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<![CDATA[ANALISIS PERBANDINGAN PASIR JAMBI DAN PASIR PONTIANAK TERHADAP KUAT TEKAN BETON ]]>
<![CDATA[Sahat Martua Sihombing]]>;
<![CDATA[Parlindungan Panjaitan]]>;
<![CDATA[Achmad Pahrul Rodji]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 1 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i1.153
<![CDATA[This study aims to analyze the comparison of Jambi sand and Pontianak sand to the compressive strength ofconcrete. Concrete is a mixture obtained by mixing Portland cement, water and aggregate, which is an additivethat varies greatly from chemical additives. For the construction of roads, bridges, buildings, etc. which are in theconcrete mix. Aggregate is the largest part in the formation of concrete, while cement and water will form a pastethat will bind the aggregate. Concrete is a function of its constituent materials consisting of cement, hydraulic,fine aggregate, water and admixture additives. In this study, there are two types of fine aggregate used, namelyJambi Sand and Pontianak Sand. The quality results of Jambi Sand met the organic standard and test by achievinga result of 3, while the quality of Pontianak Sand on the organic test reached 5, and in terms of specific gravity,Pontianak Sand was better than Jambi Sand. The results of the compressive strength of concrete with Jambi Sandand Pontianak Sand were found to be stronger with Pontianak Sand with an average of 63.60]]>
<![CDATA[ANALISIS TEBAL PERKERASAN LENTUR PADA APRON PANGKALAN UDARA SAUMLAKI DI TANIMBAR MALUKU ]]>
<![CDATA[Muhammad Fahmi Tri Susilo]]>;
<![CDATA[Achmad Pahrul Rodji]]>;
<![CDATA[Lydia Darmiyanti]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 1 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i1.154
<![CDATA[Currently, Maluku Province is one of the provinces in Indonesia that is experiencing significantdevelopment. This condition affects the number of use of commercial aviation services that will enter and leaveour area both now and in the future. The air base is one of the air bases in the Tanimbar Islands, Maluku Provincewhich currently serves domestic flights. This air base uses a single runway which is the simplest configurationwith a capacity of 7-12 movements per day in VFR (Visual Flight Rules) conditions and 7-10 movements per dayin IFR (Instrument Flight Rules) conditions. The analysis of the flexible pavement thickness of the apron at theSaumlaki Air Base aims to determine the thickness of the pavement layer at the Air Base. The planning methodused is the FAA (Federal Aviation Administration) method. The first step that needs to be considered is the CBR(California Bearing Ratio) value of the subgrade, the determination of the modulus of subgrade value, theselection of the plan plane, the MTOW of the aircraft, the load of one aircraft wheel (W2), corrected departure(R2), the load of one wheel of the aircraft plan (W1 ) and equivalent annual deparatures of the planned aircraft(R1). This pavement thickness analysis uses Boeing 737-900ER and C-130 plan aircraft. Based on the dataobtained, then the plan plane MTOW value, the modulus of subgrade and R1 values are plotted on the FAA curveso that the pavement thickness is obtained, the results of this study indicate that for the plan aircraft Boeing 737-900ER and C-130 required 9.22 cm thick surface coarse and 100 cm base coarse layer with a total pavementthickness of 109.22 cm. The results with this comparison COMFAA application required a surface coarsepavement thickness of 8.4 cm and a base coarse layer of 100 cm with a total pavement thickness of 108.]]>
<![CDATA[ANALISIS TEBAL PERKERASAN LENTUR PADA JALAN TOL AKSES MENUJU BANDARA INTERNATIONAL KERTAJATI ]]>
<![CDATA[Reynaldi Fransiscus]]>;
<![CDATA[Sahat Martua Sihombing]]>;
<![CDATA[Yonas Prima]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 1 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i1.155
<![CDATA[Access road to toll road access to Kertajati International Airport, Majalengka Regency, West Java, ispart of the transportation system as a means of service infrastructure for the impact of population growth. Inorder to meet these needs, a new pavement design is needed to serve the traffic needs in the future. The concept offlexible pavement planning is planned for the axle load configuration which results in the greatest stress on theslab. Likewise in the portlan cement association method, the calculations obtained are almost the same as the2017 road pavement design manual (MDP). each obtained for surface AC/WC AC/BC 10.16 cm, Asphalt Base14.85 cm and with a manual design 2017. The resulting AC/WC AC/BC surface layer is 100 cm thick andAsphalt Base is 145 cm thick. So that the total thickness of the flexible pavement is 24.5 cm, from the results ofboth the AC/WC AC/BC surface figures 100 cm Asphalt Base 150 cm, the difference is larger and smaller thanthe calculation. This is due to the basic concept of each method]]>
<![CDATA[ANALISIS PENINGKATAN TEBAL PERKERASAN RUNWAY DI LANUD RADEN SADJAD RANAI KABUPATEN NATUNA ]]>
<![CDATA[Budi Setiawan]]>;
<![CDATA[Sahat Martua Sihombing]]>;
<![CDATA[Lydia Darmiyanti]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 1 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i1.156
<![CDATA[The Riau Islands Province is currently one of the provinces in Indonesia which is experiencing significantdevelopment, especially in the tourism sector. This condition affects the number of use of commercial aviationservices that will enter and leave our area both now and in the future. Raden Sadjad Ranai Lanud, Natuna Regency isthe gateway to Natuna Island and is the main airport which currently serves international standard domestic flights.The airport uses a single runway which is the simplest configuration. Analysis of the flexible pavement thickness ofthe runway at Raden Sadjad Ranai Air Force Base in Natuna Regency aims to determine the thickness of the flexiblepavement layer of the runway at the airport. The planning method used is the FAA (Federal Aviation Administration)method. The first step that needs to be considered is the CBR (California Bearing Ratio) value of the subgrade, thedetermination of the modulus of subgrade value, the selection of the plan plane, the MTOW of the aircraft, the loadof one aircraft wheel (W2), corrected departure (R2), the load of one wheel of the aircraft plan (W1 ) and theequivalent annual deparature of the planned aircraft (R1). This pavement thickness analysis uses the plan C-130Hercules and Boeing 737-500 aircraft. Based on the data obtained, then the plan aircraft MTOW value, thesubgrade classification value according to the FAA is plotted on the FAA flexible pavement thickness evaluationcurve so that the pavement thickness is obtained, the results of this study indicate that for plan aircraft C-130Hercules and Boeing 737-500 required surface coarse thickness 21.59 cm by 41.91 cm coarse subbase layer. Theresults with this comparison COMFAA application required a surface coarse pavement thickness of 20 cm with 30cm of base coarse layer and 12.24 cm of subbase layer]]>
<![CDATA[ANALISIS KUAT TEKAN BETON MENGGUNAKAN LIMBAH KERAMIK SEBAGAI PENGGANTI SEBAGIAN AGREGAT KASAR ]]>
<![CDATA[Lydia Darmiyanti]]>;
<![CDATA[Indriasari]]>;
<![CDATA[Samrah Hawati Tambunan]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 1 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i1.157
<![CDATA[n construction work, it is often found that unused building materials / materials are disposed of as waste.If the waste is disposed of carelessly, it can cause new problems in the environment. Ceramic shard waste is anexample of a ceramic factory or building construction work. If you can process it creatively, it will produce amore useful product. The purpose of this study was to analyze the comparison of the results of the compressivestrength of concrete in normal concrete and concrete using ceramic waste. The author conducted this researchby comparing the results of the Slump Test and the results of the compressive strength of normal quality fc 25concrete with fc 25 concrete which has been added with ceramic waste as much as 20% and 40%. The test objectused in this study is a cylinder with a size of Ø15 cm x 30 cm, for each experiment as many as 6 specimens, witha compressive strength test carried out at the age of 7,14,28 days after first curring. From the results of this study,the slump value of fc 25 Normal Concrete and fc 25 Concrete with added ceramic waste material meets thestandard of slump target 7.5 cm to 15 cm, for plates, beams, columns and walls according to SNI 03-2834- 1992),and from the results of the compressive strength of fc 25 concrete with the use of ceramic waste by 20%, thecompressive strength of concrete is 21.36 MPa and the use of ceramic waste is 40%, the compressive strength ofconcrete is 17.68 MPa which is smaller than the compressive strength. Normal concrete fc 25 is 27.19 Mpa. Fromthe results of the concrete compressive strength, it can be seen that there is a decrease in the compressive strengthof the concrete due to an increase in the percentage of ceramic waste. So that it can be concluded that the use ofceramic shard waste composition is not recommended for building construction structures]]>
<![CDATA[PERENCANAAN GEOMETRIK JALAN TOL CIBITUNG – CILINCING INTERCHANGE TAMBELANG KABUPATEN BEKASI ]]>
<![CDATA[Achmad Pahrul Rodji]]>;
<![CDATA[Sahat Martua Sihombing]]>;
<![CDATA[Qawi Ayadillah Hariyanto]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 1 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i1.158
<![CDATA[The regencies of Bekasi, Karawang, and Purwakarta are experiencing rapid economic growth,because they are the center of the largest industrial area in West Java. This condition causes an increase intraffic on the Jakarta-Cikampek toll road to Jakarta or vice versa so that congestion often occurs. To overcomethese problems, it is necessary to build a toll road that can break down congestion on inner city toll roads, theCibitung - Cilincing toll road is made to reduce congestion on inner city toll roads because freight cars can godirectly to the port without having to go through the inner city toll road. . The purpose of this study is to planthe geometry of the toll road, especially in the access ramp section to and from the toll road. Geometricinterchange planning methodology by following the 2001 AASHTO standard, Procedures for GeometricPlanning for Inter-City Roads no. 038/TBM/1997, Geometric Planning Standards for Urban Roads 1992. Fromthese geometric plans selected 1 ramp located at the Tambelang interchange, the geometric planning analysisincludes vertical alignment, horizontal alignment the bend types used in the design include FC, SCS bends, andfor vertical alignments are concave and convex.]]>
<![CDATA[ANALISIS TEBAL PERKERASAN RUNWAY PADA BANDARA INTERNASIONAL OE-CUSSE, TIMOR LESTE ]]>
<![CDATA[Sahat Martua Sihombing]]>;
<![CDATA[Achmad Pahrul Rodji]]>;
<![CDATA[Al Muzamil]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 1 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i1.159
<![CDATA[Oecusse-Ambeno is one of the districts in Timor Leste which is being developed by the government. Oneof the developments is through the implementation of an airport project called the "New Development of OecusseInternational Airport Project" which aims to increase access to Timor Leste and as an exclusive economicdevelopment zone for Timor Leste. Over time, the level of runway pavement can decrease. Therefore, the qualityof the pavement structure must be considered so that it is able to serve the planned traffic over the coming period.The author uses the standard rules of the Federation Aviation Administration (FAA) as the basis for planning theair side of the airport. This air side planning, adjusts to passenger growth for the next 20 years. Airside geometricrequirements are runway length 2200 m with a width of 45 m. In this analysis using the auxiliary program, namelythe manual method and FAARFIELD. Based on the results of calculations using FAARFIELD software andgraphics, the type of aircraft planned for the A330-330 within the next 20 years development period is the totalpavement thickness with FAARFIELD software is 658 mm, which consists of 120 mm surface course, 343 mmBase Course, and 195 mm Subbase Course while the graphical method obtained a total pavement thickness of730 mm, consisting of 102 mm Surface Course, 480 cm Base Course, and 152 mm Subbase Course. The differencein the calculation of the FAARFIELD software by graphical method is 10% or the difference is about 72 mm, sothe results of the calculation of the graphical method are thicker than FAARFIELD.]]>
<![CDATA[ANALISIS PENINGKATAN DERMAGA PADA PT BERLIAN MANYAR SEJAHTERA SURABAYA ]]>
<![CDATA[Ahmad Supriyatna]]>;
<![CDATA[Sahat Martua Sihombing]]>;
<![CDATA[Achmad Pahrul Rodji]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 1 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i1.160
<![CDATA[The fender functions as a cushion that is placed in front of the pier, so that the fender can withstand the pierstructure from impact when the ship is maneuvering to lean on the pier. Ships docked at the pier still have speedeither driven by their own engines or pulled by tugboats. To avoid damage to ships and docks due to collisions, abearing or fender is installed in front of the dock which functions to absorb the impact energy. The amount ofimpact energy caused by the ship docking to the dock can be obtained by determining the block coefficient on theship, the ship mass coefficient, the ship's eccentricity coefficient to the dock, and the ship's docking speed in aperpendicular direction. The force transmitted to the pier depends on the type of fender and the allowabledeflection of the fender. When the ship hits the fender, the fender will deflect and transmit the impact force to thepier structure. Fender planning is determined based on the energy absorbed due to ship collision. The purpose ofthis study is to find out how to calculate the size of the pier required for one ship loading and unloading at thePort of PT. Berlian Manyar Sejahtear; knowing the size and strength of the required number of fenders at thePort of PT. Berlian Manyar Sejahtera; find out the number of fenders that will be used in upgrading the PT.Berlian Manyar Sejahtera. The research stages or steps of the research methodology begin with conducting a preliminary study or literature which includes literature study and data identification. The existing length of thepier is 200 meters, it will be increased by 50 meters so that the total length of the pier is 250 meters. The resultsof the analysis using 2 examples of ships docked at the PT. Berlian Manyar Sejahtera The length of the pier neededto serve the ships that dock is 226.8 meters. In the planning of PT. Berlian Manyar Sejahtera uses 1200 SCH or1200 SPC cone type fenders with an impact energy of 0.62 tm. The results of the analysis used a 1300 SPC conetype fender with an impact energy of 0.68 tm. Cone type fenders have a "Pad" which is a protector against thefender rubber itself, so in the event of a ship collision that is stronger than planned, the protector will protect thefender rubber and the dock structure. The results of the analysis using a ship weighing 56.545 tons can be usedwith a cell fender type with dimensions OD x ID = 380 x 190 which has an absorption energy of 1.20 tm. Theforce absorbed by the fender is 16.72 tons. For type V fenders, the KVF 200 HCA type is used which has anabsorbed energy value of 1.0 tm and a forward force of 15.35 tm with a deflection of 45%. The number of fendersused for ships weighing 33,193 tons is 19.3 units and for ships weighing 56,545 tons is 20.6 units, so for a totalpier length of 250 meters, the number of fenders used is 22.7 units rounded up to 23 units.]]>
<![CDATA[Analisis Kekuatan Pelat Lantai Dermaga di Pelabuhan Ciwandan Banten Terhadap Penambahan BMC ]]>
<![CDATA[Nusa Setiani]]>;
<![CDATA[Galih Pribadi]]>;
<![CDATA[Achmad Romadonsyah]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 1 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i1.161
<![CDATA[Pier 005B is located at Pelabuhan Indonesia II (Persero) Branch of Banten and has a length of 300meters and a width of 44 meters. It is planned that at Pier 005B, will be putted 1 (one) unit of Harbor MobileCrane (HMC) brand LHM 420 will be placed as a supporting tool for loading and unloading activities from andto ships. This HMC certainly has certain specifications and capacities, so it must be calculated properly againstthe additional load that can be accepted by the floor slab of Pier 005B. The research method used is descriptivequalitative. This HMC is capable of carrying a maximum load of 124 tons at a distance of 12 to 16 meters. Withthe HMC's own weight of 371 tons and the assumption of a human weight of 0.4 tons/meter2, the total weight ofHMC received by the floor slab is 22.68 tons/meter2. By using the SAP 2000 version 22 computer application,the ultimate internal forces due to the load on the floor slab are the ultimate moment of 7.27 ton.meter, theultimate shearing force of 7.61 tons and the limit of deflection of 7.17 mm. Then re-calculated the capacity ofthe existing floor slab in accordance with the Indonesian National Standard (SNI), obtained the internal forcesthat can be borne by the floor slab, namely the slab moment of 18.49 ton.meter, plate shear force of 22.38 tonand the deflection limit. plate by 14.58 mm. So it can be concluded that the floor slab of Pier 005B is capable ofcarrying the Harbor Mobile Crane (HMC) load.]]>
<![CDATA[ANALISIS KUAT TEKAN BETON MENGGUNAKAN LIMBAH BOTOL KACA SEBAGAI PENGGANTI SENAGIAN AGREGAT HALUS DAN GULA MERAH SEBAGAI BAHAN TAMBAH / ADITIF BETON ]]>
<![CDATA[Achmad Pahrul Rodji]]>;
<![CDATA[Sahat Martua Sihombing]]>;
<![CDATA[Novrihan Tanjung]]>
<![CDATA[ Jurnal Sipil Krisna Vol 8 No 2 (2022): JURNAL SIPILKRISNA ]]>
Publisher : <![CDATA[Fakultas Teknik Universitas Krisnadwipayana ]]>
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DOI: 10.61488/sipilkrisna.v8i2.162
<![CDATA[Various studies in the field of concrete were carried out in an effort to improve the quality of concrete, thetechnology of the research and experiment materials intended to answer the increasingly high demands on the useof concrete.One way to reduce excessive mining of natural materials is by utilizing waste glass bottles and brown sugar,especially glass bottles which area lot of waste and accumulate in the environment around the house.This study aims to analyze the compressive strength of concrete using wasteglass bottles and brown sugar as a substitute for fine aggregate and water. Mix Design in glass bottles and brownsugar as a substitute for fine aggregate and water. Mix Design in This study uses the SNI 2000 method. Thecomposition of glass bottle waste is 5% and 10% to fine aggregate while brown sugar is 0.25% and 0.50% againstwater. The specimens were cylindrical in shape with a diameter of 15 cm and a height of 30 cm as many as 24specimens aged 7, 14 and 28 days. The results of the average compressive strength using glass bottle waste and brown sugar with a composition of 5% and 10% for fine aggregate and 0.25% and 0.50% for water, namely for variation 1 of 8.98Mpa, 11.74 Mpa , 16.06 Mpa while for variation 2 it is 7.45 Mpa, 9.87 Mpa, 14.99 Mpa. then the percentagereduction of concrete variations 1 and 2 against normal concrete is 4.02%, 5.86%, 3.94% and 5.55%, 7.73%,5.01%.]]>
