FACTORS INFLUENCING DECISION MAKING PROCESS OF TRANSPORTATION INFRASTRUCTURE PROJECT IN NATURAL EXTREME CONDITION: A CASE STUDY OF SEMARANG-SOLO TOLL ROAD PROJECT

Transportation infrastructure is an important part of the economic growth and activities pattern in the urban area. Toll road is a priority in transportation development in Indonesia. A number of factors in a transportation project, such geotechnical situation and structural reviews that may effect time performance and decision making in relation to project risks (such as risk seeking, risk adverse, and skills requirements of the employers). It is important that these factors are identified and their impact on project performance is properly understood. This paper reports a research which attempts to model decision making factors based on mixed metodology. Semarang-Solo toll road project as the one of the biggest infrastructure project has many uncertainty natural extreme condition such as extreme slope stability, high embankment, reposisioning drainage, and unpredictable cesar at some station. That situation cause the project managers take the risks to make a decision based on the design and some engineering adjustments at the location. The model decision making factors will be useful for project managers to make decisions under uncertainty of future risks in the toll road project

Problem of High Embankment on Clay Shale at Semarang-Ungaran Toll Road STA 5 +500 TO 6 +300

Most Tol Roads between Semarang and Bawen lies on the Kaligetas formation in which the main rock consist of volcanic breccia, lava flow tuff, tuffaceous sandstone, and claystone. The small part that passes througn the formation of kerek, consist of claystone, marl, conglomerate, volcanic brecciaand limestone. Claystone, young-old gray contain fozzilized forams and molluscs. A large landslide occured in Susukan Village Semarang District Sta. 5 +500-6 +000 in 1974, where more than 80 houses collapsed, and nearly one village relocated to the safe area. it was found that there is transport rock (Material coluvium) as tick as 6.0 to 8.0 m that will be filled about 15.0 to 25.0 m, and under that location there are expansive clay shale. Topography under /on the left side of the embankment foot is quite. To avoid erosion and creep landslide, the installation of bored pile was carried out. In Sta. 5 +625 - 5 +750 there are 2 small hills, a rock breccia with a thickness of more than 12.0 m and be used as a counter-weight, so that bored piles were not installed. based on the inclinometer observations on the embankment with a height of about 7.0 m there are ground motion at a depth of -10.0 to -15.0 m and review design was conducted. Slope stability analysis was conducted by back analysis technique, based on field position sliding inclinometer monitoring result. Asuming that during a crack in the embankment, safety factor value FK = 1, then with a high embankment which is planned, bored pile design can be determined. By using the X-STABLE and Plaxis programs to the depth of field of sliding -10.0 m to -15.0 m of the subgrade, the shear force against bore pile was (Pmax) = 189.3 to 231.3 tons/m and the moment (Mmax) = 946.5 to 1156.5 tm/m. Referring to Chang's method, the area of sliding -10.0 m to -15.0 m, the length of bored pile is about 25 m to 31.0 m. At the end of the accumulation of inclinometer monitoring that has been conducted, due to extreme rain occurs a few days, saturation and increasing pore pressure occured on the embankment and yield crack on the road. Inclinometer monitoring result of sliding occurs at a depth of -16.0 m and ground water level increased from -9.00 m to -3.00 m

Liquefaction-Induced Lateral Displacement and Settlement Mapping for Yogyakarta-Bawen Toll Road Section I & II, Indonesia

The liquefaction-induced ground displacement (the lateral displacement and ground settlement) study in the Yogyakarta-Bawen toll road, Indonesia, is not yet conducted as the importance of this project, the project needs to be mapped. In this study, the mapping is conducted using two methods for lateral displacement, Gillins & Bartlett’s method and Zhang et al.’s method, while the mapping of ground settlement using Tokimatsu & Seed’s method and Yoshimine’s method. For Gillins & Bartlett’s method, the lateral displacement map in Yogyakarta-Bawen is dominated by moderate to high categories in section I but relatively low in section II. Meanwhile, Zhang et al.’s map in the I & II sections of the toll road is relatively dominated by the moderate category. Furthermore, the ground settlement map in I & II sections with Tokimatsu & Seed is mostly categorized as very high meanwhile Yoshimine’s map is predominately classified as low to moderate

The Preliminary Study of Liquefaction Susceptibility Map in the Yogyakarta-Bawen Toll Road Sections I and II, Indonesia

The parts of Yogyakarta-Bawen Toll Road Indonesia, based on the geological agency’s liquefaction susceptibility map are located on moderately susceptible to liquefaction soil. This map can be a preliminary indication of liquefaction as it can roughly indicate liquefaction potential. However, it cannot illustrate the actual condition in detail as its inputs are macro parameters (geological and seismicity factors). The existence of silty sand and sand, earthquake sources, and shallow groundwater increase the liquefaction possibility to occur in this important national project. Therefore, the Liquefaction Severity Index (LSI) and the Liquefaction Potential Index (LPI) using Sonmez’s and Iwasaki’s analysis methods are conducted with peak ground acceleration (PGA) of 0.322 g for the first section and in the second section 0.298 g. The results of the three types of analysis have relatively similar trends but the differences are in each category. The LSI’s categories are very low-moderate in the observed location, meanwhile, the LPI’s categories are low-very high

Perencanaan Box Culvert Dan Pintu Air Tambahan Pada Pintu Air Manggarai, Jakarta Selatan

Banjir merupakan permasalahan yang sering dihadapi oleh masyarakat Jakarta. Lahan-lahan yang telah banyak berubah fungsi menyebabkan penyerapan air berkurang. Banjir yang sering terjadi di Pintu Air Manggarai, dikarenakan kondisi saluran tersebut sudah tidak memungkinkan menampung air hujan dengan intensitas tinggi. Dengan kondisi tersebut, pemerintah kota Jakarta mengatasi masalah banjir yang terjadi di Jakarta dengan merealisasikan program normalisasi Sungai Ciliwung berupa penambahan pintu air Manggarai. Perencanaan Pintu Air Tambahan pada pintu air Manggarai menggunakan data curah hujan 10 tahun terakhir, data tanah, dan peta topografi Kota Jakarta. Perhitungan debit banjir rencana dengan periode ulang 25 tahun (Q25) sebesar 495 m3/det. Berdasarkan perhitungan debit baru untuk saluran tambahan dikurangi dengan debit banjir saluran lama didapatkan hasil 195 m3/det. Saluran Tambahan pada pintu air Manggarai menggunakan saluran tipe box culvert. Perhitungan struktur box culvert ini menggunakan software SAP 2000 untuk menentukan ukuran tulangan yang digunakan. Dari hasil perhitungan didapatkan dimensi box culvert tinggi 10 m, lebar 8,6 m dan tinggi jagaan 1 m. Pintu air dengan tinggi pintu 7 m dan lebar pintu 7 m. Pembangunan konstruksi Pintu Air Tambahan Manggarai memerlukan waktu 46 minggu dengan total anggaran sebesar Rp 28.182.870.000 (dua puluh delapan milyar seratus delapan puluh dua juta delapan ratus tujuh puluh ribu rupiah)

Perencanaan Underpass Zaenal Abidin – Soekarno Hatta, Bandar Lampung

Kemacetan pada persimpangan Bundaran Tugu Radin Inten yang menghubungkan Jalan Soekarno-Hatta / Jalur Lintas Timur Sumatera (arteri primer) dengan Jalan Zaenal Abidin (arteri sekunder) telah menjadi permasalahan di Kota Bandar Lampung. Hal ini dikarenakan ruas jalan sudah tidak mampu menangani volume kendaraan pada persimpangan. Oleh karena itu perlu dibuat simpang tak sebidang (underpass). Analisa geoteknik sangat diperlukan untuk merencanakan struktur underpass, karena beban yang bekerja pada underpass tidak hanya berasal dari beban lalu lintas saja, namun sebagian besar berasal dari tanah yang mana sangat berpengaruh terhadap stabilitas struktur. Maka digunakan bantuan software Plaxis 8.2 untuk memperhitungkan besarnya deformasi, rembesan, dan gaya dalam yang terjadi pada underpass. Kemudian hasil dari gaya dalam tersebut dicek terhadap kapasitas sheetpile dengan bantuan software SPColumn, sedangkan untuk besarnya nilai factor of safety (FoS) rembesan (water boiling) yang dihasilkan harus > 1,5. Ketiga aspek perencanaan diatas harus diperhitungakan berdasarkan parameter jangka pendek dan jangka panjang. Selanjutnya hasil yang paling kritis dari kedua parameter tersebut dibandingkan dengan perhitungan menggunakan rumus empiris sebagai validasi hasil yang diperoleh. Hasil yang lebih kritis terdapat pada perhitungan menggunakan parameter jangka panjang. Hasil yang diperoleh dari analisa menggunakan software Plaxis 8.2 dan rumus empiris tidak berbeda jauh

PEMBUATAN JALAN SETAPAK BETON PENGHUBUNG DESA DI DESA JEMBRAK KECAMATAN PABELAN KABUPATEN SEMARANG

Jalan merupakan infrastruktur penting bagi pergerakan manusia dan merupakan akses penghubung antar wilayah. Infrastruktur jalan yang baik akan membuat pengguna jalan lebih nyaman dan mudah untuk berpindah dari tempat yang satu ke tempat yang lain. Kondisi jalan yang baik akan membawa dampak yang menguntungkan dari sisi ekonomi bagi kemajuan suatu daerah. Kondisi jalan penghubung antar desa di wilayah Desa Jembrak saat ini masih banyak yang memprihatinkan. Terdapat ruas jalan yang saat ini masih berupa jalan tanah berbatu dimana menjadi akses yang harus dilalui oleh masyarakat Desa Jembrak menuju desa tetangga. Kondisi tersebut semakin parah saat memasuki musim penghujan, dimana jalan tanah akan menjadi becek bahkan licin saat dilalui. Hal inilah yang menjadi alasan dilakukannya Pengabdian Masyarakat di Desa Jembrak. Kegiatan pengabdian kepada masyarakat ini dilakukan oleh Tim Pengabdian Masyarakat Departemen Teknik Sipil Universitas Diponegoro kepada masyarakat Desa Jembrak untuk bersama-sama dan bergotong-royong membuat jalan penghubung desa dengan material beton. Struktur beton dipilih untuk pembuatan jalan desa karena sumber material utama yaitu pasir dan split mudah didapatkan di Desa Jembrak. Potensi tenaga dan semangat gotong royong penduduk desa juga masih sangat tinggi. Pengabdian kepada Masyarakat di Desa Jembrak ini berupa pendampingan pembuatan jalan yang terdiri dari metode pencampuran beton, tahapan pelaksanaan, hingga perawatan beton secara benar dengan masyarakat sebagai tenaga pelaksana pekerjaan pembuatan jalan. Sehingga, dengan adanya kerjasama yang baik antara Tim Pengabdian Masyarakat Departemen Teknik Sipil Universitas Diponegoro dan warga Desa Jembrak, jalan penghubung desa dari rabat beton yang layak guna memperlancar mobilitas masyarakat Desa Jembrak dapat terwujud.Kata kunci : jalan beton, mobilitas, pembuatan jala

Hubungan Kuat Geser dengan Plastisitas, Fraksi Tanah dan Mineral Tanah Lempung Daerah Bendungan Gunung Rowo dan Tol Jatingaleh – Krapyak Km 5+525

Indonesia is a disaster-prone area to landslides and Indonesia has widely spread of clay soils, so that continuous the study of clay is necessary about characteristics of clay soil. The purpose of this study is to determine the empirical relationship plasticity values, fractions and mineral soil and to predict the effective shear strength c' and f'. Analysis is about linier regression to infer the relationship between effective shear strength c' and f' with plasticity values, fractions and mineral soils, then analyze slope stability on Tol Jatingaleh – Krapyak. The results showed that LL and PI are more large then c' value is more large too, but it is reverse about PL. If PL is more large then c' is more sligthly If value of c soils is more large then c' is more large too, on the contrary if it is f' soils. Soils with a large content of montmorillonite tend to have great cohession. Decreasing of montmorilonite, it means that value of c' is more slightly because rise of illite and kaolinite. Further research is indispensible to get enough data to do non-linier regression and multivariate regression to produce a reliable value R > 0,9