. Agar posisi geotekstil menjadi kokoh, sekitar 50 cm dari dasar sumur dimasukkan batu kali dan di bagian atas dinding sumur dibuat lebih lebar dan dipasang pasangan bata untuk menahan geotekstil. Warga masyarakat terlibat pada saat persiapan, pelaksanaan maupun pasca pelaksanaan untuk mengetahui bagaimana program ini dapat berjalan dan sesuai dengan yang diharapkan. Luaran yang dihasilkan dalam kegiatan ini adalah Buku dan Paten Sederhana.]]>
