Articles
<![CDATA[THE EFFECCT OF PAVER JOINT WIDTH ON THE CONSTRUCTION OF CONCRETE BLOCK PAVEMENT ON SLOPING ROAD SECTION ]]>
<![CDATA[Rachmat Mudiyono]]>
<![CDATA[ International Conference on Coastal and Delta Areas Vol 1, No 2 (2015): the 2th International Conference on Coastal and Delta Areas ]]>
Publisher : <![CDATA[International Conference on Coastal and Delta Areas ]]>
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<![CDATA[This research presents the construction of concrete block pavement (CBP) on sloping road section that influences the joint width between blocks. The effect of load transfer on the CBP behavior is discussed. The results of a series of tests conducted in laboratory with horizontal force test. The horizontal force testing installation was constructed within the steel frame 2.00 x 2.00 meter and forced from the side until CBP failure (maximum horizontal creep). The optimum joint width between blocks is 3 mm. For joint widths less than the optimum, the jointing sand was unable to enter inside between blocks. A large amount of sand remained outside the joint showing sand heaps on the block surface. The effect of the degree of slope on concrete block pavements on sloping road section area is significant with friction between blocks and thrusting action between adjacent blocks at hinging points is more effective with thicker blocks. The spacing of anchor beam will be increases with decreasing joint width.Keywords: Optimum, Joint width and Horizontal Creep.]]>
<![CDATA[Analisis Pengaruh Bentuk Paving Block Terhadap Kelendutan Perkerasan Jalan ]]>
<![CDATA[Rachmat Mudiyono]]>;
<![CDATA[Nadia Salsabilla Tsani]]>
<![CDATA[ Reviews in Civil Engineering Vol 3, No 1 (2019): Reviews in Civil Engineering ]]>
Publisher : <![CDATA[Universitas Tidar ]]>
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DOI: 10.31002/rice.v3i1.1231
<![CDATA[Perkerasan paving block atau Concrete Block Pavement (CBP) banyak digunakan dan menjadi pilihan yang menarik untuk perkerasan jalan. Variasi bentuk yang banyak dan mudah di aplikasikan menjadikan paving block sering digunakan pada perkerasan jalan di kawasan perkotaan maupun perumahan,paving block yang dibedakan menjadi 3 kategori yaitu four dented, two dented dan no dented. Ketiga jenis kategori paving block tersebut memiliki spesifikasi dan bentuk penguncian atau interlockingnya yang berbeda. Dengan menganalisa beberapa kategori paving block menggunakan portal dan alat sederhana yang bertujuan untuk mengetahui lendutan yang terjadi serta interlockingnya dengan menggunakan laying patern yang bebeda dan jarak sambung paving 3 mm, 4 mm, 5 mm. Analisa hasil praktikum yang didapatkan lendutan maksimum pada paving block bentuk bata menggunakan laying patern Strecher bond dan tanpa menggunakan bedding sand sebesar 5,8 cm. dan lendutan terkecil terjadi pada paving unipave (cacing) dengan jarak sambung sebesar 3 mm yaitu sebesar 1,3 cm. Lendutan itu terjadi bahwa bentuk-bentuk paving block sangat mempengaruhi terhadap kelendutan paving block, sehingga semakin besar ukuran tebal dan bentuk paving block maka kelendutan yang terjadi pada paving block semakin besar dan itu di miliki pada paving block jenis bata, sedangkan jika paving block memiliki ukuran tebal dan bentuk yang lebih kecil maka kelendutan yang terjadi pada paving block tersebut semakin kecil. Interlocking pada paving block juga mempengaruhi kelendutan yang terjadi pada paving block, Interlocking yang terjadi pada paving block ketiga jenis yang kami gunakan mempunyai penguncian yang berbeda. Semakin besar jarak interlockingnya pada paving block unipave, unidecore maupun bata maka lendutan yang terjadi akan semakin besar. Tetapi jika paving block memiliki interlocking semakin kecil maka akan mengurangi lendutan yang terjadi pada paving block.]]>
<![CDATA[Do Project Management Determine Successful Completion of Projects? A Study of Indonesian Contractors ]]>
<![CDATA[Aris Subagio]]>;
<![CDATA[Rachmat Mudiyono]]>;
<![CDATA[Sumirin Sumirin]]>
<![CDATA[ Pondasi Vol 27, No 2 (2022): Desember 2022 ]]>
Publisher : <![CDATA[UNISSULA Semarang ]]>
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DOI: 10.30659/pondasi.v27i2.28371
<![CDATA[AbstractFor a successful execution of construction projects, project owners and contractors need for a good management system capable of monitoring and evaluating progress of the project. By employing a descriptive quantitative method, this study aimed to explore project management components used by contractors in the city of Kudus, Central Java Indonesia and to find out its relation to successful completion of their projects and determine the most dominant component in the management. Data for the study were in the form of numbers collected from 100 respondents through survey. Finding of the study were then quantitatively analyzed based on our pre-determined criteria. Our findings showed successful completion of projects was very much determined by the quality of project management, including planning, organizing, actuating and controlling. Among those four components of management, organization was the most dominant aspect to influence successful execution of a project. Role of organization in the project was critical to coordinate parties by which they were enabled to supervise, optimize specialization, efficiently use the budget and build harmonious relationship among parties.Keyword: Management, Contractor, Work Quality]]>
<![CDATA[ANALISIS ABILITY TO PAY DAN WILLINGNESS TO PAY TARIF BUS RAPID TRANSIT TRANS JATENG ]]>
<![CDATA[Arif Rahman]]>;
<![CDATA[Rachmat Mudiyono]]>;
<![CDATA[Kartono Wibowo]]>
<![CDATA[ Rang Teknik Journal Vol 6, No 1 (2023): Vol. 6 No. 1 Januari 2023 ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Muhammadiyah Sumatera Barat ]]>
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DOI: 10.31869/rtj.v6i1.3430
<![CDATA[Kawasan perkotaan merupakan daya tarik dalam segala bidang bagi wilayah sekitar. Fenomena kepadatan dan kemacetan lalu lintas menuju kawasan perkotaan merupakan masalah serius dalam sistem transportasi. Pengembangan transportasi perkotaan aglomerasi menjadi upaya memecahkan permasalahan tersebut. Bus Rapid Transit (BRT) merupakan konsep pengembangan transportasi pada kawasan perkotaan aglomerasi dengan penerapan sistem pelayanan yang cepat, jalur tetap dan jadwal teratur. Tarif merupakan daya tarik utama dalam sistem transportasi. Selain penetapan tarif atas dasar biaya operasional kendaraan, perlu juga dikaji kemampuan daya beli masyarakat pengguna transportasi agar nilai tarif yang ditetapkan dapat diterima masyarakat. Desain dalam penelitian ini adalah penelitian kuantitatif dengan fokus studi kasus transportasi. Data penelitian diambil dengan metode kuesioner dengan tujuan untuk mendapatkan nilai kemampuan bayar dan kesediaan bayar pengguna transportasi. Sampel yang digunakan dalam penelitian ini adalah pengguna Bus Rapid Transit (BRT) Trans Jateng koridor Semarang-Gubug yang berusia 15-65 tahun dengan pendidikan minimal Sekolah Menengah Pertama. Dari hasil penelitian diperoleh nilai tarif kemampuan daya beli pengguna jasa transportasi, untuk kategori pelajar/buruh/veteran nilai ATP sebesar Rp. 4.626,00 dan nilai WTP Rp. 2.976,00; kategori umum, nilai ATP Rp. 9.981,00; dan nilai WTP Rp. 4.061,00. Hasil penelitian ini diharapkan dapat digunakan sebagai bahan pertimbangan pengelola dalam penetapan tarif operasional Bus Rapid Transit (BRT) Trans Jateng sehingga terjadi keseimbangan antara kepentingan penyedia dan pengguna jasa transportasi.]]>
<![CDATA[Evaluasi Manajemen Rekayasa Lalu Lintas di Central Business District ]]>
<![CDATA[Achmad Choliq Anwar]]>;
<![CDATA[Rachmat Mudiyono]]>;
<![CDATA[Soedarsono .]]>
<![CDATA[ Jurnal Manajemen Transportasi & Logistik (JMTRANSLOG) Vol 9, No 2 (2022): JULI ]]>
Publisher : <![CDATA[Institut Transportasi dan Logistik Trisakti ]]>
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DOI: 10.54324/j.mtl.v9i2.777
<![CDATA[One of the centers of economic activity in Semarang City is the Tugu Muda Central Business District (CBD) area which is located on the Imam Bonjol, Captain Piere Tendean, and Pemuda roads. This area is a center of community movement which has a very high traffic pull generation, causing congestion. The Semarang City Government since 2017 until now (2022) has implemented a One Way System in the area. Therefore, it is necessary to evaluate the existing traffic services after 5 years of implementation.This research was conducted to determine the effectiveness and efficiency of the existing One Way Traffic System during the morning peak hour. The trick is to compare performance using 2 alternative scenarios. Alternative I uses a two-way system without parking lanes and Alterntive II uses a two-way system with parking lanes. The method used is a case study based on MKJI calculations and the use of the Contram Release 5.09 application. The results of the analysis show that for the performance of roads (micro), namely V/C Ratio and speed, the One Way System has a better value than Alternative I and Alternative II. For road network performance (macro) which consists of travel time, mileage, network speed, and fuel consumption also has a better value. One Way System after 5 years is still feasible.]]>
<![CDATA[EVALUASI MANAJEMEN REKAYASA LALU LINTAS DI CBD KOTA SEMARANG DENGAN APLIKASI CONTRAM ]]>
<![CDATA[Achmad Choliq Anwar]]>;
<![CDATA[Rachmat Mudiyono]]>;
<![CDATA[Soedarsono Soedarsono]]>
<![CDATA[ Rang Teknik Journal Vol 6, No 2 (2023): Vol. 6 No. 2 Juni 2023 ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Muhammadiyah Sumatera Barat ]]>
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DOI: 10.31869/rtj.v6i2.3661
<![CDATA[One of the centers of economic activity in Semarang City is the Tugu Muda Central Business District (CBD) area which is located on the Imam Bonjol, Captain Piere Tendean, and Pemuda roads. This area is a center of community movement which has a very high traffic pull generation, causing congestion. The Semarang City Government since 2017 until now (2022) has implemented a One Way System in the area. Therefore, it is necessary to evaluate the existing traffic services after 5 years of implementation. This research was conducted to determine the effectiveness and efficiency of the existing One Way Traffic System during the morning peak hour. The trick is to compare performance using 2 alternative scenarios. Alternative I uses a two-way system without parking lanes and Alternative II uses a two-way system with parking lanes. The method used is a case study based on MKJI calculations and the use of the Contram Release 5.09 application. The results of the analysis show that for the performance of roads (micro), namely V/C Ratio and speed, the One Way System has a better value than Alternative I and Alternative II. For road network performance (macro) which consists of travel time, mileage, network speed, and fuel consumption also has a better value. One Way System after 5 years is still feasible.]]>
<![CDATA[Performance of Asphalt Wearing Course Against The Immersion Effect Of Tide Water (Rob) With Added Materials Polyethylene And Fine Aggregate Slag ]]>
<![CDATA[Juny Andry Sulistyo]]>;
<![CDATA[P Pratikso]]>;
<![CDATA[Rachmat Mudiyono]]>
<![CDATA[ JACEE (Journal of Advanced Civil and Environmental Engineering) Vol 6, No 1 (2023): April ]]>
Publisher : <![CDATA[Universitas Islam Sultan Agung ]]>
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DOI: 10.30659/jacee.6.1.24-32
<![CDATA[Rob or tide water is a flood of seawater or rising sea level caused by high tide inundating land. Heavy traffic and tidal immersion on main roads result in permanent deformation require quality asphalt that is resistant to tidal immersion and traffic loads. The use of a combination of LDPE and aggregate slag is an unprecedented update. Polyethylene (PE) plastic waste provides water resistance therefore the combination can be a new Job Mix Formula that is able to withstand tidal immersion (rob) allowing it to be used in the construction of road structures (Flexible Pavement). The duration of immersion is 7 days, 14 days and 21 days and the soaking method consists of immerse with a continuous pattern and soaking with a periodic / cyclic pattern (intermittent). Job Mix Formula that can be used on asphalt concrete wearing course modification is a combination of 50% Slag aggregate and 6% LDPE while asphalt concrete wearing course modification of 0% and 100% Slag Aggregate grades with LDPE 0%, 2%, 4%, 8%, 10% and 18% cannot be used as road pavement because it does not meet the requirements of Bina Marga technical specifications.]]>
<![CDATA[Pengaruh Lamanya Perendaman Terhadap Absorpsi, Ketahanan Aus, dan Kuat Tekan Paving Block ]]>
<![CDATA[Bina Arumbinang Wajdi*]]>;
<![CDATA[Rachmat Mudiyono]]>;
<![CDATA[Soedarsono Soedarsono]]>
<![CDATA[ JIM: Jurnal Ilmiah Mahasiswa Pendidikan Sejarah Vol 8, No 4 (2023): Agustus, Social Religious, History of low, Social Econmic and Humanities ]]>
Publisher : <![CDATA[Universitas Syiah Kuala ]]>
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DOI: 10.24815/jimps.v8i4.27082
<![CDATA[Paving block memiliki kelebihan dibanding perkerasan jalan lainnya, namun pada kenyataannya kondisi lapangan tidak selalu kering, dan sering terjadi pemasangan perkerasan paving block tanpa menghiraukan umur rencananya. Hal tersebut bisa saja mempengaruhi kualitas dari paving block. Tujuan dari penelitian ini adalah untuk mengetahui pengaruh lama perendaman dan umur paving block yang ditinjau dari besar absorpsi, ketahanan aus, dan kuat tekan. Paving block yang digunakan adalah model batu bata (holland) manual yang didapat dari Banyubiru dan mekanis yang didapat dari Semarang. Variasi lama perendamannya adalah 0, 12, 24, 36, 48 (jam), dengan umur paving block 7, 14, 21, 28 (hari) dan hasil analisa data menggunakan uji T. Hasil pengujian absorpsi paving block manual maupun mekanis menunjukkan bahwa semakin lama perendaman semakin meningkat nilai absorbsinya. Hasil ketahanan aus paving block manual maupun mekanis menunjukkan bahwa benda uji tanpa perlakuan memiliki nilai aus yang lebih kecil dan semua hasil uji memenuhi syarat SNI 03-0361-1996 mutu A. Kuat tekan maksimal paving block manual terjadi pada umur 28 hari tanpa perlakuan sebesar 13,334 MPa. Kuat tekan paving block mekanis maksimal adalah 25,297 MPa terjadi pada paving tanpa perendaman.]]>
<![CDATA[Pengaruh Lamanya Perendaman Terhadap Absorpsi, Ketahanan Aus, dan Kuat Tekan Paving Block ]]>
<![CDATA[Bina Arumbinang Wajdi]]>;
<![CDATA[Rachmat Mudiyono]]>;
<![CDATA[Soedarsono Soedarsono]]>
<![CDATA[ Proceedings Series on Physical & Formal Sciences Vol. 6 (2023): Prosiding Seminar Nasional Teknik (SENATEK) 2023 ]]>
Publisher : <![CDATA[UM Purwokerto Press ]]>
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DOI: 10.30595/pspfs.v6i.849
<![CDATA[Paving blocks are considered advantageous over other road surfaces, and it is undeniable that paving blocks are an alternative road surface whose quality is still affected by water flooding. The objective of this study was to determine the effects of soaking time and age of paving blocks in terms of absorption, wear resistance, and compressive strength. The paving blocks used were manual (Holland) brick models obtained from Banyubiru and mechanical ones obtained from PT Pohon Cemara Semarang. The variations soaking times were 0, 12, 24, 36, 48 (hours) for 7, 14, 21, 28 (days) old pavers. The tests conducted were absorption, wear resistance, and compressive strength tests of paving blocks, carried out in the UNISSULA civil engineering laboratory. The results of absorption tests manual and machine paving block showed that value of the absorption test increased with increasing soaking time. The results of wear resistance of manual and machine pavers show that the untreated samples had a lower wear value and all test results met the requirements of SNI 03-0361-1996 Quality A. The maximum compressive strength of manual paving blocks at 28 days of age without treatment is 13.334 MPa. The maximum compressive strength of machine-made pavers is 25.297 MPa for paving blocks without immersion.]]>
<![CDATA[DAMPAK PEMBANGUNAN JALAN KERETA API LAYANG DI RUAS PERSIMPANGAN PALANG JOGLO SURAKARTA ]]>
<![CDATA[Sondang Kuncoro]]>;
<![CDATA[Rachmat Mudiyono]]>;
<![CDATA[Soedarsono]]>
<![CDATA[ Jurnal Cahaya Mandalika ISSN 2721-4796 (online) Vol. 3 No. 1: Jurnal Cahaya Mandalika ]]>
Publisher : <![CDATA[Institut Penelitian Dan Pengambangan Mandalika Indonesia (IP2MI) ]]>
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DOI: 10.36312/jcm.v3i1.2091
<![CDATA[The Joglo intersection is a confluence of two national roads, namely Jl. Ki Mangunsarkoro and Jl. Youth Pledge. Then two provincial roads namely Jl. Colonel Sugiono who headed towards Purwodadi and Jl. Pierre Tendean. The traffic flow at the Joglo intersection is getting denser. This study aims to determine the level of service at level crossings at Joglo Crossings. Data collection was carried out by means of a direct survey at the intersection of the joglo cross section during peak hours in the morning, afternoon and evening from 06.00 - 18.00 WIB. From the survey results, grouping was carried out on each segment at the intersection and presented in the form of a vehicle table. In calculating the intersection analysis using the 1997 Indonesian Road Capacity Manual. The performance results of the Surakarta joglo intersection before construction showed that the degree of saturation in the morning was 0.612, the degree of saturation during the day was 0.474 indicating the level of class C road service. The degree of saturation in the afternoon was 0.969 indicating the level of class E road service, while the degree of saturation at construction shows the morning of 0.620, the degree of saturation during the day is 0.634 which indicates the level of class C road service. The degree of saturation in the afternoon is 1.064 which indicates the level of class F road service. In the Elevated Railway Development Project there will be narrowing on certain sections due to With this development, traffic engineering management was carried out while construction was in progress.]]>
