Media Ilmiah Teknik Sipil

Journal Information
ISSN / EISSN : 0216-1346 / 2407-3857
Published by: Universitas Muhammadiyah Palangkaraya (10.33084)
Total articles ≅ 62
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Dadang Suriyana, Liliana Sahay, Okta Meilawaty
Media Ilmiah Teknik Sipil, Volume 9, pp 102-108; doi:10.33084/mits.v9i2.2063

Abstract:
The main basic ingredients needed for the manufacture of this geopolymer material are materials that contain a lot of silica and aluminia elements. The 1st stage test was carried out to determine the geopolymer paste with the maximum compressive strength at the ratio of NaOH to Na2SiO3 of 1; 1.5; 2; 2.5. The second stage of testing was carried out using a geopolymer paste with the highest compressive strength, namely the ratio of NaOH to Na2SiO3 of 2.5 with a compressive strength of 22.56 MPa. Based on the results of the compressive strength test, the maximum compressive strength at the age of 28 days is 7.64 MPa. The results of the compressive strength of concrete are much lower than the compressive strength of the paste, it shows that the paste does not bind too much with the aggregate. This is evidenced by the results of the compressive strength of conventional concrete which is much higher than that of geopolymer concrete using the same aggregate. With the results of the maximum compressive strength at the age of 28 days is 29.51 MPa.
Nirwana Puspasari
Media Ilmiah Teknik Sipil, Volume 9, pp 129-136; doi:10.33084/mits.v9i2.2324

Abstract:
Often we encounter several obstacles that cause traffic concentration at several points on a road segment which causes traffic movement to slow down and even stop. Concentration of traffic flow occurs at intersection points, such as one at the Pilau-Keruing intersection, where traffic moving on the Pilau road is forced to slow down when the traffic flow from Keruing road turns right to cut the flow. Therefore, it is very important to know the effect of turning movement on the smooth flow of traffic. Data collection was carried out by sending several surveyors to the field to obtain secondary and primary data. Furthermore, the analysis of road performance using the 1997 Indonesian Road Capacity Manual. The average space speed obtained from the graph of the relationship between DS and vlv is vlv=28 km/hour. The average speed from the results of the speed survey on the road section gives a value of vlv = 29.6 km / h with conditions without any obstacles to the flow of turning from the Keruing road to the Pilau road, and vlv = 25.6 km / h with the presence of turning current obstacles . There was a decrease in average travel time of 5.9 seconds, with a decrease in traffic speed of 4 km/hour due to the influence of vehicles turning from Keruing road to Jati road.
Ranggaski Yoan Vianus, Mohammad Ikhwan Yani, Fatma Sarie
Media Ilmiah Teknik Sipil, Volume 9, pp 124-128; doi:10.33084/mits.v9i2.2170

Abstract:
The waste from the wood and brick industry in Central Kalimantan is largely unused. The research objective aims to analyze the physical and mechanical properties of clay soil in the Tumbang Rungan area of ​​Palangka Raya City, Central Kalimantan and the effect of adding sawdust ash and brick powder based on the consolidation test and the time of subsidence of the clay soil using the Terzaghi one-dimensional consolidation method with the addition of a mixture of 2 variations 2,5%, 5% and 7,5%. Tests conducted are to obtain the consolidation reduction value (Sc) and the consolidation coefficient value (Cv). The results of the study using a mixture of sawdust ash and brick powder obtained changes in the Sc and Cv values ​​of the original soil. The original soil has a value of Sc (e) = 0.291 cm and Cv (t50) = 0.01913205 cm²/s, Cv (t90) = 0.031062161 cm²/s and the addition of a mixture of 5% variation of material has decreased the value of Sc (e) = 0.203 cm and Cv (t50) = 0.00722173 cm²/s, Cv (t90) = 0.011679143 cm²/s. The effective mixture variation for adding mixed material to clay is a variation of 5%.
Andika Andika, Murniati Murniati, Laufried Laufried
Media Ilmiah Teknik Sipil, Volume 9, pp 78-83; doi:10.33084/mits.v9i2.2042

Abstract:
Changes in the volume of traffic passing through duhung roundabout have an impact on traffic conditions. This study aims to find out traffic volume, roundabout performance and road geometric shapes. The method used is MKJI 1997. Hasil analysis shows that the interlaces Bundaran Duhung in 2020 has the largest interlacess current value of 815 junior/hour on the AB interlace (Ahmad YaniStreet – Tjilik RiwutStreet), the largest capacity on the AB braid (Ahmad Yani Street -Jalan Tjilik Riwut),which is6803 junior/hour, with the highest saturation rate of cd braids (Jalan Kopri-Jalan Tjilik Riwut) which is0.274,the average roundabout traffic delay(DT R) is 2.07 det / smp, the average roundabout delay (DR) is 6.07 det / smp and includes the characteristics of service level in the current condition is class A. Geometric Duhung Roundabout has the largest value of -5,800%, on arm D (Jalan Tjilik Riwut), on arm A (Ahmad Yani Street) which is 2.824%, on arm B (Jalan Tjilik Riwut) which is 1.424%, on arm C (Kopri) which is -3.425%, from geometric research results of roundabout on arm D (Jalan Tjilik Riwut) does not meet the maximum limit of 4%, thus reducing the comfort of road users.
Gunaedy Utomo, Irna Hendriyani, Siti Nor Aida
Media Ilmiah Teknik Sipil, Volume 9, pp 44-52; doi:10.33084/mits.v9i1.1884

Abstract:
This research purposes to evaluate the implementation of the drainage project in Jl. Mulawarman, Gg. Arjuna, Sepinggan. This research uses the CPM (Critical Path Method) and the PERT (Project Evaluation and Review Technique). Based on the budget plan, time schedule, weekly report, documentation and interview found that the result of the CPM with two critical paths are work activities. The first critical path are: Activity A (Mobilization and Demobilization), Activity C (Landfilling activity), Activity F (Concrete works K-175, Ready Mix). The second critical path are: Activity A (Mobilization and Demobilization), Activity E (Begisting work for black channels), and Activity G (Plain U24 Concrete Iron Works). Meanwhile, the result of PERT has 49% chance to be completed with the project duration of 18 weeks.
Adi Setiawan, Sumargo Sumargo
Media Ilmiah Teknik Sipil, Volume 9, pp 1-8; doi:10.33084/mits.v9i1.1556

Abstract:
One of the efforts in bridge maintenance is by conducting a preliminary assessment with a visual assessment. Growth in the number of vehicles each time will result in a risk of decreasing the capacity of the bridge and its age. Post-construction and maintenance is also a major requirement in infrastructure. This is often ruled out causing the bridge's function and performance to decline and ultimately cause damage. Siliti Bridge is a concrete bridge located in North Bungku Morowali, Sulawesi Tengah. This bridge gets special attention due to quite severe conditions. The purpose of the inspection on the Siliti Bridge is to get its condition visually and determine the estimated age of the remaining bridge which will be capital for further inspection. Bridge Management System (BMS) is a system of assesment to know the existing condition of each element of the bridge. The condition value of the bridge is needed to calculate its remaining life. Based on evaluations conducted in 2017, the value of the Siliti Bridge using the BMS standard is 3 (Damaged). The remaining age of the Siliti Bridge is 8 years.
Elva Shanty Widuri
Media Ilmiah Teknik Sipil, Volume 9, pp 53-61; doi:10.33084/mits.v9i1.1886

Abstract:
To find out the dominant factors about consumer satisfaction in buying a house in a housing project, there must be involvement between the developer and the consumer. This is intended to find out the priorities and expectations of consumers in buying a house in the housing project. The importance of knowing consumer satisfaction is to make strategies in an effort to improve and improve the quality of housing products. Customer satisfaction really depends on the facility, what are the dominant factors about consumer satisfaction in buying a house in a housing project. The dominant factors that consumers want in buying a house are obtained from information on consumers who live in the area. This information is obtained through distributing questionnaires which are then processed by validity analysis, reliability analysis, factor analysis, and cross-tabulation analysis. By getting the dominant factors about consumer satisfaction in buying a house in a housing project, the development party can improve and improve existing facilities so that consumers feel satisfied so that they become a source of sustainable competitiveness
Citra Sari Wardani, Dwi Anung Nindito, Allan Restu Jaya
Media Ilmiah Teknik Sipil, Volume 9, pp 32-43; doi:10.33084/mits.v9i1.1771

Abstract:
Darrieus turbine use blades with a hydrofoil shape, so the rotational ability is influenced by lift force. This caused the initial rotation capability to be very low when compared to the drag turbine type. The flow velocity distribution in the vertical direction indicates a small cross-sectional speed of flow approaching the base of the flow channel, then rising towards the surface. Darrieus Spinning Top turbine is the result of innovation and design based on the concept of flow velocity distribution. Darrieus Spinning Top turbine’s blade shapes are circular-arc and straight-line, adjusting flow velocity distribution of 0.2H, 0.6H and 0.8H from the top of the turbine. In this study, a performance comparison was conducted between Darrieus turbine and Spinning Top Darrieus. Darrieus turbines produce RPM and torque values of 54.59 – 67.90 and 0.014 – 0.029 Nm, respectively. Darrieus Spinning Top turbines produce RPM values and torque of 69.24 – 82.02 and 0.012 – 0.020 Nm respectively. RPM improvements in Darrieus Spinning Top turbine design increase the influence of lift force (increased λ value). This results in a high lap rate, but requires a high self starting to perform the turbine rotation cycle.
Erlin Meyer
Media Ilmiah Teknik Sipil, Volume 9, pp 9-23; doi:10.33084/mits.v9i1.1671

Abstract:
Pavement planning is good, because in this way the pavement construction is able to carry the load of vehicles passing on it and spread the load to the layers beneath it, including the subgrade, without causing significant damage to the road construction itself. The purpose of this study is to obtain the most efficient alternative pavement thickness index and to obtain the required cost and time. The results showed that the Pavement Thickness Index (ITP) using the Bina Marga Method = 7.48 and the 1993 AASHTO Method = 10.20 had a difference of 2.72. The difference in Pavement Thickness Index (ITP) resulted in the addition of pavement thickness using the 1993 AASHTO Method. The economical Pavement Thickness Index (ITP) was the ITP Bina Marga Method with a construction cost of Rp 12.7 billion, with savings of Rp 3.8 billion. By determining the pavement thickness at the same base layer = 20 cm, it is found that the type of material is Aggregate Class B, CBR is 80% cheaper than cement + CTRB with savings of Rp 913,991,544, - ~ 1 billion. The time required in implementing the Bina Marga Method is more efficient than the 1993 AASHTO Method with a savings of 44 days, this is due to cement work + CTRB = 15 + 29 = 44 days. While Aggregate Class B, CBR 80% only takes 22 days, thus saving 22 is also due to the larger ITP of the 1993 AASHTO Method so that it requires additional thickness of the base layer under Aggregate Class C, CBR 30% of 22 cm thus increasing the duration of the implementation time by 24 days
Nasib A. Sera
Media Ilmiah Teknik Sipil, Volume 9, pp 24-31; doi:10.33084/mits.v9i1.1736

Abstract:
Roads are one of the infrastructures that will accelerate the growth and development of an area and open up socio-economic and cultural relations between regions. Along with the progress of infrastructure, the government has developed transportation facilities, namely the improvement of the Muara Teweh - Benangin road. In the Law of the Republic of Indonesia No.38 of 2004 concerning road infrastructure, roads have an important role in realizing the development of the nation's life. The improvement of the Muara Teweh - Benangin road used the flexible pavement thickness planning with the AASTHO 1993 method, the planned road life for flexible pavement was 20 years and the traffic growth factor was 6%. Sources of data used to plan flexible pavements were obtained from the Ministry of Public Works, Directorate General of Highways - National Executive Office VII. The data derived from the documentation is CBR data of subgrade and average traffic (LHR). These data are the basis most needed in planning a flexible pavement using the AASTHO method 1993. Based on the results of the calculation of the flexible pavement thickness planning using the AASTHO method, the following comparisons are obtained: (a) the total thickness of the surface layer HRS-Base / ATB 6 cm + HRS WC 3 cm, the upper foundation layer of class A = 15 cm, and the lower foundation layer of class B = 20 cm at a cost of Rp. 35,742,463,681, with an implementation time of 265 calendar days. (b) total surface layer thickness of HRS-Base / ATB 6 cm + HRS WC 3 cm, foundation layer CTRB 35 cm, at a cost of Rp. 34,278,182,220, - with execution time of 250 calendar days, resulting in a cost efficiency of Rp. 1,464,281,462, - with a difference of 15 calendar days
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