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Margareth E. Bolla
Jurusan Teknik Sipil Fakultas Sains Dan Teknik Universitas Nusa Cendana
Civil Engineering, Building, Construction & Architecture

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KAJIAN PERBAIKAN PATAHAN PADA RUNWAY Bolla, Margareth E.; Cornelis, Remigildus; Amtiran, Jelmi Y.
Jurnal Teknik Sipil Vol 2, No 1 (2013): Jurnal Teknik Sipil
Publisher : Jurnal Teknik Sipil

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Abstract

At the runway pavement of El Tari Kupang Airport, there was damage in the form of fracture that occurred at the edge of the pavement, which could disrupt aircraft traffic line. Due to the problem, the purposes of this research are to find out the cause of fracture, and to assess the reconstruction of the runway pavement that has been done by PT Angkasa Pura, Kupang. As the research conducted, it was found out that the cause of the fracture was more prevalent due to the lack of drainage system of the Airport. The slope of the runway shoulder was only 1.60% - 1.80%, was improper to the FAA minimum standard of slope that was 2.50% - 5.00%, and the unavailability of inlet pipes for subsurface drainage. The result of reconstruction done by PT Angkasa Pura has fulfilled the FAA standard. The total thickness of the reconstruction is 52.00 cm, is compliant with the minimum thickness of FAA standard 50.07 cm. However, the reconstruction of the pavement would be for short term solution only because of the poor drainage system of El Tari Kupang Airport has not been handled properly.
ANALISIS RUAS JALAN RAWAN KECELAKAAN LALULINTAS MENGGUNAKAN SISTEM INFORMASI GEOGRAFIS Weo, Ronel V. S.; Bolla, Margareth E.; Messah, Yunita A.
Jurnal Teknik Sipil Vol 4, No 2 (2015)
Publisher : Jurnal Teknik Sipil

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Abstract

Tujuan dari penelitian ini adalah untuk mengetahui karakteristik ruas jalan yang teridentifikasi sebagai lokasi kecelakaanlalu lintas menurut data kecelakaan di kota Kupang, mengetahui lokasi ruas jalan rawan kecelakaan lalu lintasdi Kota Kupang, dan menyusun database kecelakaan berbasis Sistem Informasi Geografis di Kota Kupang. Analisis data kecelakaan tahun 2011 sampai 2013 untuk jalan arteri dan kolektor di kota Kupang menggunakan metode UCL (Upper Control Limit) dalam Quantum GIS Chugiak 2.4. Dari hasil analisis maka ruas jalan rawan kecelakaan yang di dapat adalah Jalan Timor Raya dengan fungsi jalan Arteri Primer, nilai APW (Accident Point Weightage) = 485 dan nilai UCL(Upper Control Limit) = 102.235, jalan Frans Seda dengan fungsi jalan Kolektor Primer, nilai APW (Accident Point Weightage) = 122.8 dan nilai UCL(Upper Control Limit) = 89.566, jalan Adi Sucipto dengan fungsi jalan Arteri Sekunder, nilai APW (Accident Point Weightage) = 94.4 dan nilai UCL(Upper Control Limit) = 88.009. Untuk database kecelakaan lalu lintas di kota Kupang tahun 2011 sampai 2013 dari Dirlantas Kota Kupang tersusun dalam interface program Arcview GIS 3.3, data kecelakaan yang dicatat bisa diinput kedalam interface dan menjadi satu kesatuan dengan informasi lain, seperti peta, hasil analisis dan hasil geometrik jalan. This study aims to determine the characteristic of the roads which were identified as the locations of traffic accidents, to know the accident-prone roads, and to compile a database of traffic accidents by using Geographic Information Systems (GIS), based on traffic accident data from years 2011 to 2013 in Kupang City. The traffic accident data analysis for arterial and collector roads were done using UCL (Upper Control Limit) method and processed by Quantum GIS 2.4 Chugiak program. The results showed that the accident-prone roads were: Timor Raya with the function of a primary artery road which had APW (Accident Point Weightage) value amounted to 485, and the value of UCL (Upper Control Limit) was 102,235; Frans Seda road with primary collector road function which had APW value amounted to 122,8 and UCL value = 89,566; Adi Sucipto with secondary arterial road function, APW value = 94,4 and UCL value = 88,009. Database of traffic accidents from years 2011 to 2013 were obtained from The Directorate of Traffic of Kupang City organized into ArcView GIS 3.3 program interface. The accident data obtained were inputted into the interface and be integrated with other information, such as maps of the area and the road network, data of road geometric inventory, and the results of the analysis of traffic accidents.
PERBANDINGAN NILAI EKIVALENSI KENDARAAN RINGAN TIME HEADWAY METHOD DAN PKJI 2014 PADA SIMPANG APILL KUPANG Bolla, Margareth E.; Chandra, Kavin J.; Utomo, Sudiyo; Rizal, Andi H.
Jurnal Teknik Sipil Vol 9, No 1 (2020)
Publisher : Jurnal Teknik Sipil

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Abstract

Arus lalu lintas dinyatakan dalam satuan kendaraan ringan dengan konversi yang disebut  nilai ekivalensi kendaraan ringan (ekr) yang terdapat dalam PKJI 2014. Nilai ekr untuk saat ini ditetapkan dari penelitian secara empiris yang dilaksanakan pada tahun 1991 sampai tahun 1996 sehingga nilai ekr tersebut tidak relevan dengan kondisi lalu lintas saat ini. Penelitian ini bertujuan untuk menganalisis nilai ekr pada simpang APILL di simpang 4 El Tari dan Kirab kota Kupang dengan menggunakan metode time headway untuk membandingkan  nilai tersebut dengan ketetapan pada PKJI 2014, serta menganalisis kinerja simpang. Hasil analisis menunjukkan perbedaan antara nilai ekr hasil analisis dengan PKJI 2014, dimana dengan metode time headway didapat ekr untuk Kendaraan Berat (HV) 6,61 dan untuk Sepeda Motor (MC) 0,59. Analisis  kinerja pada simpang Kirab menghasilkan nilai derajat kejenuhan rata-rata simpang 1,21, panjang antrian maksimum 164,54 meter pada pendekat Frans Seda 2 (FS2) dan tundaan rata-rata simpang 215,52 det/skr dengan tingkat layanan pada level F yaitu kategori tingkat pelayanan terburuk, sedangkan untuk simpang El Tari menghasilkan nilai derajat kejenuhan rata-rata simpang 1,21, panjang antrian maksimum 214,19 meter pada pendekat El Tari (ET) dan tundaan rata-rata simpang 229,44 det/skr dengan tingkat layan pada level F yaitu kategori tingkat pelayanan terburuk.Traffic flow is expressed in units of light vehicles with a conversion value called the passenger car unit (pcu) value that can be found in IHCG 2014. The current pcu value is determined from empirical research conducted from 1991 to 1996 so that it is not relevance with current traffic conditions. This research with the aim to analyzing the pcu value at the signalised intersection at the 4 intersection  of El Tari and Kirab in Kupang city by using the time headway method to compare these values with the provisions in the IHCG 2014, also analyze intersection performance. The results shows that differences in value of the analysis with IHCG 2014, where the value for Heavy Vehicles (HV) is 6.61 and for Motorcycles (MC) is 0.59. The performance analysis at the Kirab intersection produces the average degree of saturation value at the intersection is 1.21, the maximum queue length is 164.54 meters in the Frans Seda 2 approach (FS2) and t.e average delay intersection is 215.52 sec/pcu atF service level which is the worst service level category, while for the El Tari?s intersection produce the average degree of saturation value at the intersection is 1.21, the maximum queue length is 214.19 meters in the El Tari approach (ET) and the average delay of intersections is 229.44 sec/pcu at F service level which is the worst service level category.
PERBANDINGAN NILAI EKIVALENSI KENDARAAN RINGAN TIME HEADWAY METHOD DAN PKJI 2014 PADA SIMPANG APILL KUPANG Bolla, Margareth E.; Chandra, Kavin J.; Utomo, Sudiyo; Rizal, Andi H.
Jurnal Teknik Sipil Vol 9, No 1 (2020)
Publisher : Jurnal Teknik Sipil

Show Abstract | Download Original | Original Source | Check in Google Scholar | Full PDF (228.66 KB)

Abstract

Arus lalu lintas dinyatakan dalam satuan kendaraan ringan dengan konversi yang disebut  nilai ekivalensi kendaraan ringan (ekr) yang terdapat dalam PKJI 2014. Nilai ekr untuk saat ini ditetapkan dari penelitian secara empiris yang dilaksanakan pada tahun 1991 sampai tahun 1996 sehingga nilai ekr tersebut tidak relevan dengan kondisi lalu lintas saat ini. Penelitian ini bertujuan untuk menganalisis nilai ekr pada simpang APILL di simpang 4 El Tari dan Kirab kota Kupang dengan menggunakan metode time headway untuk membandingkan  nilai tersebut dengan ketetapan pada PKJI 2014, serta menganalisis kinerja simpang. Hasil analisis menunjukkan perbedaan antara nilai ekr hasil analisis dengan PKJI 2014, dimana dengan metode time headway didapat ekr untuk Kendaraan Berat (HV) 6,61 dan untuk Sepeda Motor (MC) 0,59. Analisis  kinerja pada simpang Kirab menghasilkan nilai derajat kejenuhan rata-rata simpang 1,21, panjang antrian maksimum 164,54 meter pada pendekat Frans Seda 2 (FS2) dan tundaan rata-rata simpang 215,52 det/skr dengan tingkat layanan pada level F yaitu kategori tingkat pelayanan terburuk, sedangkan untuk simpang El Tari menghasilkan nilai derajat kejenuhan rata-rata simpang 1,21, panjang antrian maksimum 214,19 meter pada pendekat El Tari (ET) dan tundaan rata-rata simpang 229,44 det/skr dengan tingkat layan pada level F yaitu kategori tingkat pelayanan terburuk.Traffic flow is expressed in units of light vehicles with a conversion value called the passenger car unit (pcu) value that can be found in IHCG 2014. The current pcu value is determined from empirical research conducted from 1991 to 1996 so that it is not relevance with current traffic conditions. This research with the aim to analyzing the pcu value at the signalised intersection at the 4 intersection  of El Tari and Kirab in Kupang city by using the time headway method to compare these values with the provisions in the IHCG 2014, also analyze intersection performance. The results shows that differences in value of the analysis with IHCG 2014, where the value for Heavy Vehicles (HV) is 6.61 and for Motorcycles (MC) is 0.59. The performance analysis at the Kirab intersection produces the average degree of saturation value at the intersection is 1.21, the maximum queue length is 164.54 meters in the Frans Seda 2 approach (FS2) and t.e average delay intersection is 215.52 sec/pcu atF service level which is the worst service level category, while for the El Tari’s intersection produce the average degree of saturation value at the intersection is 1.21, the maximum queue length is 214.19 meters in the El Tari approach (ET) and the average delay of intersections is 229.44 sec/pcu at F service level which is the worst service level category.
Co-Authors Chandra, Kavin J. Christofel N. Bara Danial Nesnay Elia Hunggurami Hale Kore, Desri M. Hale Kore, Desri M. Jean T. R. N. Blegur, Jean T. R. N. Jelmi Y. Amtiran Judi K. Nasjono Karels, Dolly W. Karels, Dolly W. Laning, Rezky L. Laning, Rezky L. Lauren Johanes, Lauren Messakh, Papy Messakh, Papy Michal M. Bunga Koreh Nene O. C. Kase, Nene O. C. Nitti, Grace D. Nitti, Grace D. Pedelati, Marchninth A. Pidor, Maria S. Pidor, Maria S. Remigildus Cornelis Rizal, Andi H. Ronel V. S. Weo, Ronel V. S. Rosmiyati A. Bella Ruslan Ramang SATRIYAS ILYAS Sepriulus S. Nauk Sudiyo Utomo Tri M. W. Sir Tri M.W. Sir Tri Mardiyati W. Sir Tri Mardiyati Wahyuningsih Sir Utama, Andi A.A.W. Utama, Andi A.A.W. Yappy, Ricky A. Yappy, Ricky A. Yunita A. Messah