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<![CDATA[PERILAKU STRUKTUR TOWER TRANSMISI TIPE SUSPENSION TERHADAP BEBAN ANGIN ]]>
<![CDATA[Redaksi Tim Jurnal]]>
<![CDATA[ FORUM MEKANIKA Vol 7 No 1 (2018): JURNAL FORUM MEKANIKA ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknik - PLN ]]>
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DOI: 10.33322/forummekanika.v7i1.90
<![CDATA[The need for electricity supply in Indonesia is getting bigger along with the higher population growth. This gives encouragement to stakeholders to expand infrastructure development in the electricity sector. Nationally, the biggest demand for electricity is industrial sector, followed by household, business, and general sectors. In its application, the tower transmission structure has a major role to distribute the electricity needs in general. Transmission tower structure is classified as Truss structure. The truss frame is a structure consisting of a combination of rods forming triangular structures connected to each other, and encumbered in their joints. With the concept of balance of style and design of the existing code can be determined the capacity of tower and the response of the structure when carrying the primary loads, especially wind loads.]]>
<![CDATA[STUDI EKSPERIMENTAL KUAT LENTUR BAJA PROFIL I KOMPAK SIMETRIS GANDA BERDASARKAN RSNI 03-1729-201X ]]>
<![CDATA[Redaksi Tim Jurnal]]>
<![CDATA[ FORUM MEKANIKA Vol 6 No 2 (2017): JURNAL FORUM MEKANIKA ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknik - PLN ]]>
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DOI: 10.33322/forummekanika.v6i2.122
<![CDATA[The danger of buckling and instability structures easily occurs on the steel beam structure, it will make the structure fails before it reaches the cross section ultimate capacity.In that case the strength of a beam is not only determined by cross-section ultimate capacity. The instability of the structure causes lateral torsional buckling eventhough there is no torque on the beam. There is one way to support the stability of the beam; by installing lateral support on its side. This research is intended to obtain information about flexural strength by comparing the theoretical results based on SNI 03-1729-2002 and (Indonesian National Standard Draft) RSNI 03-1729.1- 201x with the results of experimental testing and finite element analysis results (using the ABAQUS program). The flexural specimens which are studied are in the long-span with a length of 3.3 meters span test. The loading uses three-point load system. The results of the test show information that flexural strength for the long-span specimen from experimental test results has the smallest difference of 33.18% of the theoretical result. As for analysis with FEM also hasthe same difference of 33.18% with the experimental results. Failure that occurs for long-span specimen is due to lateral torsional buckling failures.]]>
<![CDATA[EVALUASI KINERJA SIMPANG TAK BERSINYAL (Studi kasus: Simpang Tiga Jambu Jl.Raya Duri Kosambi) ]]>
<![CDATA[Redaksi Tim Jurnal]]>
<![CDATA[ FORUM MEKANIKA Vol 7 No 2 (2018): JURNAL FORUM MEKANIKA ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknik - PLN ]]>
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DOI: 10.33322/forummekanika.v7i2.204
<![CDATA[The increasing human need for motorized vehicles has an impact on the number of trips made by humans using motor vehicles will increase. This condition is seen during peak hours, namely during working hours and returning to work so that research is needed to reduce congestion and accidents that occur. Calculation of performance intersection use MKJI 1997. File of this research that got from survey in two times on one day, those are morning and afternoon. The results of the intersection research for the existing conditions produce a degree of saturation (DS) of 1.07. This value exceeds the limit suggested by MKJI 1997 for unsigned intersections (DS <0.75). some alternatives are used to improve the performance of the intersection. Alternative I is an unsignalized intersection by giving a traffic signal and produces DS = 0.92. Alternative II with geometric widening of road and traffic signal generating value DS = 0.74 and delay 32.16 det / smp. Level of intersection service is at level C which means stable traffic, travel speed and freedom of movement has been influenced by the large volume of traffic so that the driver can no longer choose the desired speed.]]>
<![CDATA[Perilaku Gedung Dengan Perbedaan Kekakuan Antar Lantai ]]>
<![CDATA[Tommy Iduwin]]>;
<![CDATA[Dicki Dian Purnama]]>
<![CDATA[ FORUM MEKANIKA Vol 8 No 1 (2019): JURNAL FORUM MEKANIKA ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknik - PLN ]]>
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DOI: 10.33322/forummekanika.v8i1.410
<![CDATA[Abstract Earthquake is one of the most frequent disasters in Indonesia. This is due to the location of Indonesia which is located between 3 active plates, namely the Pacific Plate, the Indo-Australian Plate and the Eurasian Plate. While from 2018 to date the biggest and worst earthquake in the Lombok Earthquake that occurred with magnitude reached 7 on the Richter Scale and hammer earthquakes with magnitude 7.4 on the Richter Scale. One of the frequent failures caused by the earthquake is the soft store. Soft story mainly occurs in office buildings, hotels or apartments which generally have a lobby or area that is intentionally made without walls / dividers, either on the ground floor or the upper floors so that inter-floor fuss will be different. In designing and modeling structures, buildings are generally designed with open frame type port without walls. The height of the column can also cause a difference between different floors. This study will compare between the wallless portal model with a higher level at the bottom of the building, the middle of the building and the top of the building, where a high level with smaller stiffness has the potential to be soft (soft story). In this study using ETABS 9.7.2 program with spectrum response dynamic load based on the 2017 earthquake map. Results The structure period of the results of the analysis with the program in the crack cross section condition was obtained at 2.01 seconds. The shape mode for the three PPKBB, PKBT and PKBA building types has met the requirements where in shape 1 and 2 building models are translating towards the x or y axis while in shape 3 mode they are twisted. The required mass participation ratio value is reached at the 90% percentage reached at the 8th shape mode for the PKBB and PKBT buildings. While for PKBA it is reached in the 5th shape mode. Deviation values for the three types of building PKBB, PKBT and PKBA are still within the permit limit. Keywords: earthquake, soft storey, spectrum response]]>
<![CDATA[Pengaruh Bubuk Fosfor Strontium Dan Limbah Plastik Pada Kuat Tekan Beton ]]>
<![CDATA[Dicki Dian Purnama]]>;
<![CDATA[Tommy Iduwin]]>;
<![CDATA[Ranti Hidayawanti]]>
<![CDATA[ FORUM MEKANIKA Vol 8 No 2 (2019): JURNAL FORUM MEKANIKA ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknik - PLN ]]>
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DOI: 10.33322/forummekanika.v8i2.751
<![CDATA[Beton merupakan material konstruksi yang paling lazim digunakan saat ini. Penggunaan beton secara massal akan berdampak pada lingkungan dengan semakin banyaknya eksplorasi material-material penyusunnya. Maka dari itu diperlukan suatu upaya untuk mengurangi resiko kerusakan lingkungan, salah satunya dengan memanfaatkan sisa limbah plastik. Bubuk fosfor strontium digunakan dengan harapan tercipta beton yang dapat berpendar saat gelap. Namun bubuk fosfor strontium masih belum banyak digunakan untuk campuran beton. Tujuan penelitian ini yaitu mengetahui pengaruh penggunaan limbah plastik dan bubuk fosfor strontium dalam hal kuat tekan beton. Penelitian yang akan dilakukan terdiri dari beberapa tahapan, pertama tahap identifikasi masalah dan bahan material penyusun beton, sehingga dapat diketahui karakteristik dari material tersebut. Tahap kedua yaitu desain campuran (mix design) beton yang menggunakan pedoman SNI 03-2834-2000. Tahap ketiga pembuatan benda uji kuat tekan dan panel beton yang dilakukan di laboratorium. Tahap keempat yaitu pengujian benda uji kuat tekan beton serta analisa hasil pengujian. Hasil pengujian kuat tekan beton terbesar yakni pada kondisi beton normal dengan nilai kuat tekan 26,03 MPa pada usia 28 hari dan yang terendah pada variasi 5 sebesar 12,83 MPa pada usia 28 hari.]]>
<![CDATA[Pengaruh Penggunaan Material Daur Ulang Terhadap Sifat Mekanik Beton Non Pasir ]]>
<![CDATA[Tommy Iduwin]]>;
<![CDATA[Dicki Dian Purnama]]>;
<![CDATA[Pratiwi Septyaning Putri]]>;
<![CDATA[Hastanto Siswo Martono]]>
<![CDATA[ FORUM MEKANIKA Vol 9 No 1 (2020): JURNAL FORUM MEKANIKA ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknik - PLN ]]>
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DOI: 10.33322/forummekanika.v9i1.1080
<![CDATA[Infrastructure development is increasing every year making the need for concrete materials increases. Using alternative materials can reduce the scarcity of material and environmental damage caused by taking and dredging the material. This research is to find out how much influence the recycled material has on the compressive strength of no fines concrete. The variations used are recycled materials of 0%, 25%, 50%, 75% and 100%. Mechanical testing conducted is a compressive strength test to determine the compressive strength of no fines concrete at the age of 7, 14 and 28 days. The ratio of cement and aggregate used is 1: 4 with FAS 0.5. This research uses 15 x 30 cm cylindrical molds with 45 test specimens. The test results show the highest compressive strength value of non-sand concrete occurs at 0% recycled material by 10.47 Mpa and the lowest compressive strength on non-sand concrete 100% recycled material is 8.39 Mpa. The percentage of absorption of no fines concrete shows that the more recycled material is used, the smaller the value of water absorption. The highest absorption value in no fines concrete is 0% recycled material, which is 5.93% and the smallest value is in the variation of no fines concrete 100% recycled material recycled material that is equal to 4.99%.]]>
<![CDATA[Uji Marshall Immersion Pada Campuran AC-WC Menggunakan Rechlamed Asphalt Pavement (RAP) ]]>
<![CDATA[Tommy Iduwin]]>;
<![CDATA[Dicki Dian Purnama]]>;
<![CDATA[Ranti Hidayawanti]]>
<![CDATA[ FORUM MEKANIKA Vol 9 No 2 (2020): JURNAL FORUM MEKANIKA ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknik - PLN ]]>
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DOI: 10.33322/forummekanika.v9i2.1123
<![CDATA[Using replacement materials in recent years is often used in research activities and also in construction activities. Reclaimed Asphalt Pavement (RAP) is an alternative material for use as a pavement material because it reduces the use of natural aggregates and new asphalt binders, which are needed to make asphalt mixtures. This research used a variation of RAP 0%, 25% and 35%. The test in reasearch is the Marshall test to determine the value of the optimum asphalt content and Marshall immersion. The mold of the test object used was a 3 x 4 inch cylinder with a total of 54 specimens. The results of the material characteristics test feel the 2018 highways specification standards. For the value of the Optimal Asphalt Content obtained for each variation is 5.4% for Rap 0%, 5.6 for Rap 25% and 6% for RAP 35%. In the marshall immersion test, the stability value of the remaining marshall after 24 hours of immersion was 91.4% for)% RAP, 90.7% for RAP 25% and 90.1% for RAP 35%. Keywords: AC-WC, RAP, Optimal Asphalt Content, Marshall Immersion]]>
<![CDATA[Penggunaan Limbah Karet Ban Terhadap Kuat Tekan Dan Penyerapan Paving Block ]]>
<![CDATA[Dicki Dian Purnama]]>;
<![CDATA[Tommy Iduwin]]>;
<![CDATA[Pratiwi Setyaning Putri]]>
<![CDATA[ FORUM MEKANIKA Vol. 12 No. 1 (2023): JURNAL FORUM MEKANIKA ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknik - PLN ]]>
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DOI: 10.33322/forummekanika.v12i1.1732
<![CDATA[Paving block adalah bahan bangunan yang terbuat dari campuran semen portland atau bahan perekat hidraulis lainnya, air dan agregat dengan atau tanpa bahan tambahan lainnya. Masalah lingkungan menjadi hal yang banyak diperhatikan belakangan ini. Pemanfaatan material limbah akan berdampak baik bagi lingkungan. Apalagi dalam penelitian ini penggunaan limbah digunakan untuk mereduksi sumber daya yang yang sulit diperoleh kembali jika telah habis yaitu pasir. Material limbah yang digunakan adalah ban karet. Pembuatan paving block yang digunakan pada penelitian ini dengan bahan subtitusi serbuk ban karet sebagai subtitusi agregat halus. Perbandingan bahannya adalah 1:4 dan 1:5 untuk semen dibandingkan dengan pasir. Variasi ban karet yang digunakan yaitu 0%, 5%, dan 10% untuk tiap perbandingan semen dan pasir. Pada umur beton 28 hari, hasil uji tekan terbesar diperoleh 19 MPa pada variasi 1. Sedangkan nilai terkecil sebesar 5,33 MPa diperoleh pada Variasi 6. Sementara prosentase penyerapan tertinggi diperoleh pada campuran perbandingan semen:pasir 1:4 sebesar 7,56%. Sedangkan prosentase nilai penyerapan terendah 3,26% diperoleh pada campuran perbandingan semen:pasir 1:5.]]>
<![CDATA[Perkembangan Teknologi Alat Berat di Era Konstruksi 4.0 ]]>
<![CDATA[Amalia Rizka Sugiarto]]>;
<![CDATA[Mochamad Malik Abdulah Saripudin]]>;
<![CDATA[Dicki Dian Purnama]]>
<![CDATA[ FORUM MEKANIKA Vol. 12 No. 1 (2023): JURNAL FORUM MEKANIKA ]]>
Publisher : <![CDATA[Sekolah Tinggi Teknik - PLN ]]>
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<![CDATA[The development of construction 4.0 is now increasing, the challenges that must be faced are increasingly diverse and complex. One of the significant challenges is the problem of increasing productivity, this problem occurs because of the increasing demand for infrastructure. The use of machine construction technology provides new opportunities for more efficient, smart and connected work. Several previous studies have discussed heavy equipment technology in the construction industry, such as analysis of the productivity of heavy equipment working time, implementation of construction automation, comparison of the productivity of manual and automated construction projects. The purpose of this study is to find out whether the development of heavy equipment adapts to the need for technological developments in the construction era 4.0. This study uses simple stages where after the literature is obtained, an analysis of the results of the literature obtained is carried out and validation is carried out by observing the object of research. Based on the analysis, it was concluded that 50% of the development of heavy equipment had matched the need for technological developments in the construction era 4.0. So this is a positive signal in increasing productivity which is the main problem in construction projects. Then the hope for the future is that all providers and users in the construction industry will always make continuous improvements to achieve an integrated infrastructure in the future.]]>
