Media Ilmiah Teknik Sipil
ISSN / EISSN : 0216-1346 / 2407-3857
Current Publisher: Universitas Muhammadiyah Palangkaraya (10.33084)
Total articles ≅ 62
Latest articles in this journal
Media Ilmiah Teknik Sipil, Volume 9, pp 53-61; doi:10.33084/mits.v9i1.1886
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
Media Ilmiah Teknik Sipil, Volume 9, pp 44-52; doi:10.33084/mits.v9i1.1884
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.
Media Ilmiah Teknik Sipil, Volume 9, pp 1-8; doi:10.33084/mits.v9i1.1556
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.
Media Ilmiah Teknik Sipil, Volume 9, pp 70-77; doi:10.33084/mits.v9i1.1918
Soil bearing capacity is the ability of the soil to support the foundation load acting on it. To produce an accurate bearing capacity, it is necessary to know the properties and characteristics of the soil. For this reason, a comparison of the carrying capacity of the soil is carried out based on the calculation of CPT / Sondir and SPT to be able to plan a safe and economical pile foundation. The purpose of this study was to determine the amount of soil bearing capacity of the deep foundation in the environment around the Ataqwa Mosque, Baringin Village, Palangkaraya City based on field tests, and based on laboratory tests, and to determine the value of the comparison between the Mayerhof Method and the Schmertmann-Nottingham Method. Based on the Sondir value, it is continued with the calculation of the carrying capacity of the soil, then the calculation results are analyzed and concluded. From the calculation of the value of the carrying capacity of the foundation pile implementation of point 1 (one), the highest value of 400 mm diameter piles in the Meyerhoff method is 75,319 kg, while the lowest bearing capacity value is also at 400 mm piles of 10,676 kg. For point 2 (two), the highest value is obtained at 400 mm diameter piles in the Shmertmann-Nottingham method of 65,853 kg, while the lowest bearing capacity value is also at 400 mm piles of 10,676 kg
Media Ilmiah Teknik Sipil, Volume 9, pp 62-69; doi:10.33084/mits.v9i1.1902
Candi Laras Utara sub-district, includes swampy lowlands, are very difficult to reach by using a 4-wheeled vehicle because the conditions of the roads are not standard or in narrow terms and the traffic volume can be said to be very low because it is only passed by 2-wheeled vehicles, the alternative is to use a Latasir pavement layer as a surface layer, there are 3 problems that must be examined, including how to plan the composition of the Latasir-forming material mixture, and how to transport the material to the road work location. and how to process the Latasir material, method The logic of this research is an experimental method, namely the processing of test objects in the form of samples of various variations in the form of surface or road surface layers, but previously all the materials that make up these samples were also tested in the laboratory as well as their quality. It was concluded that the asphalt content that met the requirements for the best quality of this Latasir was 7%, 710 kg stability, 6.170% air cavity, the quotient for marshall was 3.533 KN / mm, mixed density 2.183 kg / dm³ and melting 2.890 mm.
Media Ilmiah Teknik Sipil, Volume 9, pp 32-43; doi:10.33084/mits.v9i1.1771
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.
Media Ilmiah Teknik Sipil, Volume 9, pp 9-23; doi:10.33084/mits.v9i1.1671
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
Media Ilmiah Teknik Sipil, Volume 9, pp 24-31; doi:10.33084/mits.v9i1.1736
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
Media Ilmiah Teknik Sipil, Volume 8, pp 125-131; doi:10.33084/mits.v8i2.1435
Concrete is a widely used construction material now Compared to other materials such as wood and steel. This is because the constituent material is easy to obtain, has enough strength, good durability, the making process is easy and in terms of economic price affordable. Concrete is Generally classified into two classes, namely normal quality and high quality. Both of them are now widely used in the construction activities. Normal quality concrete has a quality of 20 Mpa up to 58 MPa, while high quality concrete ranges above 58 Mpa. One of the applications in the structures is collapse behavior concrete beams on the normal quality of norm with the confinement on the pressure area. To analyze the effect of collapse behavior of normal quality concrete beams and varied Finite Element Analysis (FEA) by using ANSYS Ed. 9.0 with stirrups variation space in te respective spans (40, 80,120,150) mm and stirrup variation distance in the respective field (40,80,120,125,150,100,75.50) mm with 15/20 beam size. The steel material used has stress power of 400 each Mpa, stirrup stress 200 Mpa, normal quality stress 25 Mpa. Based on manual analysis and FEA the magnitude of ultimate capacity that occurs in the model of the beam with the dense stirrup on the stress area the ultimate moment value will rise both in the moment span area and in the field. The deformation is decreasing and the crack behavior on the pressure area can be minimized
Media Ilmiah Teknik Sipil, Volume 8, pp 104-115; doi:10.33084/mits.v8i2.1408
The column is a critical element in the building structure, the failure of the column will directly result in the collapse of other related structural components. The column must have strength, stability and ductility. In increasing the capacity and ductility of the column by providing confinement, to protect concrete elements from breaking due to the influence of the working pressure. Analyzing ultimate axial load capability, stress-strain distribution patterns and crack patterns in concrete elements and column ductility. Tests of several models and variations of the restraint distance in short columns of normal concrete quality with longitudinal reinforcement of steel steels and carbon steel transversal reinforcement. The columns were analyzed using the Finite Element Analysis (FEA) method with the help of a full scale ANSYS 3-D application, with material properties for concrete using SOLID65 and steel reinforcement using LINK8 and SOLID45 loading plates. The type of pedestal used is the joints with axial loading (axial loadstep) centric direction. The effect of the restraint model and the variation of the restraint distance to the value of the column ultimate axial load for the whole model is relatively small with a ratio of 1.079, while for the ratio of the axial deformation ratio of 1.496. The pattern of stress and strain distribution when yielding spreads throughout the column area but when it reaches the ultimate distribution the concentration is concentrated in the support area. The first dominant crack occurs in the pedestal area and generally occurs in the concrete blanket layer, in the ultimate condition cracks have occurred evenly throughout the column area. The ratio of the ratio of ductility values ??for all column models and the restraint distance is relatively large with a ratio value of 1.523