Highway "DUNIA TEKNIK SIPIL"

Menghitung Rencana Anggaran dan Biaya (RAB)

2011-09-18T00:36:00.000-07:00

Pada dasarnya ‘Rencana Anggaran dan Biaya’ adalah sangat simple, kenapa saya katakan demikian? karena RAB hanyalah hasil perkalian antara Volume Pekerjaan (dari sekian banyak item pekerjaan) dengan Analisa Harga Satuan pekerjaan tersebut. Oleh karenanya, pada artikel ke-2 saya sudah katakan, sebenarnya anda telah mampu menghitung Rencana Anggaran dan Biaya (RAB) itu sendiri..Karena variabel penyusunnya (volume pekerjaan dan analisa harga satuan) telah saya berikan . Berikut adalah perhitungan Rencana Anggaran dan Biaya (RAB), dimana pada kolom banyaknya volume pekerjaan harus anda isikan dengan hasil perhitungan volume pekerjaan pada banguan yang sedang/akan anda bangun. Sementara pada kolom analisa harga satuan anda juga harus mengisikan dengan hasil perhitungan analisa harga satuan (upah pekerja dan material) dari bangunan yang sedang/akan anda bangun.
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Google Sketchup Pro 8.0.3117 + Key

2011-02-14T10:08:00.000-08:00

SketchUp merupakan sebuah program pemodelan 3D yang dirancang untuk arsitek, insinyur sipil, pembuat ﬁlm, game developer dan profesi terkait. Aplikasi ini dirancang untuk menjadi lebih mudah digunakan dibandingkan program CAD 3D. Beberapa ﬁtur kunci dan kegunaan SketchUp antara lain : sistem kursor penggambaran yang ‘smart’ yang memungkinkan pengguna untuk menggambar obyek 3D melalui layar dan mouse 2D, kapabilitas untuk studi massa simpel via‘push-pull’, ‘Follow Me’, untuk membuat bentuk 3D dengan mengembangkan surface 2D pada suatu path yang ditentukan, kemampuan untuk menganimasikan gerakan kameradan matahari, hingga mencakup ﬁtur-ﬁtur untuk memfasilitasi model penempatan di Google Earth. Pengguna dapat menggunakan akun Google mereka untuk meng-upload model dan kemudian browse 3D Warehouse untuk banyak model dan komponen.SketchUp ini dikembangkan oleh perusahaan startup@ Last Software, Boulder, Colorado yang dibentuk pada tahun 1999. SketchUp pertama kali dirilis pada bulan Agustus 2000 sebagai tujuan umum alat pembuatan konten 3D. Aplikasi ini memenangkan penghargaan Community Choice Award di sebuah pameran pada tahun 2000. Kunci keberhasilan awal adalah masa belajar yang lebih pendek daripada alat 3D lainnya. File dalam Google SketchUp dapat dieksport ke berbagai format 3D, termasuk format Google Earth (.kmz). Google SketchUp dapat digunakan untuk me nyimpan screenshot obyek ke format .bmp, .png, .jpg dan .tif.

Bagi teman-teman yang ingin mencoba Google.SketchUp.Pro.v8.0.3117 and Crack, Silakan
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TATA CARA PERHITUNGAN HARGA SATUAN PONDASI UNTUK BANGUNAN

2010-11-03T04:15:00.000-07:00

Tata cara perhitungan harga satuan pekerjaan pondasi untuk konstruksi bangunan gedung dan perumahan. Standart ini disusun oleh panitia teknik bahan konstruksi bangunan dan rekayasa sipil melalui gugus kerja struktur dan konstruksi bangunan pada subpanitia teknis bahan, sains, struktur dankonstruksi bangunan.
Tata cara penulisan disusun mengikuti pedoman SNI 08:2007 dan telah dibahas dalam rapat konsensus.
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STRUT AND TIE MODEL FOR DEEP BEAM DESIGN

2010-09-20T01:24:00.000-07:00

A lthough the Strut and Tie
Method (STM) has been used
for several years in Europe1,2 and
has been included in the Canadian
Standard for the Design of Concrete
Structures3 since 1984 and the
AASHTO LRFD Bridge Specifications4
since 1994, it is a new concept
for many structural engineers in the
U.S. Procedures and recommendations
for the use of STM to design
reinforced concrete members were
discussed in a State-of-the-Art
Report from Joint ACI-ASCE Committee
445, Shear and Torsion,5 but
specific code requirements were not
incorporated into the ACI Building
Code until the 2002 edition,6 as
Appendix A. To help U.S. engineers
improve their ability to use STM for
analysis and design of concrete
members, Joint ACI-ASCE Committee
445 and ACI Committee 318-E,
Shear and Torsion, recently completed
a publication that contains a variety
of STM examples.7 The STM model
used here for the analysis and
design of a deep beam is not unique.
It should be noted that the STM
procedure in Appendix A of the ACI
Building Code (referred to as the
Code) is a strength limit-state design
approach. Serviceability limit-states
(for example, deflections and
reinforcement distribution) defined
in the main body of the Code must
also be checked.
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DESIGN of REINFORCED CONCRETE DEEP BEAMS Download File

Basic tools of Reinforced Concrete Beam Design

2010-09-20T01:20:00.000-07:00

Basic tools of Reinforced Concrete Beam Design Download File

Diaphragm Effects in Retangular Reinforced Concrete Building

2010-09-20T01:18:00.000-07:00

Diaphragm Effects in Retangular Reinforced Concrete Building Download File

A Nonlinear Analysis Method for Perfomance Based Seismic Design

2010-09-20T01:13:00.000-07:00

A Nonlinear Analysis Method for Perfomance Based Seismic Design Download File

A Simple Seismic Desiogn Strategy Based on Displancement and Ductility Compatibility
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Design Charts for Open - Channel Flow HDS 3 August 1961

2010-09-20T00:59:00.000-07:00

Design of Highway Drainage Channels
The design of a highway drainage channel to carry a given discharge is accomplished in two
parts. The first part of the design involves the computation of a channel section which will carry
the design discharge on the available slope. This chapter briefly discusses the principles of flow
in open channels and the use of the Manning equation for computing the channel capacity.
The second part of the design is the determination of the degree of protection required to
prevent erosion in the drainage channel. This can be done by computing the velocity in the
channel at the design discharge, using the Manning equation, and comparing the calculated
velocity with that permissible for the type of channel lining used. (Permissible velocities are
shown in Table 2 and Table 3.) A change in the type of channel lining will require a change in
channel size unless both linings have the same roughness coefficient.
Types of Flow
Flow in open channels is classified as steady or unsteady. The flow is said to be steady when
the rate of discharge is not varying with time. In this chapter, the flow will be assumed to be
steady at the discharge rate for which the channel is to be designed. Steady flow is further
classified as uniform when the channel cross section, roughness, and slope are constant; and
as nonuniform or varied when the channel properties vary from section to section.
Depth of flow and the mean velocity will be constant for steady flow in a uniform channel.
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HYDRAULICS IN CIVIL AND ENVIRONMENTAL ENGINEERNG

2010-09-20T00:53:00.000-07:00

HYDRAULICS IN CIVIL AND ENVIRONMENTAL ENGINEERNG
This manual has been prepared for use in cojunction with the textbook
HYDRAULICS IN CIVIL AND ENVIRONMENTAL ENGINEERNG (4th editon).
The problems for solution in the book cover the material found in Chapters 1-11
The solutions manual is particularly inteded for use by course tutors.
It provides detailed method of solution for all of the problems in the 4th edition,
so that they can be integrated into the tutorial scheme for a hydraulics lecture programme.
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RIVER ENGINEERING FOR HIGHWAY ENCROACHMENTS

2010-09-20T00:35:00.000-07:00

The purpose of this chapter is to lay the groundwork for application of the concepts of
open-channel flow, fluvial geomorphology, sediment transport, and river mechanics to the
design, maintenance, and environmental problems associated with highway crossings and
encroachments.
This manual is a basic reference for related Federal Highway Administration (FHWA) hydraulic
publications and National Highway Institute (NHI) Hydraulics Courses. Some of these
publications are: "Hydraulics of Bridge Waterways" (Bradley 1978), "Design of Riprap
Revetment" (Brown and Clyde 1989), "Evaluating Scour at Bridges" (Richardson and Davis
2001), "Stream Stability at Highway Structures" (Lagasse et al. 2001), "Bridge Scour and
Stream Instability Countermeasures - Experience, Selection and Design Guidance" (Lagasse
et al. 2001). Related NHI courses include:
(1) River Engineering for Highway Encroachments,
(2) Stream Stability and Scour at Highway Bridges, and
(3) Finite Element Surface Water
Modeling System (FESWMS).
Basic definitions of terms and notations adopted for use in this document have been presented
in the preceding section (Glossary) for rapid reference. Additionally, these important terms and
variables are defined and explained as they are encountered.
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Bridge Scour and Stream Instability Countermeasures: Experience, Selection, and Design Guidance-Third Edition Volume 2

2010-09-05T09:57:00.000-07:00

In this volume design guidelines are provided for a variety of stream instability and bridge
scour countermeasures. Most of these countermeasures have been applied successfully on
a state or regional basis, but, in several cases, only limited design references are available in
published handbooks, manuals, or reports. No attempt has been made to include in this
document design guidelines for all the countermeasures listed or referenced in Volume 1.
Countermeasure design guidelines formerly presented in HEC-20 (spurs, guide banks, drop
structures) and in HEC-18 (riprap at abutments and piers) are now consolidated in this
document. Since many bridge scour and stream instability countermeasures require riprap
revetment as an integral component of the countermeasure, riprap revetment design
guidance is summarized in Design Guideline 4. An appropriate granular or geotextile filter is
essential for any countermeasure requiring a protective armor layer (e.g., riprap, articulating
concrete blocks, etc.). Filter design guidance is provided in Design Guideline 16.
Design Guideline 8 – Articulating Concrete Block Systems, Design Guideline 9 –
Grout-Filled Mattresses, and Design Guideline 10 – Gabion Mattresses each contain
two countermeasure applications: (1) bankline revetment or bed armor, and (2) pier
scour protection. Consequently, these three design guidelines appear in Section 2,
but are referenced in Section 3 with a page citation to the pier protection application.
A number of highway agencies provided specifications, procedures, or design guidelines for
bridge scour and stream instability countermeasures that have been used successfully
locally, but for which only limited design guidance is available outside the agency. Several of
these are presented as design guidelines for the consideration of and possible adaptation to
the needs of other highway agencies (see for example, Design Guideline 6, Wire Enclosed
Riprap Mattress, and Design Guideline 13, Grout/Cement Filled Bags). These specifications,
procedures, or guidelines have not been evaluated, tested, or endorsed by the authors of
this document or by the FHWA. They are presented here in the interests of information
transfer on countermeasures that may have application in another state or region.
Since publication of the Second Edition of HEC-23 in 2001, both the Transportation
Research Board through the NCHRP Program and FHWA have sponsored a number of
research projects to improve the state of practice in bridge scour and stream instability
countermeasure technology and provide definitive guidance to bridge owners in
countermeasure design. Among the projects that represent advances in countermeasure
technology that have been incorporated into the Design Guidelines are:
• NCHRP Report 544 - Environmentally Sensitive Channel and Bank Protection Measures
• NCHRP Report 568 - Riprap Design Criteria, Specifications, and Quality Control
• NCHRP Report 587 - Countermeasures to Protect Bridge Abutments from Scour
• NCHRP Report 593 - Countermeasures to Protect Bridge Piers from Scour
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Refined 3D finite element modeling of partially restrained connections including slip

2010-09-04T06:21:00.000-07:00

The effect of partially-restrained (PR) connections on the behavior of steel frames
and their potential economical benefits is well recognized [18]. However, many structural
analysis and design approaches still consider connections as either fixed or
pinned. This assumption is mainly due to convenience and the lack of common
analysis and design approaches that address PR connections. Despite many full-scale
experimental studies that have been conducted to date, there is still a need for a
better understanding of the mechanisms that effect the non-linear behavior of PR
connections [8].
Non-linear moment rotation response of connections was recognized in the early
1930s. Standardized functions have been developed starting from basic linear and
bilinear approximations to more sophisticated models based on polynomials, cubic
B-splines and power functions fitted to available experimental data. Sherbourne and
Bahaari [13] have recently presented a review of these functions. Frye and Morris
[9] were among the first to incorporate these standardized moment–rotation functions
in steel plane frame analysis to investigate the effect of the connections on the
frame behavior.
Moment rotation functions can be useful for designers in practice. These usually
include small number of parameters taken into account from limited test data. The
lack of a large and parametrized experimental database does not allow for generating
standardized functions. Thus, there is a need to be able to analytically generate a
reliable moment–rotation response of PR connections that can be used in analysis
and design.
Non-linear finite elements are an attractive tool for modeling connections. Early
attempts to use finite elements for analysis of PR connections was by Krishnamurthy
[11]. As in many early studies using finite elements, many simplifications are made
due to the limitations of computational power. More recent studies using finite
elements in modeling connections have focused on end plate connections
[6,7,10,13,14]. In these studies 2D and 3D models are used with various simplifications
in the geometry of members, the bolts, and contact conditions. The effect
of friction on the response of end plate connections is usually neglected in these
models [7,10].
Azizinamini [3–5] preformed an extensive and detailed experimental study for top
and bottom seat angle connections with double web angles along with pull tests. In
addition, simplified 3D FE models for the pull tests are also studied. One quarter of
the top angle in the connection is modeled with 3D elements to simulate a pull test.
The force–displacement relation was converted to a moment–rotation relation in
order to examine the role of the top angle on the behavior of the connection and
approximate the overall response of the connection with a pull test. Different assumptions
and simplifications are made in order to avoid detailed modeling and reduce
the computational effort.
Yang et al. [19] consider a double web angle connection where the angles are
bolted to the column flanges and welded to the beam web. The bolts and angle are
modeled using 3D finite elements and wedge elements are used to model the weld
region. Contact is included between the bolt head and angle. However, the contact
between the bolt shank and hole is ignored.
In the studies on end plate connections and the double web angle connection, the
bolts are transferring the loads axially, thus eliminating the need for combined contact
and friction modeling between the bolts and members. These models are therefore
limited to these types of PR connections. The bolted connections tested by
Azizinamini et al. [4,5] are investigated in this study. These top–bottom bolted seat
angle connections transfer the forces by friction by clamping the parts together with
the bolts. Modeling such a mechanism requires the inclusion of contact and slip
between the connection members.
In this study, a refined 3D modeling of PR bolted connections are performed
recognizing contact and friction effects. The modeling approach is general and capable
of modeling various types of geometries of PR connections by using parametric
meshing techniques. Therefore the time of generating detailed 3D geometries is
almost eliminated. A calibration method for the pretension of the bolts is presented.
In this method, parametric solutions are first generated separately for a single bolt
clamping semi-infinite plates. These solutions are used to specify initial pretension
values for the bolts in the full connection. The correct pretension values are then
examined and corrected in the full connection model to achieve accurate final values.
It is shown in this study that the response of the bolted PR connections are sensitive
to the pretension of the bolts, thus correctly modeling the pretension and slip is
important.
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A simple shear wall model taking into account stiffness degradation

2010-09-04T06:18:00.000-07:00

Complex destructive phenomena take place in
reinforced concrete structures during earthquake excitations.
These include concrete cracking, interaction
effects between steel and concrete, steel yielding and
concrete crushing in compression. The damage generated
can be translated into a damage variable which takes
the local destructive effects into account in a global manner.
As damage increases within the reinforced concrete
structure, the alteration of the mechanical characteristics
yields modal characteristics changes. In this way, Chen
et al. [1] investigated the structural damage by means of
the identification method of modal changes. At a critical
damage level, they indicated that a decrease of the fundamental
frequency up to 10% can be expected for steel
beams. For reinforced concrete structures, the fundamen-
tal frequency reduction, related to the structural damage
can be significantly larger. Pseudodynamic tests carried
out at the European Laboratory for Structural Assessment
(JRC-Ispra) in fact showed fundamental frequency
reductions of more than 60% (Pegon et al. [2]). Such
fundamental frequency decrease strongly influences the
dynamic response of the structure subjected to a seismic
excitation.
In this paper, a simplified model for a particular lowrise
heavily reinforced shear wall is proposed. Its original
formulation is based explicitly on changes in fundamental
frequency according to a pertinent damage variable.
First of all, a detailed finite element analysis is
carried out with constitutive local models taking into
account the main destructive phenomena involved during
seismic excitation. The relevance of the modelling
is evaluated by comparing numerical results with experimental
available data. The following stage is devoted
to the identification of the decrease of the fundamental
frequency. This is realised by applying the finite element
modelling of the wall to a variety of ideal excitations
composed of sinusoidal cycles. The numerical results
allow to identify in a robust manner the decrease of the
fundamental frequency as a function of damage. Then,
this function is introduced in a simple dynamic uniaxial
model, expressed in terms of displacements at the top of
the wall. In the final stage, the validity of the proposed
simplified model is assessed by comparing numerical
results with experimental results in a first time, and, in
a second time, with the results issued from fine finite
element analyses for different types of seismic excitations.
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Performance of reinforced concrete buildings during, Turkey earthquake, and seismic design and construction practise in Turkey

2010-09-04T06:13:00.000-07:00

On August 17, 1999, a Mw 7.4 earthquake occurred
on the 1500-km-long North Anatolian fault in northwestern
Turkey. The epicenter of the earthquake was near
Izmit, 90 km east of Istanbul (Fig. 1). Following the
earthquake, the Pacific Earthquake Engineering
Research Center dispatched a reconnaissance team to the
epicentral region to learn first hand about the performance
of the civil infrastructure. The geographic region
that was impacted by the earthquake was somewhat narrow
banded and centered around the fault, and stretched
from Istanbul in the west to Go¨lyaka and Du¨zce in the
east. Damage to building construction was severe and
widespread (Sezen et al. [1], Aschheim [2], Scawthorn
[3]). Estimates for economic losses were around 20
billion US dollars. The official death toll was over
17,200, with some 44,000 people injured and thousands
left homeless. Some 77,300 homes and businesses were
destroyed, and 244,500 were damaged. The majority of
deaths and injuries were in the cities of Kocaeli, Sakarya,
and Yalova.
This paper describes briefly the state-of-practice for
building seismic design and construction in Turkey, and
compares the US and Turkish codes. The performance
of the reinforced concrete frame and wall buildings and
their components during the 1999 Kocaeli earthquake is
presented, and evaluated considering the seismic design
and construction practice in the epicentral region.
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Seismic behaviour of self centring braced frame buildings with reusable hysteretic damping brace

2010-09-04T06:09:00.000-07:00

Structural systems designed with conventional seismic design approach dissipate seismic energy by
incurring ductile inelastic response in selected regions. Such a seismic design strategy may not be
appealing from a life cycle cost perspective, especially for high seismic regions, where costly repairs
are often required after moderate earthquakes. After the 1994 Northridge earthquakes, growing
interests are given to a more logical seismic design approach, which involves energy dissipation
through supplemental damping system or fuse-type energy-dissipating devices. In such systems, the
main structural system is intended to have little or no damage while supplemental damping devices
are designed directly for energy dissipation and can be replaced if damaged during earthquakes.
Examples of such energy dissipation devices include friction damper, buckling-restrained brace
and many other types of passive or active structural control devices [1].
Buckling-restrained braces (BRB), which are capable of yielding in both tension and compression,
have been developed to overcome the buckling problem of conventional braces in concentrically
braced frames [2, 3]. BRB frame has been used extensively for seismic applications in Japan
after the 1995 Kobe earthquake and is also gaining popularity in the United States after the 1994
Northridge earthquake. BRB frames are desirable for seismic design and rehabilitation for their
superior ductile performance. Non-linear dynamic analyses by Sabelli et al. [2] have shown that
the behaviour of BRB frames is comparable and often better than that associated with conventional
concentrically braced frames and moment frames. However, several potential problems such as
tendency of BRBs to yield under frequent earthquakes have been identified for BRB frame by
a few researchers [2, 4]. Costly repair after moderately strong earthquakes might be necessary
due to these problems. For example, large residual displacements may exist in a BRB frame
after moderate earthquakes, necessitating closure of the building while costly repairs are being
carried out.
Recently, an alternative seismic resisting system with self-centring hysteretic behaviours has
received considerable interests (e.g. [5–7]). A flag-shaped hysteresis loop is typical of such selfcentring
systems with energy dissipation capability. Self-centring systems have the ability to control
damage and to reduce (or even eliminate) residual structural deformation. This is important since
residual structural deformation is emphasized as a fundamental complementary parameter in the
evaluation of structural (and non-structural) damage in the performance-based seismic design and
assessment approach [8].
Although several self-centring structural systems using post-tensioned high strength steel bars
or tendons have been proposed [5, 6, 9], special metals such as superelastic shape memory alloys
(SMA) possess a self-centring hysteretic behaviour which can be utilized to construct self-centring
braced frame systems. However, without pre-tensioning, superelastic SMA would most likely
remain linearly elastic and thus no energy dissipation would occur under frequent earthquakes.
SMA-based energy dissipation devices have recently attracted a great attention from civil engineering
researchers for seismic response control applications (e.g. [10–17]). Hodgson and Krumme [10]
proposed a SMA damping device with a centre-tapped configuration, in which the superelastic
wires are loaded to the middle of its superelastic strain limit when the device is constructed. This
centre-tapped configuration allows the device to dissipate energy in both push and pull directions.
Dolce et al. [13] tested Nitinol-based devices with full re-centring and good energy dissipation
capabilities. The kernel component of such a device consists of two groups of Nitinol wire loops—a
re-centring group of Nitinol wires with pre-strain and an energy-dissipating group of pre-tensioned
superelastic Nitinol wires, which are mounted on two concentric tubes. Their full-scale brace,
which was designed for a maximum force of 200 kN and has a double flag-shaped hysteretic
loop, can be used as a bracing element in framed structures. The ability of these SMA braces to
control the seismic response of RC framed structures was assessed through shaking table tests of a
1
3.3 -scale, 3-storey, two-bay RC plane frame, which was designed for low seismicity and low ductility
[14]. Their experimental results have shown that the SMA braces can provide performances
at least comparable to those provided by steel braces, while having an additional self-centring
feature.
This paper presents a special hysteretic damping device termed reusable hysteretic damping
brace (RHDB) with inherent self-centring behaviour and enhanced energy dissipation capacity.
A new type of self-centring braced frame system can be established by combining the concepts
of braced frames and self-centring system using RHDB. A seismic performance study of steel
concentrically braced frames with RHDBs, which is based on non-linear time history analysis of
RHDB frames, is the focus of this paper. The non-linear dynamic analysis involves a 3-storey and
6-storey concentrically braced frames subjected to design basis earthquake and frequent earthquake
ground motions for California.
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Pumice concrete for structural wall panels

2010-09-04T06:06:00.000-07:00

Structural lightweight aggregate concrete (LWC) has
been used in many civil engineering applications as a very
convenient alternative to conventional concrete. As a matter
of fact its lighter weight permits a saving in dead load
with a reduction in the costs of both superstructures and
foundations. In addition, the better thermal insulation, the
greater fire resistance and the substantially equivalent
sound-proofing properties (in spite of its minor mass compared
to normal weight concrete (NWC) — see e.g. [1])
make it preferable with respect to NWC itself for nonstructural
uses.
In the last five decades the use of LWC has been
extended to structural elements, thanks to the improvement
in performances obtainable (in terms of stiffness, strength
and ductility) by means of appropriate ingredient mix proportions
[2] and appropriate design of the reinforcement.
Naturally, the use of lightweight concrete has been confined
to large structures (where the beneficial influences of
the reduced weight are greater), and, more in particular, to
structures where a high dead load to live load ratio occurs.
Further, the reduced weight may make LWC preferable for
structures in seismic zones, because of the reduced
dynamic actions, and for precast structures, because it
makes it easier to move the elements to be connected.
More recently, lightweight concrete was also applied in
marine structures (offshore structures and ships), and later
for long span bridges, buildings and grandstands [1]. Referring
to buildings, LWC can be used in structural frames,
but it proves to be more suitable for wall system structures,
where the local ductility demand (in seismic zones) and
the required strength of the materials are reduced and the
dead load to live load ratio is very high.
LWC is manufactured by using different kinds of lightweight
aggregates, available in nature or artificially produced,
so that the properties of LWC depend on the properties
of the particular lightweight aggregate being used.
Natural lightweight aggregate sources can be found in
regions characterized by volcanic activity, where porous
rocks (known as pumices), are available. Artificial lightweight
aggregates (like the expanded clay obtained by
thermal treatment of argillaceous materials) are produced
in many countries, the raw materials being very common.
They may exhibit higher resistance than natural
lightweight aggregates, but this favourable result implies
a greater production cost.
Considering the availability of pumice in the world
and its usability as a natural aggregate for concrete, a
research program has been carried out in order to verify
the mechanical properties of the pumice concrete in
relation to the mechanical standards requested by
present-day codes for structural applications, and in
order to observe its behaviour when used for structural
elements. The main results at the actual stage of this
research are presented through the paper. Specifically,
the results of the tests on lightweight pumice stone concrete
(LWPSC) wall panels subjected to vertical and lateral
loads are shown and compared to those obtained
from similar NWC and lightweight expanded clay concrete
(LWECC) wall panels.
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Prediction of elastic displacement response spectra in Europe and the Middle East

2010-09-04T06:02:00.000-07:00

Empirical equations are presented for the prediction of displacement response ordinates for damping ratios
of 2, 5, 10, 20 and 30% of critical and for response periods up to 4 s, using 532 accelerograms from the
strong-motion databank from Europe and the Middle East. The records were all re-processed and only
employed for regressions at periods within the usable range, defined as a fraction of the filter cut-off
and depending on the instrument type (digital or analogue), earthquake magnitude and site class. The
equations can be applied to predict the geometric mean displacement and pseudo-acceleration spectra
for earthquakes with moment magnitudes (M) between 5 and 7.6, and for distances up to 100 km. The
equations also include style-of-faulting and site class as explanatory variables. The predictions obtained
from these new equations suggest that earlier European equations for spectral displacements underestimate
the ordinates at longer periods as a result of severe filtering and the use of the spectral ordinates at periods
too close to the filter cut-off. The results also confirm that the period defining the start of the constant
displacement plateau in the Eurocode 8 (EC8) spectrum is excessively short at 2 s. The results not only
show that the scaling factor defined in EC8 for estimating the spectral ordinates at damping ratios different
from 5% of critical are a good general approximation, but also that this scaling varies with magnitude and
distance (reflecting the influence of duration) and also displays a mild dependence on response period.
Copyright q 2007 John Wiley & Sons, Ltd.
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Simplified Estimation of Economic Seismic Risk for Buildings

2010-09-04T05:58:00.000-07:00

Seismic risk enters into several important real-estate decision-making processes:
purchase of investment property, performance-based design of new structures, seismic
rehabilitation of existing buildings, and decisions regarding the purchase of earthquake
insurance, for example. In such situations, it matters who the decision makers are, how
they make decisions, what aspects of seismic risk most concern them, how long their
planning horizon is, and other parameters. We focus on one of the more common seismic
risk decision situations: the purchase of existing commercial property by real-estate
investors in seismic regions. (The most common situation is probably purchasing a home
in seismically active regions.)
Economic seismic risk to these properties is assessed every time the property
changes hands, on the order of every five to ten years. By contrast, a building is designed
and built only once. Thus the most common opportunity for market forces to
bring about seismic-risk mitigation for commercial properties is at times of sale. Anecdotal
evidence suggests that these are mostly missed opportunities: risk is typically not
mitigated, even in more vulnerable buildings.
This can be partly explained by considering the context in which seismic assessments
are performed. During virtually every sale of an existing commercial building, the
buyer assesses the building’s investment value using a financial analysis that considers
revenues and expenses, rent roll, market leasing, physical condition, and other property
information. The investor makes his or her bidding decision based on projected income
and expenses, using one or more of the economic performance metrics of net present
value, net operating income, cashflow, internal rate of return, and capitalization rate.
The input to this financial analysis is typically provided by a real-estate broker representing
the seller, whose figures the investor checks and modifies during a duediligence
study. Many of the inputs are known values—number, duration, and income
from current leases, for instance—but many are uncertain. Vacancy rates, market rents,
and other important parameters fluctuate significantly and unpredictably, leading to substantial
uncertainty in the future economic performance of a property. In the face of
these uncertainties, the bidder usually estimates investment value using best-estimate inputs
and then again with deterministic sensitivity studies to probe conditions that would
lead to poor performance (higher future vacancy rates, for example). The future cost to
repair earthquake damage is not one of the parameters the bidder uses in the financial
analysis. This is important: seismic risk is not a market quantity.
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On the characteristics of ground motion rotational components using Chiba dense array data

2010-09-04T02:28:00.000-07:00

Rotational motions (torsional and rocking) induced by seismic waves have been essentially
ignored for a long time, first because rotational effects were thought to be small for man-made
structures [1], and second because sensitive measuring devices were not available until quite recently.
The benefits of the determination of rotational motion in seismology and engineering are
still under investigation (e.g. [2, 3]). In seismology, rotational motions can provide accurate data
for arrival times of SH waves and, in the near-source distance range, rotational motions might
provide more detailed information on the rupture processes of earthquakes [3]. Rotational motions
could also be used to better estimate the static displacement from seismic recordings, identifying
translational signals caused by rotation [2].
In engineering, dynamic response estimation of structures subjected to earthquake-induced base
excitations is often simplified by ignoring the rotational components. This has been a widely
accepted practice in engineering community, mainly caused by the lack of recorded strong motion
accelerograms for these motions. Many structural failures and the damage caused by earthquakes
can be linked to differential and rotational ground motions. Torsional responses of tall buildings in
Los Angeles, during the San Fernando earthquake in 1971, could be ascribed to torsional excitation,
while rotational and longitudinal differential motions may have caused the collapse of bridges
during San Fernando (1971), Miyagi-ken-Oki (1978) [4] and Northridge (1994) [5] earthquakes.
For the first time, Newmark [6] established a simple relationship between translational and torsional
components of the ground motion. He presented a deterministic procedure for estimating the
increase in displacement of symmetric-plan buildings caused by rotational ground motions at the
base due to horizontal propagation of plane waves with a constant velocity and further explored
in the other studies [7, 8]. Several studies have shown the importance of torsional components
in seismic analysis and design of structures [6, 9–13]. The seismic design codes also prescribe
‘Accidental Eccentricity’ in design force calculations to account for the unknown torsional inputs
and unpredictable eccentricities [14, 15]. Since then, many researchers have studied the dynamic
and accidental eccentricities of structures [12, 13, 16, 17]. The significance of rocking excitations
for continuous [18] and for base-isolated structures [19] is emphasized. Furthermore, the effects of
rocking motions on dynamic response of multistorey building have been analytically investigated
and the results revealed that stiff structures, such as nuclear power plants, having short vibration
periods, might be influenced more by this component in typical earthquake excitations [20].
Although some theoretical studies [20–22] have been carried out to estimate effects of rocking
components on response of structures, no provisions are made in design codes to account for the
effect of ground rocking motion.
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A constitutive model of concrete confined by steel reinforcements and steel jackets

2010-09-04T02:25:00.000-07:00

Many strong earthquakes, such as the 1990 Luzon earthquake
(Philippines), the 1994 Northridge earthquake (USA),
the 1995 Kobe earthquake (Japan), and the 1999 Ji-Ji earthquake
(Taiwan), have occurred in regions of high seismicity
in the last decade. These earthquakes resulted in sgnificant
loss of life and property and caused infrastructure damage.
The columns are the most important structural members in a
structure, and the strength and ductility of columns significantly
influence the seismic capacity of a structure. Therefore,
the seismic retrofit of a column has become a very
important issue in countries subject to earthquake activity.
In the 1990s, the steel jacketing technique was developed
and experimentally verified to be effective in enhancing the
seismic capacity of columns. Therefore, the steel jacketing
technique has been widely applied in practical construction,
particularly in Japan, Taiwan, and the state of California in
the United States.
The steel jacketing technique was originally developed for
circular-sectioned bridge columns. Two semicircular steel
plates larger than the diameter of the column are formed in
the factory. The vertical seams between both half steel shells
are welded in situ to become a continuous steel tube with a
small annular gap between the bridge column and the steel
plate. The gap is filled with pure cement or epoxy matrix to
transfer the stress in the bridge column to the steel plates
(Priestley et al. 1996). Therefore, concrete confined by a
steel jacket can be seen as that confined by continuous lateral
steel reinforcement. Steel jacketing has proven to be effective
because none of the bridges retrofitted with a steel
jacket suffered damage during the 1994 Northridge earthquake
(CALTRANS 1994). In Taiwan, the steel jacketing
technique has also become a very popular seismic retrofit
technique after the 1999 Ji-Ji earthquake.
The steel jacket mounted around the column can increase
the compressive strength, shear strength, and ductility of the
column. By doing so, the constitutive behavior of the concrete
is changed due to the increase in the confinement stress
of the concrete (Moehle 1992; Priestley and Seible 1991;
Priestley et al. 1996). Therefore, it is necessary to develop a
suitable constitutive model for concrete confined by a steel
jacket in the structural analysis and also the retrofit design.
In this paper, a constitutive model of concrete confined by
both steel reinforcement and a steel jacket in the use of
retrofitting and strengthening reinforced concrete structures
is proposed, and test results are also recorded from 60 concrete
cylinders, 30 cm in diameter and 60 cm in length, confined
by steel jackets of different thicknesses and different
types of lateral steel reinforcement. The stress–strain curves
of the test results are compared with that of the proposed constitutive
model to show that the proposed model is effective.
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Ductility and linear analysis with moment redistribution in reinforced high strength concrete beams

2010-09-04T02:22:00.000-07:00

The evaluation of the ductility of reinforced concrete beams is very important, since it is essential to avoid a
fragile collapse of the structure by ensuring adequate deformation at the ultimate limit state. One of the procedures
used to quantify ductility is based on deformations, namely, the plastic rotation capacity. Knowledge of the plastic rotation
capacity of certain regions of the structure is important for a plastic analysis or a linear analysis with moment redistribution.
An experimental program is described in this article. It is composed of 10 tests designed to study the moment
redistribution and ductility of continuous high-strength concrete beams. Particular care was given to analysing how the
tensile reinforcement ratio and the transverse reinforcement ratio influence the plastic rotation capacity of the beams. A
comparative study was carried out on several codes related to the moment redistribution permitted and the experimental
findings. It was found that some of the recommendations are unsafe. It was also found that high-strength concrete
beams, when properly designed, have enough deformation capacity to be used in plastic analysis.
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Failure tests on full scale models of grout laminated wood decks

2010-09-04T02:20:00.000-07:00

A grout laminated wood deck (GLWD) comprises wood
laminates, or logs trimmed to obtain two vertical faces, held
together by internal grout cylinders, also referred to as shear
keys, which are prestressed with rods of steel or glass fibre
reinforced polymers (GFRP). There are two methods of constructing
GLWD. In one scheme of construction, the deck is
compressed laterally by tendons in regularly spaced transverse
holes within the deck. After stressing the deck, the
holes are filled with a grout. The prestressing force is removed
from the rods after the grout has set, thus putting the
grout cylinders in compression. For ease of reference, the
deck resulting from this method of construction is referred
to as the GLWD with grout cylinders in compression or
GLWD-C.
In the other method of construction, the deck is compressed
by an external prestressing system and the transverse
holes in the deck, containing the rods, are filled with a grout.
After the grout has set, the external prestressing system is
removed, inducing a tensile force in the grout cylinders,
most of which develop small transverse cracks along their
length. The deck obtained by this form of construction is referred
to as the GLWD with grout cylinders in tension or
GLWD-T.
Full-scale models of both forms of construction of GLWD
were constructed at Dalhousie University. The GLWD-C
employing steel rods was built about 3 years ago, and the
GLWD-T with GFRP rods about 2 years ago. A set of initial
tests conducted on the two models have confirmed that the
grout cylinders, whether cracked or not, are effective in the
lateral transfer of concentrated loads. Unlike stress laminated
wood decks, GLWDs are not affected by prestress
losses.
The two models of GLWDs were recently moved to The
University of Manitoba in Winnipeg, where each was tested
to failure under a central patch load. It was confirmed that
the decks can be assembled and stored for prolonged periods
of time without adversely affecting their performance, thus
making them an excellent choice for emergency use. The ultimate
load tests are described herein and the pre-failure test
results compared with those from the earlier tests.
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An evaluation of pile cap design methods in accordance with the Canadian design standard

2010-09-04T02:13:00.000-07:00

There are a number of design methods that have been described for the design of pile caps, but there has
been no consensus on which method provides the best approach for the working designer. This paper describes a study
conducted to establish the performance of several pile cap design methods, particularly with respect to the Canadian
standard, CSA A23.3-94. Previous research was examined to determine the basis of the design methods and the state
of current research. The design methods identified were then applied to pile caps for which test data were available.
The theoretical loads obtained using the various design methods were compared with the experimental loads. The results
of this study indicate that two design models of the five examined are the most suitable. This study also indicates
that the provisions of the Canadian design standard are adequate. A possible refinement of the strut-and-tie model incorporating
a geometric limit is also outlined.
Key words: building codes, footings, pile caps, reinforced concrete, structural design.
Résumé : Plusieurs méthodes de conception ont été décrites pour la conception des têtes de pieu, mais un consensus
n’a pas été atteint quant à savoir quelle méthode fournit la meilleure approche pour le concepteur. Cet article décrit
une étude effectuée pour déterminer le rendement de plusieurs méthodes de conception de semelles sur pieu, en particulier
par rapport au norme canadienne, CSA A23.3-94. Les recherches antérieures ont été examinées afin de déterminer
la base des méthodes de conception et l’état de la recherche actuelle. Les méthodes de conception identifiées ont
été appliquées aux semelles sur pieu pour lesquelles les données de tests étaient disponibles. Les charges théoriques
obtenues en utilisant les diverses méthodes de conception ont été comparées aux charges expérimentales. Les résultats
de cette étude indiquent que deux modèles de conception sur les cinq examinés étaient mieux adaptés. Cette étude indique
également que les dispositions de la norme canadienne de conception sont adéquates. Un raffinement possible du
modèle à treillis incorporant une limite géométrique est également souligné.
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Earthquake response of tall reinforced concrete chimneys

2010-09-04T02:10:00.000-07:00

Codes of practice around the world provide conservative
guidelines for the aseismic design of tall reinforced
concrete chimneys in the belief that such structures
would behave in a brittle manner when subject to severe
earthquake excitation. This has resulted in reinforced
concrete chimneys being prohibitively expensive in
regions of high seismicity. It has recently been established
from an experimental program that reinforced
concrete chimneys respond in a moderately ductile manner
under severe reverse cycle loading through yielding
of the reinforcement in tension provided that the sections
possess a reasonable curvature capacity [1].
The results from the experimental program have been
used to develop a non linear dynamic procedure for evaluating
the inelastic response of tall reinforced concrete
chimney structures described in this paper. The procedure,
which incorporates a cantilever model with discrete
plastic hinges is used to study the response of ten
chimneys, ranging in height from 115 m to 301 m, to
severe earthquake excitation. In particular, the response
behaviour and the failure modes of these chimneys associated
with an ensemble of earthquake ground motions
is described.
Based on the non linear dynamic study, a series of
code design recommendations have been prepared which
encourage the development of ductile behaviour to dissipate
the seismic energy and prevent the formation of
brittle failure modes. These recommendations have been
incorporated into the 2001 CICIND code [2] for the
design of reinforced concrete chimneys and result in
cheaper chimneys which perform better under earthquake
excitation (CICIND is a French acronym for International
Committee on Industrial chimneys). The justification
for the selection of a structural response factor
of R=2 which reduces the seismic design forces and satisfies
both the serviceability and structural stability limit
states is presented using a deterministic approach.
Finally, a comparison of the cost and performance of a
245 m tall chimney designed to the proposed seismic
code provisions is made with the 1998 ACI 307, 1998
CICIND, 1996 EC8-3 and 1997 UBC codes of practice
[2–5].
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Beam element verification for 3D elastic steel frame analysis

2010-09-04T01:56:00.000-07:00

In the past decade, there has been more widespread
use of 3D frame analysis programs in civil engineering
design offices to determine the buckling loads and the
member forces of steel framed structures. In most cases,
the use of 3D analysis has been necessitated by the
topology of the designed structure that does not permit
the use of 2D analysis, such as in the case of a sports
stadium. More recently, however, 3D frame analyses
have also been carried out on multi-storey multi-bay
rectangular frames such as high-rise storage rack frames.
The fact that this type of steel structure is generally
composed of open sections rather than tubular sections,
the latter normally used in space roof trusses and offshore
structures, has important implications for the
frame stability that are not generally well understood by
practising engineers. In design practice, either linear
buckling analysis or second-order elastic analysis is
performed to assess the frame stability.
The elastic buckling behaviour and the second-order
effects due to geometric nonlinearity of steel plane
frames are well understood and well documented in the
literature [1–4]. Commercial frame analysis programs
that can handle most or all of these two stability aspects
of planar (2D) steel structures have also been available
for many years. For the purpose of verifying a 2D beam
element or a 2D frame analysis program, there are many
well established and well defined benchmark examples
[5–7]. However, neither situation is true for 3D beam
elements or 3D frame analysis programs. Although 3D
linear elastic analysis is a fairly straightforward extension
of 2D analysis, at the member level there may be 3D
couplings between axial, flexural and torsional deformation
modes that control the buckling behaviour of
open sections. The comment of Springfield [8] that few
commercial frame analysis/design programs could deal
with out-of-plane buckling of beams or beam-columns
by other than empirical means is still largely true today,
except for the more expensive general-purpose finite
element analysis packages such as ADINA [9] and
ABAQUS [10].
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A comparison of single-run pushover analysis techniques for seismic assessment of bridges

2010-09-04T01:52:00.000-07:00

The term ‘pushover analysis’ describes a modern variation of the classical ‘collapse analysis’
method, as fittingly described by Kunnath [1]. It refers to an analysis procedure whereby an
incremental-iterative solution of the static equilibrium equations has been carried out to obtain
the response of a structure subjected to monotonically increasing lateral load patterns. Whilst the
application of pushover methods in the assessment of building frames has been extensively verified
in the recent past, nonlinear static analysis of bridge structures has been the subject of only limited
scrutiny [2]. Since bridges are markedly different structural typologies with respect to buildings,
observations and conclusions drawn from studies on the latter cannot really be extrapolated to the
case of the former, as shown by Fischinger et al. [3], who highlighted the doubtful validity of
systematic application of standard pushover procedures to bridge structures.
Recent years have also witnessed the development and introduction of an alternative type of
nonlinear static analysis [4–10], which involve running multiple pushover analyses separately, each
of which corresponding to a given modal distribution, and then estimating the structural response
by combining the action effects derived from each of the modal responses (i.e. each displacement–
force pair derived from such procedures does not actually correspond to an equilibrated structural
stress state). As highlighted by some of their respective authors, the main advantage of this
category of static analysis procedures is that they may be applied using standard readily available
commercial software packages, since they make use of conventional analysis types. The associated
drawback, however, is that the methods are inevitably more complex than running a single pushover
analysis, as noted by Maison [11], for which reason they do not constitute the scope of the current
work, where focus is instead placed on single-run pushover analysis procedures, the simplicity
of which renders them an even more appealing alternative, or complement, to nonlinear dynamic
analysis [12].
In this work an analytical parametric study is thus conducted applying different single-run
pushover procedures, either adaptive or conventional, on a number of regular and irregular continuous
deck bridges subjected to an ensemble of ground motions. The effectiveness of each
methodology in reproducing both global behaviour and local phenomena is assessed by comparing
static analysis results with the outcomes of nonlinear time-history runs. Adaptive pushovers are
run in both their force-based [13–17] and displacement-based [18, 19] versions. With respect to
the latter, it is noted that, contrary to what happens in a non-adaptive pushover, where the application
of a constant displacement profile would force a predetermined and possibly inappropriate
response mode that could conceal important structural characteristics and concentrated inelastic
mechanisms at a given location, within an adaptive framework a displacement-based pushover
is entirely feasible, since the loading vector is updated at each step of the analysis according to
the current dynamic characteristics of the structure. The interested reader is referred to some of
the aforementioned publications for details on the underlying formulations of adaptive pushover
algorithms.
It is observed that whilst for regular bridge configurations some conventional single-run pushover
methods may manage to provide levels of accuracy that are similar to those yielded by their more
evolved adaptive counterparts, when irregular bridges are considered the advantages of using the
latter become evident. In particular, the displacement-based adaptive pushover (DAP) algorithm is
shown to lead to improved predictions, which match more closely results from nonlinear dynamic
analysis.
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PERENCANAAN STRUKTUR GEDUNG INSTALASI RAWAT INAP RSI SURAKARTA

2010-09-04T01:48:00.000-07:00

Rumah Sakit Islam Surakarta adalah salah satu Rumah Sakit Islam
swasta yang berada dibawah naungan Yayasan Rumah Sakit Islam
Surakarta (YARSIS). RSI Surakarta beralamat di Jl. Ahmad Yani, Pabelan
Surakarta. RSI Surakarta memiliki berbagai fasilitas pelayanan yang
memadai baik pelayanan umum maupun khusus. Saat ini terdapat 5
gedung utama yang telah digunakan, 3 diantaranya adalah gedung yang
digunakan untuk instalasi rawat inap. Instalasi rawat inap tersebut terdiri
dari rawat inap untuk kelas Very Important Person (VIP), kelas I dan
keluarga miskin.
Rumah Sakit Islam Surakarta dalam perkembangannya masih
memerlukan ruangan untuk instalasi rawat inap khususnya kelas VIP
sehingga diperlukan penambahan jumlah instalasi rawat inap, maka dari
itu dilaksanakanlah pembangunan gedung rawat inap RSI Surakarta.
Dalam perencanaannya gedung ini dibuat 6 tingkat. Lantai 1 direncanakan
untuk ruang administrasi dan manajemen, lantai 2 untuk ruang rawat inap
kelas VIP, lantai 3,4,5 untuk ruang rawat inap kelas 1 dan lantai 6 untuk
ruang mesin.
Pembangunan instalasi rawat inap yang baru diharapkan mampu
meningkatkan pelayanan rumah sakit kepada pasiennya dan menjadikan
Rumah Sakit Islam Surakarta sebagai salah satu Rumah Sakit Islam yang
bonafid serta mengutamakan pelayanan. .Hal itulah yang melatar belakangi
dibangunnya gedung rawat inap ini.
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Penyambungan tiang pancang beton pracetak untuk fondasi jembatan

2010-09-04T01:47:00.000-07:00

Pedoman tentang Penyambungan tiang pancang beton pracetak untuk fondasi jembatan adalah revisi dari SNI 03-3448-1994, Tata cara penyambungan tiang pancang beton pracetak penampang persegi dengan sistem monolit bahan epoxy, yang dilengkapi dengan tata cara penyambungan tiang pancang beton pracetak dengan las dengan beberapa perubahan yang diuraikan pada deviasi teknis.
Pedoman ini disusun oleh Panitia Teknis Bahan Konstruksi Bangunan dan Rekayasa Sipil melalui Gugus Kerja Jembatan dan Bangunan Pelengkap Jalan pada Subpanitia Teknis Rekayasa Jalan dan Jembatan.
Tata cara penulisan disusun mengikuti Pedoman Standardisasi Nasional (PSN) Nomor 8 Tahun 2007 dan dibahas dalam forum konsensus tanggal 19 Desember 2007 di Bandung, yang melibatkan para narasumber, pakar dan lembaga terkait.
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Behaviour of Precast Concrete Beam for Earthquake Resistance and Fast Build House using Infill Frame System

2010-09-04T01:43:00.000-07:00

Wilayah Indonesia mempunyai aktivitas
gempa yang cukup tinggi (puslitbang). Dampak yang
terjadi akibat gempa bumi tersebut adalah jatuhnya
korban jiwa dan keruntuhan sebagian besar bangunan,
khususnya rumah tinggal. Sebagian besar rumah yang
runtuh adalah rumah yang dibangun tanpa struktur
penguat seperti sloof, kolom, balok ring dari beton
bertulang, material yang tidak memenuhi standar dan
banyak rumah tinggal yang dibangun tanpa mengikuti
peraturan dan konsep desain bangunan tahan gempa
yang ada (Wibowo).
Untuk membantu korban tuna wisma, pemerintah
harus segera memberi bantuan berupa rumah tinggal
yang dapat dibangun secara cepat sehingga korban
dapat kembali beraktifitas dengan normal. Untuk
mengatasi masalah tersebut, maka pada penelitian ini
diusulkan rumah tahan gempa dari beton pracetak.
Sistem pracetak beton mempunyai beberapa
kelebihan seperti mutu dan bahan lebih terjamin karena
proses pembuatan di pabrik dengan control kualitas
pekerjaan yang prima, waktu pemasangan lebih cepat
dan praktis, beton dapat langsung diekspos tanpa perlu
finishing terlebih dahulu. Selain itu,
tidak perlu khawatir bahwa penggunaan elemen precast
tersebut akan mahal, karena mengingat elemen pracetak
bisa diproduksi secara massal dan seragam sehingga
elemen-elemen dalam jumlah besar bisa langsung
dicetak dan dirakit di lapangan untuk membuat suatu
perumahan se-tipe dalam jumlah banyak dalam waktu
singkat. Karena bisa mempercepat waktu pelaksanaan,
maka pasti akan menghemat biaya (Yee, 2001).
Salah satu komponen struktural bangunan adalah
balok. Balok menerima beban lentur yang menyebabkan
keruntuhan tarik dan beban geser yang dapat
menyebabkan keruntuhan getas (britlle). Desain geser
merupakan hal yang sangat penting dalam struktur
beton karena kekuatan tarik beton jauh lebih kecil
dibandingkan dengan kekuatan tekannya. Perilaku balok
beton bertulang pada keadaan runtuh geser sangat
berbeda dengan pada keruntuhan karena lentur. Balok
tersebut langsung hancur tanpa ada peringatan terlebih
dahulu.
Dalam penelitian ini akan digunakan sistem
struktur infill frame, pengertian sistem struktur infilled
frame adalah sistem struktur dimana kontribusi infill
panel (dinding atau panel pengisi rangka)
diperhitungkan dalam menahan beban lateral. Infilled
frame terdiri dari 3 komponen, yaitu rangka
(frame/skeletal structure), infill panel (bagian pengisi)
dan penghubung antara rangka dan infill
panel/pengisinya (Hoenderkamp et al,2005). Sistem
struktur ini dipilih karena banyak konstruksi rangka
gedung pada abad ke-20 ini yang dindingnya (cladding)
sengaja didesain untuk menambah kestabilan dan
kekakuan struktur terhadap beban lateral (D. V. Malick,
1967), sehingga dapat membantu rangka bahkan
mengoptimalkan dimensi rangka.
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PERENCANAAN GEDUNG PERPUSTAKAAN 5 ( LIMA ) LANTAI DENGAN PRINSIP DAKTILITAS TINGKAT DUA

2010-09-04T01:41:00.000-07:00

Perkembangan dunia ilmu pengetahuan ( science ) semakin cepat setiap
waktu dan akan terus berkembang sesuai dengan kemajuan jaman. Buku
merupakan sumber ilmu pengetahuan yang dapat membuat seseorang menjadi
mengerti akan ilmu pengetahuan, baik itu ilmu sosial maupun ilmu alam.
Memasyarakatkan budaya membaca dan memahami tentang ilmu pengetahuan
merupakan tujuan dari pendidikan nasional untuk meningkatkan Sumber Daya
Manusia ( SDM ) yang sudah lama digalakan oleh Pemerintah, untuk tujuan
tersebut dibutuhkan adanya prasarana penunjang. Prasarana penunjang tersebut
diantaranya adalah gedung perpustakaan.
Kodya Surakarta merupakan suatu kota yang cukup besar dengan
banyaknya penduduk yang membutuhkan suatu perpustakaan pusat kota yang
menyediakan buku-buku referensi untuk pengembangan SDM setiap anggota
masyarakat. Pembangunan perpustakaan pusat kota diharapkan akan dapat lebih
menggugah minat masyarakat kota untuk mempelajari ilmu pengetahuan sesuai
dengan minat dan bakat masing-masing.
Perencanaan gedung perpustakaan pusat kota perlu mempelajari struktur
organisasi suatu perpustakaan modern agar fungsi bangunan gedung tersebut
memenuhi syarat untuk pengembangan dimasa yang akan datang.
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PERENCANAAN STRUKTUR BETON BERTULANG UNTUK HOTEL TUJUH LANTAI (+1 BASEMENT) DENGAN PRINSIP DAKTALITAS PARSIAL DI DAERAH SUKOHARJO (TINJAUAN 2 DIMENSI

2010-09-04T01:38:00.000-07:00

Sukoharjo merupakan kabupaten yang tengah berkembang di Propinsi
Jawa Tengah. Hal tersebut mengakibatkan meningkatnya bisnis dan perdagangan
di kabupaten Sukoharjo. Oleh karena itu banyak orang dari luar daerah yang
datang ke Sukoharjo untuk berbisnis maupun mengembangkan usaha yang
dimiliki. Diantara orang-orang tersebut tidak hanya melakukan kegiatannya
dalam sehari, mungkin untuk mengurus bisnisnya diperlukan waktu berhari-hari,
agar kegiatan yang dilakukan tersebut dapat berjalan dengan baik diperlukan
sarana yang memadai dan mendukung. Salah satu sarana yang dibutuhkan
adalah gedung perhotelan.
Gedung perhotelan adalah merupakan tempat untuk peristirahatan atau
penginapan setelah melakukan kegiatan perjalanan, namun dalam
perkembangannya hotel tidak hanya sebagai tempat peristirahatan atau
penginapan tetapi hotel juga dapat digunakan sebagai tempat pertemuan ataupun
rapat dengan rekan bisnis. Berkaitan dengan hal tersebut diatas maka penyusun
mencoba untuk merencanakan gedung perhotelan 7 lantai (+1 basement) di
Sukoharjo.
Salah satu faktor yang paling berpengaruh dalam perencanaan struktur
bangunan bertingkat tinggi adalah kekuatan struktur bangunan, dimana faktor ini
sangat terkait dengan keamanan dan ketahanan bangunan dalam menahan atau
menampung beban yang bekerja pada struktur. Indonesia termasuk negara rawan
dilanda gempa karena terletak dipertemuan Cirkum Pasifik dan Tran Asiatik.
Menurut SNI 03-1726-2002, Sukoharjo termasuk pada wilayah gempa 3 yaitu
merupakan daerah cukup besar kemungkinan terjadinya gempa maka untuk
itulah dalam perencanaan gedung bertingkat tinggi ini harus direncanakan dan
didesain dengan matang agar dapat digunakan sebaik-baiknya, nyaman dan aman
terhadap bahaya gempa bagi pemakai atau penguna struktur gedung.
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ANALISIS PENAMPANG KOLOM BETON BERTULANG PERSEGI BERLUBANG MENGGUNAKAN PCA COL

2010-09-04T01:33:00.000-07:00

Pemasangan pipa pada kolom bangunan
(conduit) banyak ditemukan dalam struktur beton
bertulang. Pemasangan pipa ini dianggap
menguntungkan karena pipa di dalam kolom dapat
dimanfaatkan sebagai saluran listrik, air hujan, air
kotor, dan sebagainya sehingga bangunan akan
terlihat rapi tanpa pipa yang tampak dari luar.
Peraturan beton yang baru (SNI 03-2847-
2002) menyebutkan: Saluran pipa bersama kaitnya,
yang ditanam pada kolom tidak boleh menempati
lebih dari 4% luas penampang yang diperlukan untuk
kekuatan atau untuk perlindungan kebakaran.
Dari uraian di atas dapat disimpulakan
adanya permasalahan untuk memberikan saran-saran
mengenai pemakaian conduit di dalam penampang
kolom mengingat pentingnya elemen kolom dalam
menopang beban bangunan. Tujuan pembahasan
dalam artikel ini adalah mengetahui sejauh mana
pengaruh luas penampang lubang kolom yang
melebihi batas 4% terhadap luas penampang kolom
pada kemampuannya dalam memikul beban struktur
berdasarkan hasil diagram interaksi kolom.
Kekuatan kolom dalam memikul beban
didasarkan pada kemampuannya memikul kombinasi
beban axial (Pu) dan Momen (Mu) secara bersamaan.
Sehingga perencanaan kolom suatu struktur
bangunan didasarkan pada kekuatan dan kekakuan
penampang lintangnya terhadap aksi beban aksial dan
momen lentur. Untuk mempermudah mengetahui
kekuatan penampang kolom biasanya dibuat diagram
interaksi, yaitu suatu grafik daerah batas yang
menunjukkan ragam kombinasi beban aksial dan
momen yang dapat ditahan oleh kolom secara aman
(Wahyudi, 1997).
Pada Diagram Interaksi kolom (lihat Gambar
1), sumbu vertikal menunjukkan beban axial yang
dapat ditahan kolom sedang sumbu horizontal
menunjukkan beban momen yang dapat ditahan oleh
kolom.
Kolom yang mengalami beban axial murni
(Axial Load only) terjadi apabila kolom hanya
menahan beban sentris pada penampangnya (tanpa
eksentrisitas). Pada kondisi ini gaya luar akan ditahan
oleh penampang kolom yang secara matematis
dirumuskan dalam persamaan:
Pn = 0,8 x { 0,85. fc’. (Ag – Ast) + Ast.fy } (1)
dengan
fc’ = Kuat tekan beton yang disyaratkan
(MPa),
Ag = Luas penampang kolom,
Ast = Luas tulangan,
fy = Kuat tarik tulangan baja yang
diijinkan (MPa).
Apabila beban P bergeser dari sumbu kolom,
maka timbul eksentrisitas beban pada penampang
kolom, sehingga kolom harus memikul kombinasi
pembebanan aksial dan momen. Pada kolom yang
mengalami beban eksentris, apabila besarnya beban
aksial dan momen yang ditahan oleh kolom diplotkan
dalam gambar diagram interaksi kekuatan
penampang kolom, maka akan terdapat 4 jenis
kondisi keruntuhan penampang kolom.
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HYDRAULIC DESIGN OF HIGHWAY CULVERTS

2010-09-01T21:53:00.000-07:00

The purpose of this publication is to provide information for the planning and hydraulic design of
highway culverts and inlet improvements for culverts (Figure I-1). Design methods are included
for special shapes including long-span culverts (Figure I-2). Detailed information is provided on
the routing of flow through culverts. Guidance and reference sources are furnished for
environmental, safety, structural, economic, and other consideration.
The check lists, design charts and tables, and
calculation forms of this publication should provide
the designer with the necessary tools to perform
culvert designs ranging from the most basic culverts
to more complex improved inlet designs (Figure I-3)
is a flowchart of the culvert design procedure
followed in this manual.
The methodology of culvert design presented in this
publication is in a clear, usable format. It is intended
for those with a good understanding of basic
hydrologic and hydraulic methods and with some
experience in the design of hydraulic structures.
The experienced designer is assumed to be able to
understand the variety of flow conditions which are
possible in these complex hydraulic structures and
make appropriate adjustments. The inexperienced
designer and those unfamiliar with hydraulic
phenomena should use this publication with caution.
This publication combines the information and
methodology contained in Hydraulic Engineering
Circular HEC Number 5, Hydraulic Charts for the
Selection of Highway Culverts, HEC Number10,
Capacity Charts for the Hydraulic Design of
Highway Culverts, and HEC Number 13, Hydraulic
Design of Improved Inlets for Culverts with other
more recent culvert information developed by
governmental agencies, universities, and culvert
manufacturers to produce a comprehensive culvert
design publication.
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Highway Hydrology Metric Version

2010-09-01T21:24:00.000-07:00

Hydrology is often defined as the science that deals with the physical properties, occurrence, and
movement of water in the atmosphere, on the surface of, and in the outer crust of the earth. This
is an all-inclusive and somewhat controversial definition for there are individual bodies of science
dedicated to the study of various elements contained within this definition. Meteorology,
oceanography, geohydrology, among others, are typical. For the highway designer, the primary
focus is with the water that moves on the earth's surface and in particular that part which
ultimately crosses transportation arterials, i.e., highway stream crossings. A secondary interest is
to provide interior drainage for roadways, median areas, and interchanges.
Hydrologists have been studying the flow or runoff of water over land for many decades, and
some rather sophisticated theories have been proposed to describe the process. Unfortunately,
most of these attempts have been only partially successful not only because of the complexity of
the process and the many interactive factors involved, but also because of the stochastic nature
of rainfall, snowmelt, and other sources of water. Most of the factors and parameters that
influence surface runoff have been defined, but for many, complete functional descriptions of
their individual effects exist only in empirical form. Extensive field data, empirically determined
coefficients, and sound judgment and experience are required for their quantitative analysis.
By application of the principles and methods of modern hydrology, it is possible to obtain
solutions that are functionally acceptable and form the basis for the design of highway drainage
structures. It is the purpose of this manual to present some of these principles and techniques
and to explain their uses by illustrative examples. First, however, it is desirable to discuss some
of the basic hydrologic concepts that will be utilized throughout the manual and to discuss
hydrologic analysis as it relates to the highway stream crossing problem.
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Introduction to Highway Hydraulics

2010-09-01T21:16:00.000-07:00

Highway hydraulic structures perform the vital function of conveying, diverting, or removing surface water from the highway right-of-way. They should be designed to be commensurate with risk, construction cost, importance of the road, economy of maintenance, and legal requirements. One type of drainage facility will rarely provide the most satisfactory drainage for all sections of a highway. Therefore, the designer should know and understand how different drainage facilities can be integrated to provide complete drainage control.
Drainage design covers many disciplines, of which two are hydrology and hydraulics. The determination of the quantity and frequency of runoff, surface and groundwater is a hydrologic problem. The design of structures with the proper capacity to divert water from the roadway, remove water from the roadway, and pass collected water under the roadway is a hydraulic problem.
This publication will briefly discuss hydrologic techniques with an emphasis on methods suitable to small drainage areas, since many components of highway drainage (e.g., storm drains, roadside ditches, etc.) service primarily small drainage areas. Fundamental hydraulic concepts are also briefly discussed, followed by open-channel flow principles and design applications of open-channel flow in highway drainage. Then, a parallel discussion of closed-conduit concepts and applications in highway drainage will be presented. The concluding sections include an introduction to energy dissipation, construction, maintenance, and economic issues. In all cases, detailed design criteria and standards are provided primarily by reference, since the objective of this document is to present a broad overview of all the components of highway drainage and to serve primarily as an "Introduction to Highway Hydraulics."
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Highway Hydrology

2010-09-01T20:54:00.000-07:00

Hydrology is often defined as the science that addresses the physical properties, occurrence,
and movement of water in the atmosphere, on the surface of, and in the outer crust of the earth.
This is an all-inclusive and somewhat controversial definition as there are individual bodies of
science dedicated to the study of various elements contained within this definition. Meteorology,
oceanography, and geohydrology, among others, are typical. For the highway designer, the
primary focus of hydrology is the water that moves on the earth's surface and in particular that
part that ultimately crosses transportation arterials (i.e., highway stream crossings). A
secondary interest is to provide interior drainage for roadways, median areas, and interchanges.
Hydrologists have been studying the flow or runoff of water over land for many decades, and
some rather sophisticated theories have been proposed to describe the process. Unfortunately,
most of these attempts have been only partially successful, not only because of the complexity
of the process and the many interactive factors involved, but also because of the stochastic
nature of rainfall, snowmelt, and other sources of water. Hydrologists have defined most of the
factors and parameters that influence surface runoff. However, for many of these surface runoff
factors, complete functional descriptions of their individual effects exist only in empirical form.
Their qualitative analysis requires extensive field data, empirically determined coefficients, and
sound judgment and experience.
By application of the principles and methods of modern hydrology, it is possible to obtain
solutions that are functionally acceptable and form the basis for the design of highway drainage
structures. It is the purpose of this manual to present some of these principles and techniques
and to explain their uses by illustrative examples. First, however, it is desirable to discuss some
of the basic hydrologic concepts that will be utilized throughout the manual and to discuss
hydrologic analysis as it relates to the highway stream-crossing problem.
In highway engineering, the diversity of drainage problems is broad and includes the design of
pavements, bridges, culverts, siphons, and other cross drainage structures for channels varying
from small streams to large rivers. Stable open channels and stormwater collection,
conveyance, and detention systems must be designed for both urban and rural areas. It is often
necessary to evaluate the impacts that future land use, proposed flood control and water supply
projects, and other planned and projected changes will have on the design of the highway
crossing. On the other hand, the designer also has a responsibility to adequately assess flood
potentials and environmental impacts that planned highway and stream crossings may have on
the watershed.
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HIGHWAY STORMWATER PUMP STATION DESIGN

2010-09-01T12:21:00.000-07:00

1.1 NEED FOR STORMWATER PUMP STATIONS
Stormwater pumping stations are necessary for the removal of stormwater from sections of
highway where gravity drainage is impossible or impractical. However, stormwater pumping
stations are expensive to operate and maintain and have a number of potential problems that
must be addressed. Therefore, the use of stormwater pumping stations is recommended only
where no other practicable alternative is available. Alternatives to pumping stations include
siphons, recharge basins, deep and long storm drain systems and tunnels.
1.2 INTENT OF MANUAL
This manual is intended primarily for highway drainage designers and others interested in the
hydraulic design of highway stormwater pump stations. Though some discussion relates to other
engineering disciplines and responsibilities, the information is basic and intended only to
enhance the hydraulic designer’s ability to accommodate other needs and communicate with
designers from other disciplines.
1.3 ORGANIZATION OF MANUAL
This manual is divided into fourteen chapters including this introduction. The general
organization can be classified as follows:
1. Identification and basic concepts (Chapters 2 and 3)
2. Design process (Chapter 4)
3. Design criteria, considerations, and procedures (Chapters 4 through 9)
4. Additional Information (Chapters 10 through 14, and appendices)
1.4 UNIT CONVENTION
The general convention employed in this manual is to present values and dimensions in
System Internationale (SI) units followed by English units in parentheses. Where practicable, the
manual provides equations with unit conversion factors. In this manner, only one equation
appears for a particular operation and the user must select the desired units and unit conversion
factor.
1.4.1 SI versus Metric
System Internationale (SI) units are very specific. Not all metric units are SI. For example,
linear measurements of millimeters and meters are metric and SI, whereas centimeters are metric
but not SI. This manual uses SI units except where noted to conform to industry standards.
1.4.2 Caution on Unit Usage
Most manufacturers in the US develop pumps and pumping equipment in English units. Few
present design data in SI units. The designer should take care when using and quoting units
because some variables that are seemingly dimensionless may have units. Some commonly used
coefficients have dimensions, which, in the strictest sense, should take on different values when
using SI units. These will be noted where appropriate throughout the text.
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Hydraulic Engineering Circular No. 22, Third Edition

2010-09-01T11:50:00.000-07:00

URBAN DRAINAGE DESIGN MANUAL
This circular provides a comprehensive and practical guide for the design of storm drainage
systems associated with transportation facilities. Design guidance is provided for the design
of storm drainage systems which collect, convey, and discharge stormwater flowing within and
along the highway right-of-way. As such, this circular covers the design of most types of
highway drainage. Two exceptions to this are the design of cross-drainage facilities such as
culverts and bridges, and subsurface drainage design. Guidance for the design of crossdrainage
facilities is provided in HDS-1, Hydraulics of Bridge Waterways,(1) HDS-5, Hydraulic
Design of Highway Culverts,(2) as well as the AASHTO Highway Drainage Guidelines Volume
IV,(3) and Volume VII.(4) Subsurface drainage design is covered in detail in Highway
Subdrainage Design.(5)
Methods and procedures are given for the hydraulic design of storm drainage systems.
Design methods are presented for evaluating rainfall and runoff magnitude, pavement
drainage, gutter flow, inlet design, median and roadside ditch flow, structure design, and storm
drain piping. Procedures for the design of detention facilities and the review of storm water
pump stations are also presented, along with a review of urban water quality practices.
The reader is assumed to have an understanding of basic hydrologic and hydraulic principles.
Detailed coverage of these subjects is available in HDS-2, Hydrology,(6) HDS-4, Introduction
to Highway Hydraulics,(7) Design and Construction of Urban Stormwater Management
Systems,(8) as well as basic hydrology and hydraulic text books.
This document consists of nine additional chapters and four appendices. The nine chapters
cover System Planning, Urban Hydrologic Procedures, Pavement Drainage, Roadside and
Median Channels, Structures, Storm Drains, Stormwater Quantity Control Facilities, Pump
Stations, and Urban Water Quality Practices. Appendixes include: Appendix A, Design
Charts; Appendix B, Gutter Flow Relationship Development; Appendix C, Literature
Reference, and Appendix D, Blank Forms.
Several illustrative design examples are developed throughout the document. By following the
design examples, the reader is led through the design of a complete stormwater management
system. In the main body of the manual, all procedures are presented using hand
computations in both SI and English units.
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ANALISA DAN KOORDINASI SINYAL ANTAR SIMPANG PADA RUAS JALAN DIPONEGORO SURABAYA

2010-09-01T11:44:00.000-07:00

Keberadaan persimpangan tidak dapat dihindari pada sistem transportasi perkotaan.
Hal ini pulalah yang terjadi pada kota Surabaya. Sebagai kota terbesar kedua di Indonesia
dengan jumlah penduduk mencapai lima juta jiwa pada siang hari (Agam, 2008), akan timbul
permasalahan pada saat semua orang bergerak bersamaan. Persimpangan pun menjadi salah
satu bagian yang harus diperhatikan dalam rangka melancarkan arus transportasi di
perkotaan. Oleh karena itu, keberadaaanya harus dikelola sedemikian rupa sehingga
didapatkan kelancaran pergerakan yang diharapkan.
Hal yang dapat dilakukan untuk memperoleh kelancaran pergerakan tersebut adalah
dengan menghilangkan konflik atau benturan pada persimpangan. Cara yang dapat digunakan
adalah dengan mengatur pergerakan yang terjadi pada persimpangan. Adapun fasilitas yang
dapat difungsikan adalah lampu lalu lintas (traffic light).
Meski demikian, banyaknya persimpangan yang terdapat di kota besar seperti
Surabaya mampu menimbulkan permasalahan tersendiri. Hal tersebut terjadi pada beberapa
ruas jalan yang memiliki banyak persimpangan, ditambah dengan jarak antar simpang yang
pendek. Permasalahan yang terkadang terjadi adalah kendaaraan yang harus selalu berhenti
pada tiap simpang karena selalu mendapat sinyal merah. Tentu saja hal ini menimbulkan
ketidaknyamanan pengendara, disamping lamanya tundaan yang terjadi.
Kondisi inilah yang terjadi pada Jalan Diponegoro Surabaya yang menjadi objek
studi. Dalam hal ini, Jalan Diponegoro menjadi jalan utama yang diprioritaskan
kelancarannya karena hirarkinya yang merupakan jalan arteri primer dan volumenya yang
lebih besar daripada jalan pendekat lainnya.
Terdapat empat simpang bersinyal yang berdekatan pada ruas tersebut. Keempatnya
adalah simpang antara Jalan Diponegoro dengan Jalan Ciliwung (Simpang I), Jalan
Bengawan (Simpang II), Jalan Musi (Simpang III), dan Jalan Raya Dr Soetomo (Simpang
IV). Adapun jarak antar simpang yang terdapat pada ruas Jalan Diponegoro tersebut adalah
250 meter antara simpang I dan II, 460 meter antara simpang II dan III, dan 220 meter antara
simpang III dan IV. Dengan jarak antar simpang yang dekat, pengendara kerap kali berhenti
pada tiap simpangnya karena terkena sinyal merah.
Untuk itu, perlu dilakukan analisa terhadap koordinasi keempat simpang pada ruas
Jalan Diponegoro tersebut. Penyelesaian yang dapat dilakukan adalah dengan
mengkoordinasikan sinyal lampu lalulintas pada keempat simpang. Perlakuan ini dilakukan
dengan mengutamakan jalur utama yang bervolume lebih besar sehingga dapat menghindari
tundaan akibat lampu merah. Dengan demikian, kelambatan dan antrian panjang pun dapat
diminimalisir.
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Tidal Hydrology, Hydraulics and Scour at Bridges

2010-08-22T23:06:00.000-07:00

This manual draws extensively from the results of a Pooled Fund Project "Development of
Hydraulic Computer Models to Analyze Tidal and Coastal Stream Hydraulic Conditions at
Highway Structures." The authors gratefully acknowledge the special efforts of the lead
state, South Carolina Department of Transportation and William Hulbert (formerly SCDOT),
the Pooled Fund Project’s Technical Advisory Panel, and Johnny Morris (formerly FHWA) for
their support and guidance in completing the Pooled Fund Project.
The authors also wish to acknowledge the technical assistance, review, and guidance
provided by Larry Arneson and Joseph Krolak (FHWA), and Scott Douglass (University of
South Alabama) for their efforts in completing this First Edition of Hydraulic Engineering
Circular No. 25 – Tidal Hydrology, Hydraulics, and Scour at Bridges.
The purpose of this manual is to provide guidance on hydraulic analysis for bridges
over tidal waterways. This document includes descriptions of: (1) common physical features
that affect transportation projects in coastal areas, (2) tide causing astronomical and
hydrologic processes, (3) approaches for determining hydraulic conditions for bridges in tidal
waterways, (4) applying the hydraulic analysis results to provide scour estimates. This
document is not intended to provide guidance on coastal surge modeling (modeling that is
used to predict the magnitude of hurricane-produced storm surges based on direct simulation
of hurricane conditions). However, the information provided by other agencies (including
FEMA, NOAA, USACE, States Agencies) on surge conditions is used to estimate the
hydraulic conditions of tidally affected bridges.
By using the methods in this manual, better predictions of bridge hydraulics and scour
in tidal waterways will result. In many cases, simplified tidal hydraulic methods will provide
adequate results. However, when the simplified methods yield overly conservative results,
use of the recommended modeling approaches will provide more realistic predictions and
hydraulic variables and scour.
Location and hydraulic design studies for tidal bridges should be conducted in
accordance with 23 CFR 650A, when applicable. Since this document provides guidance on
the hydraulic analysis of bridges over tidal waterways, the methods described herein can
help assess potential impacts of proposed structures and encroachments on floodplains.
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Highways in the Coastal Environment

2010-08-19T09:22:00.001-07:00

Hydraulic Engineering Circular No. 25
June 2008
A technical advisory panel oversaw the development of this document. Members of that panel
were Kevin Bodge, Billy Edge, Dave Henderson, Rick Renna, and J. Richard Weggel.
This is the second edition of HEC-25. This second edition is a new document with a new title.
The authors of the first edition, entitled “Tidal Hydrology, Hydraulics and Scour at Bridges,” were
L.W. Zevenbergen, P.F. Lagasse, and B.L. Edge. This second edition incorporates and
presents more comprehensive discussions of highways in the coastal environment.
A number of faculty and students at the University of South Alabama provided input into this
document including Qin “Jim” Chen, Lauren McNeill, Bret Webb, Caren Reid, Patrick Keith, Joel
Richards, and Jason Shaw.
The majority of this document was written by Scott L. Douglass, Professor of Civil Engineering
at the University of South Alabama. The project manager, Joe Krolak, FHWA Office of Bridge
Technology, provided some significant contributions.

The purpose of this HEC-25 document is to provide guidance for the analysis, planning, design
and operation of highways in the coastal environment (HICE). The focus is on roads and
bridges (highways) near the coast that are always, or occasionally during storms, influenced by
coastal tides and waves.
This document is intended to be a reference guidance document for Federal Highway
Administration (FHWA), State Departments of Transportation (SDOT), the American Association
of State Highway and Transportation Officials (AASHTO), consultants to these organizations,
and others.
This is nominally the second edition of HEC-25. The first edition was entitled “Tidal Hydrology,
Hydraulics and Scour at Bridges” and reflected results of a SDOT pooled fund study
investigating coastal scour. This second edition is a completely new document and incorporates
and presents more comprehensive discussions of the coastal environment.
Nationally, there are few transportation (and specifically highway related) documents that focus
on the coastal environment. The existing guidance most similar to this document is a Chapter of
the “Highway Drainage Guidelines” published by AASHTO.1 This HEC-25 HICE document
provides additional details on many of the topics discussed in those AASHTO guidelines.
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Junction Loss Experiments: Laboratory Report Publication No. FHWA-HRT-07-036

2010-08-19T08:57:00.000-07:00

The junction loss study described in this report was conducted at the Federal Highway
Administration (FHWA) hydraulics laboratory. Between 1986 and 1992, Chang et al. conducted a
lab study of energy losses through junction access holes, using relatively large-scale (one-quarter
scale) physical models.(1) A preliminary method for determining such losses, based on early results
from that study, was published in the Federal Highway Administration’s (FHWA) Urban Drainage
Design Manual (Hydraulic Engineering Circular No. 22 (HEC 22)).(2) FHWA plans to update HEC
22 and further develop computer software for storm drain design. The need for consistent
technology in FHWA publications and software applications on this subject is urgent. To
accommodate that need and overcome some of the difficulties in estimating energy loss in access
holes, the FHWA’s Office of Bridge Technology initiated this study to validate Roger Kilgore’s
proposed method for computing access hole energy losses. This report will be of interest to
hydraulic engineers involved in storm drain design and to researchers involved in developing
improved storm drain design guidelines. It is being published as a Web document only.
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CONSTRUCTION MATERIALS

2010-08-16T11:28:00.000-07:00

This section describes the basic properties
of materials commonly used in construction.
For convenience, materials are
grouped in the following categories:
cementitious materials, metals, organic materials,
and composites. Application of these materials is
discussed in following sections. In these sections
also, environmental degradation on the materials
are described.
Cementitious Materials
Any substance that bonds materials may be
considered a cement. There are many types of
cements. In construction, however, the term cement
generally refers to bonding agents that are mixed
with water or other liquid, or both, to produce a
cementing paste. Initially, a mass of particles coated
with the paste is in a plastic state and may be
formed, or molded, into various shapes. Such a
mixture may be considered a cementitious material
because it can bond other materials together. After
a time, due to chemical reactions, the paste sets and
themass hardens. When the particles consist of fine
aggregate (sand), mortar is formed. When the
particles consist of fine and coarse aggregates,
concrete results.
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Technical Guidance for Bridges over Waterways with Unknown Foundations

2010-08-16T11:23:00.000-07:00

The term “unknown foundations” has been traditionally associated with examining the population of existing bridges over waterways (riverine and tidal) where foundation details are unknown and therefore, foundations could not be evaluated against the hydraulic hazards related to scour. Most of the bridges having unknown foundations were identified by owners while screening their bridges over waterways (riverine and tidal) for their scour vulnerability. These bridges received a Code U for Item 113 of the FHWA’s Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges (Coding Guide).
The FHWA exempted this population of bridges from being evaluated for their scour vulnerability due to the lack of a process and guidance that would have allowed bridge owners to determine their foundation characteristics and therefore, evaluate these bridges. This exemption did not apply to bridges on Interstate designated routes for which FHWA recommended bridge owners to consider technology available to determine their foundation characteristics and evaluate their scour vulnerability. The use of geophysics technology such as non-destructive testing (NDT) has been available for quite some time; however, cost and reliability of results may be the leading reason for their limited use for determining foundation characteristics.
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National Bridge Inspection Standards – Scour Evaluation and Plans of Action for Scour Critical Bridges

2010-08-16T11:20:00.000-07:00

The purpose of this memorandum is to request your assistance towards ensuring that Federal Agencies (referenced herein as bridge owners) complete the scour evaluation of their bridges over waterways (riverine and tidal). Also, we request your assistance towards ensuring that bridge owners develop and implement a Plan of Action (POA) for each bridge identified as scour critical to meet the requirement set forth in the National Bridge Inspection Standards (NBIS) regulation
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Status of Bridge Scour Evaluations and POAs for Scour Critical Bridges

2010-08-16T11:10:00.000-07:00

Bridge owners have been working for several years towards the evaluation of their bridges over waterways to determine foundation vulnerability against stream instability and scour. To date, about 93 percent of these bridges have been evaluated. We must, however, make sure that all bridges over waterways are evaluated for their vulnerability to stream instability and scour. As of August 2007, bridge owners reported on their National Bridge Inventory (NBI) data submission a total of 34,900 bridges over waterways that still remain to be evaluated as for their scour vulnerability. These are bridges that have been coded 6, T, or Null for Item 113 of the NBI. The FHWA established a target date of January 1997 for completing all scour evaluations by memorandum dated July 15, 1991; however, as the NBI data shows, we still have work to do to complete this important component of the NBIS. Table 1 presents the number of bridges over waterways on the National Highway System (NHS) and the non-NHS that still need a scour evaluation. Another 67,039 bridges over waterways identified by bridge owners as having unknown foundations remain to be evaluated for their scour vulnerability as of August 2007. We will address the subject of unknown foundations, including a process developed by the FHWA’s Office of Bridge Technology to identify bridge foundations characteristics under a separate memorandum
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DESIGN FOR FISH PASSAGE AT ROADWAY STREAM CROSSINGS: SYNTHESIS REPORT

2010-08-16T10:55:00.000-07:00

A waterway of perceptible extent that periodically or
continuously contains moving water. It has definite bed and banks, which serve
to confine the water and includes stream channels, secondary channels, and
braided channels. It is often determined by the “ordinary high water mark” which
means that line on the shore established by the fluctuations of water and
indicated by physical characteristics such as clear, natural line impressed on the
bank, shelving, changes in the character of soil, destruction of terrestrial
vegetation, the presence of litter and debris, or other appropriate means that
consider the characteristics of the surrounding areas.

This document is a design reference for the classification, assessment, design or
retrofit of a roadway-stream crossing to facilitate fish passage. It is the result of
a comprehensive literature review completed to categorize design procedures,
case histories, and culvert assessment techniques. No new recommendations
for a universal design procedure are made; rather, a compilation of design
options used in different geographic regions is included to allow the user to select
the most appropriate design method for their unique situation. A collection of
design examples and case histories is intended to add clarity to the design
methodology selection.
In order to provide stream reach connectivity for all wildlife, removal of road
barriers or the installation of a bridge spanning the floodplain are ideal; however,
this report presumes that a narrower, fish-friendly, installation is both permitted
and desirable for economical or logistical reasons. It is recognized that fish are
not the only animals requiring habitat connectivity for long-term population
viability, and future versions of this circular are intended to cover aquatic
organism passage (AOP) in more detail. This report is intended solely as a
reference for the design, retrofit, or replacement of a road stream crossing to
meet fish passage requirements.
The scope of this report is also limited to culvert installations. If the total culvert
span including all barrels and fill between barrels exceeds 6.1 m (20 ft), it is
called a bridge according to the Federal Highway Administration code
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Design of Roadside Channels with Flexible Linings

2010-08-16T00:54:00.000-07:00

This manual addresses the design of small open channels called roadside channels that
are constructed as part of a highway drainage system. Roadside channels play an
important role in the highway drainage system as the initial conveyance for highway
runoff. Roadside channels are often included as part of the typical roadway section.
Therefore, the geometry of roadside channels depends on available right-of-way, flow
capacity requirements, and the alignment and profile of the highway. The procedures in
this manual may also be used for ancillary roadside drainage features such as
rundowns.
Roadside channels capture sheet flow from the highway pavement and backslope and
convey that runoff to larger channels or culverts within the drainage system. This initial
concentration of runoff may create hydraulic conditions that are erosive to the soil that
forms the channel boundary. To perform reliably, the roadside channel is often stabilized
against erosion by placing a protective lining over the soil. This manual presents a class
of channel linings called flexible linings that are well suited for construction of small
roadside channels.
This manual is presented in dual units. The SI (metric) units precede the customary
units (CU) when units are given. Design examples are provided in both systems of
units.
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A9CAD 2.2.1

2010-08-16T00:31:00.000-07:00

A9CAD Pro is a two-dimensional CAD application. The program supports both DWG and DXF drawing formats. This efficient program comes with a lot of useful drawing tools , such as point, arc, line, circle, image, ellipse, image, dimension and text. The application also comes with object manipulation tools such as copy, erase, move, rotate, scale, explode, trim, extend,mirror, join, break, fillet and offset.
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PEDOMAN PERENCANAAN BANGUNAN PELINDUNG PANTAI

2010-08-14T09:40:00.000-07:00

Setelah indonesia dilanda bencana dasyat tsunami tahun 2004 yang menyebabkan lebih dari 120 ooo orang meninggal atau menghilang dan 500 000 lebih kehilangan rumah, sumber perekonomian, sekolah, dan lain-lain, emerintah indonesia mengambil tindakan penanganan dalam tiga tahap, yaitu :
1. Penanganan dan pertolongan langsung
2. Rehabilitasi
3. Rekonstruksi
Lebih jauh, lagi pemerintah indonesia mendirikan badan Rehabilitasi dan Rekonstruksi Aceh dan Nias (BRR) Untuk membantu pemerintah lokal dalam mengkordinir dan memfasilitasi usaha pemulihan. BRR telah merumuskan program prioritas : Aceh & Nias Tsunami and Earthquake Response Program (ANTERP).
Buku ini merupakan panduan untuk perlindungan pantai disertai dengan petunjuk pekerjaan perlindungan pantai.
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Pedoman Teknis Pelaksanaan Bangunan Infrastruktur

2010-08-14T09:30:00.000-07:00

1. Pengertian Bangunan Infratstruktur
Bangunan Infrastruktur di suatu lingkungan diperlukan untuk mendukung aktivitas diluar
rumah.
Bangunan Infratstruktur adalah merupakan bangunan sarana dan prasarana pemukim pada
sebuah pemukiman untuk beraktivitas dan di luar rumah sekaligus pemenuhan sarana diluar
rumah.
2. Fungsi dan Manfaat Bangunan Infrastruktur
a Matigasi
Yakni merupakan akses penyelamatan umum termasuk evakuasi saat terjadi
bencana baik besar maupun kecil, termasuk seperti kejadian kebakaran bangunan
atau sampai dengan evakuasi orang sakit dan lain-lainnya.
b Akses Ekonomi
Yakni merupakan akses ekonomi umum termasuk akses mengangkut hasil panen
keluar ataupun masuk kedalam pemukimam, atau melewati kawasan untuk
menuju kawasan lainnya.
c Penjagaan Kebersihan Lingkungan
Pencegahan terhadap kekumuhan akibat sampah dengan cara mengumpulkan
kotoran atau sampah pada suatu tempat, sehingga mudah untuk diolah
d Stabilisasi tanah plengsengan
Memperkuat lapisan tanah terhadap pengaruh aliran banjir ataupun bahaya tanah
longsor.
e Pengaturan pembuangan air limbah
Pengumpulan air limbah usaha, rumah tinggal dan atau peturasan air hujan untuk
dikoleksi dan seterusnya dialirkan menuju saluran atau sungai yang terdekat agar
tidak menggenang dan mencegah berkembangnya penyakit.
f Dan lain-lain
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PERENCANAAN DAN PENGENDALIAN MUTU BETON

2010-08-14T09:28:00.001-07:00

Dewasa ini pemakaian beton semakin banyak
dijumpai untuk berbagai macam konstruksi
bangunan. Hal ini dikarenakan beton memiliki
berbagai macam keuntungan, antara lain
seperti memiliki kekuatan yang tinggi,
perawatan yang murah, dan dapat dicor sesuai
dengan bentuk dan ukuran yang dikehendaki.
Beton merupakan elemen pembentuk struktur
yang merupakan campuran dari semen,
agregat halus, agregat kasar dan air, dengan
atau tanpa bahan tambahan lainnya. Dalam
hal pencapaian mutu pekerjaan beton terdapat
beberapa faktor yang memengaruhi hasil dari
pekerjaan beton. Faktor-faktor tersebut dapat
kita kelompokkan menjadi faktor internal dan
faktor eksternal. Faktor internal mencakup
mutu bahan-bahan campuran beton. Faktor
eksternal mencakup proses pelaksanaan.
Terjadinya perselisihan, pengulangan
pekerjaan, dan perbaikan pekerjaan sangat
merugikan semua pihak yang terkait, untuk
menanggulangi hal tersebut, maka
pengendalian mutu akibat pengaruh faktor
internal dapat dilaksanakan dengan
mempersiapkan program ”Quality Control”
dengan kegiatan monitoring selama
berlangsungnya pekerjaan dan setelah
selesainya pekerjaan, sedangkan untuk
pengendalian mutu akibat pengaruh faktor
eksternal diperlukan pengawasan yang lebih
aktif dari pihak manajemen konstruksi
terhadap pihak kontraktor dan konsultan.
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PENGENDALIAN GERUSAN LOKAL DI PILAR DENGAN CHASING PENGAMAN

2010-08-14T09:18:00.001-07:00

Peran sungai sebagai penunjang kebutuhan hidup sungguh tidak bisa
dipungkiri. Hal ini menyebabkan fungsi sungai sangat strategis sebagai penunjang
kebutuhan ekonomi. Akan tetapi masalah sungai dari dahulu sampai sekarang
masih hangat dibahas dalam kaitanya dengan keruntuhan jembatan akibat gerusan.
Gerusan yang terjadi umumnya diakibatkan oleh terhalangnya aliran oleh pilar itu
sendiri. Dalam pengujian gerusan pada pilar jembatan, peneliti mencoba suatu
model penanggulangan gerusan yang ada dengan chashing. Pemasangan chasing
ini bertujuan untuk mereduksi horse soe vortex yang menuju ke dasar saluran.
Adapun alat yang dipergunakan adalah satu set Recirculating Sediment
Flum dengan panjang 7 m. Bahan yang digunakan adalah pasir dengan spesifikasi
d50 0.39mm, debit aliran 3.64 l/d dengan kecepatan 0.1925m/detik, kecepatan
kritis 0.26 m/detik, tipe aliran adalah turbulen dan regime aliran sub kritis. Model
pengendalian gerusan berupa pipa PVC ukuran 32.95 mm pada pilar, dan 65 mm.
Kondisi aliran seragam permanen. Tinggi muka air yang digunakan 90 mm,
dengan dipasang pintu di ujung flum, untuk mengatur tinggi rendahnya muka air.
Pada tiap variasi ketinggian chasing dilakukan 1 kali uji. Pada tiap watu 1 menit
selama 10 menit dilakukan pengamatan kedalaman gerusan. Dilanjutkan 5 menit
selama 15 menit, 5 menit selama 30 menit, 10 menit selama 30 menit dan sisa
waktu yang ada diamati tiap 15 menit hingga tercapai keseimbangan.
Hasil penelitian menunjukkan bahwa dengan adanya chasing pada pilar,
terjadi gerusan maksimal di posisi samping pilar. Hal ini disebabkan karena
intensitas aliran di sebelah pilar sangat tinggi akibat penyempitan penampang
aliran dan pengaruh horse shoe vortek. Gerusan maksimal yang terjadi pada posisi
samping chasing dengan kedalaman 20 mm, pada penempatan chasing 4/9h.
Gerusan yang terjadi meningkat seiring peningkatan ketinggian pemasangan
chasing. Sedangkan saat pengujian dengan ketinggian chasing 0 cm terhadap
dasar saluran hanya terjadi gerusan sedalam 5mm pada posisi belakang pilar. Dari
hal ini menunjukkan bahwa pilar dengan pemasangan chasing 1/9 hingga 4/9,
terjadi gerusan yang cukup besar yaitu : pada pilar dengan chasing ketinggian
4/9h kedalaman gerusan mencapai 20 mm, pada pilar dengan pemasangan
ketinggian chasing 1/3 kedalaman gerusan 15 mm, kemudian pada chasing
dengan ketinggian 2/9h terjadi gerusan 13 mm, dan pada ketinggian chasing 1/9h
terdapat gerusan sebesar 11 mm. Sedangkan pada pilar dengan ketinggian chasing
0 cm tidak terjadi gerusan di depan, melainkan pemindahan gerusan dari samping
pilar ke belakang pilar.
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RSNI T-02-2005 Perencanaan Jembatan Jalan Raya

2010-08-14T09:10:00.000-07:00

Standar Pembebanan untuk Jembatan dipersiapkan oleh Panitia Teknik Standardisasi
Bidang Konstruksi dan Bangunan melalui Gugus Kerja Bidang Prasarana Transportasi Balai
Jembatan dan Bangunan Pelengkap Jalan pada Sub Panitia Teknik Standarisasi Bidang
Prasarana Transportasi. Standar ini diprakarsai oleh Pusat Litbang Prasarana Transportasi,
Badan Litbang Departemen Pekerjaan Umum eks. Departemen Permukiman dan Prasarana
Wilayah.
Standar ini merupakan revisi dari SNI 03-1725-1989 yang membahas masalah beban dan
aksi-aksi lainnya yang akan digunakan dalam perencanaan jembatan jalan raya termasuk
jembatan pejalan kaki dan bangunan-bangunan sekunder yang terkait dengan jembatan
tersebut. Dengan terbitnya revisi ini, maka SNI 03-1725-1989 tidak berlaku lagi.
Tata cara penulisan ini disusun mengikuti Pedoman BSN No. 8 tahun 2000 dan dibahas
dalam forum konsensus yang melibatkan narasumber, pakar dan pengguna Prasarana
Transportasi sesuai ketentuan Pedoman BSN No. 9 tahun 2000.
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APARTEMEN TEPIAN LAUT PANTAI ANCOL

2010-08-14T09:07:00.000-07:00

Ruang binaan yang terkait dengan air selalu memberikan dimensi baru pada karakter
lingkungan dan peradaban manusia yang mencoba menyelami suatu ruang datar tanpa
batas yang memberikan ekspresi alam yang kuat dan tak terduga. Laut mempunyai
potensi alam yang bisa digali dan dimanfaatkan baik secara langsung maupun tidak
langsung di dalam desain. pemanfaatan potensi laut secara kreatif akan dapat
menghasilkan suatu lingkungan binaan yang indah dan mengagumkan. Perairan
Indonesia terutama Pantai Utara laut Jawa memiliki banyak potensi baik sebagai aset
ekonomi, budaya, maupun aset rekreasi. Untuk mengatasi kekurangan lahan di Jakarta,
Pemerintah merencanakan pembangunan berjangka dengan memanfaatkan potensi
laut melalui reklamasi pantai terutama Pantai Utara Laut Jawa. Pantai Ancol dipilih
sebagai lokasi karena terletak tidak jauh dari pusat kota DKI Jakarta dan sesuai dengan
rencana induk Pengembangan Ancol tahap II. Studi ini mencoba mengembangkan
suatu konsep perancangan fasilitas apartemen yang komprehensif dengan fenomena
kelautan dan iklim tropisnya di atas Perairan Indonesia dan perencanaan fasilitas
penunjang yang terkait dengan masalah bermukim di atas air.
Kata kunci: struktur, pondasi, Pantai Ancol
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Berbagi SNI Baja, Beton, & Gempa

2010-08-13T10:16:00.001-07:00

Beberapa teman ada yang minta untuk dikirimi SNI tentang ketekniksipilan. Kadang proses upload sering bermasalah, biasalah jaringan internet di negeri ini kan belum bagus. Akhirnya saya memutuskan untuk di-share di blog ini saja. Agar siapa saja yang membutuhkan dapat langsung mendownloadnya.

Sekaligus bila ada yang memiliki SNI yang juga dapat berbagi di sini. Berikut daftar SNI tersebut:

SNI-03-1729-2002, Tata Cara Perencanaan Struktur Baja untuk Bangunan Gedung, Download File
SNI-03-2847-2002, Tata Cara Perhitungan Struktur Beton untuk Bangunan Gedung, Download File
SNI-03-1726-2002, Standar Perencanaan Ketahanan Gempa untuk Struktur Bangunan, Download File
SNI-03-xxx-2000, Tata Cara Perencanaan Struktur Kayu untuk Bangunan Gedung, Download File
SNI 07-0329-2005, Baja profil I-Beam Proses Canai Panas, Download File

Perencanaan dan pelaksanaan konstruksi jembatan gantung untuk pejalan kaki

2010-08-12T09:47:00.000-07:00

Pedoman tentang Perencanaan dan pelaksanaan teknik jembatan gantung untuk pejalan kaki adalah revisi dari SNI 03-3428-1994, Tata cara perencanaan teknik jembatan gantung untuk pejalan kaki dan SNI 03-3429-1994, Tata cara pelaksanaan jembatan gantung untuk pejalan kaki, dengan melakukan modifikasi terhadap pengguna jembatan, kelas jembatan, besarnya beban hidup, syarat bahan, dan dilengkapi dengan contoh perhitungan manual yang diklarifikasi dengan hitungan program elemen hingga.
Pedoman ini disusun oleh Panitia Teknis Bahan Konstruksi Bangunan dan Rekayasa Sipil melalui Gugus Kerja Jembatan dan Bangunan Pelengkap Jalan pada Subpanitia Teknis Rekayasa Jalan dan Jembatan.
Tata cara penulisan disusun mengikuti Pedoman Standardisasi Nasional (PSN) Nomor 8 Tahun 2007 dan dibahas pada forum konsensus tanggal 19 Desember 2007 di Bandung, yang melibatkan para nara sumber, pakar dan lembaga terkait.
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Tata cara pemasangan inklinometer dan pemantauan pergerakan horisontal tanah

2010-08-12T09:44:00.000-07:00

Standar Nasional Indonesia (SNI) tentang ‘Tata cara pemasangan inklinometer dan
pemantauan pergerakan horisontal tanah’ merupakan revisi dari SNI 03-3404-1994, Tata
cara pemasangan inklinometer. Adapun perbedaan dengan SNI lama adalah penambahan
dan revisi beberapa materi mengenai persyaratan dan ketentuan serta cara pengujian,
penjelasan rumus, pembuatan bagan alir, perbaikan gambar dan pembuatan contoh formulir.
Standar ini disusun oleh Panitia teknis Bahan Konstruksi Bangunan dan Rekayasa Sipil
melalui Gugus Kerja Pendayagunaan Sumber Daya Air Bidang Bahan dan Geoteknik pada
Subpanitia teknis Sumber Daya Air.
Tata cara penulisan disusun mengikuti Pedoman Standardisasi Nasional 08:2007 dan
dibahas pada forum rapat konsensus yang diselenggarakan di Bandung pada tanggal 28
September 2006 oleh Subpanitia Teknis Sumber Daya Air dengan melibatkan para
narasumber dan pakar dari berbagai instansi terkait.
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PEMILIHAN MODEL TRANSPORTASI di DKI JAKARTA dengan ANALISIS KEBIJAKAN “PROSES HIRARKI ANALITIK”

2010-08-12T09:33:00.000-07:00

Kepadatan lalu lintas kendaraan bermotor di jalanjalan
dalam kota Jakarta, akhir-akhir ini telah semakin
bertambah, sehingga sering menimbulkan kemacetan
lalu lintas, terutama di jalan-jalan protokol dan jalanjalan
utama lainnya.
Meningkatnya jumlah kendaraan bermotor bisa
disebabkan oleh dua hal, yaitu semakin banyaknya
produksi kendaraan bermotor (oleh industri kendaraan
bermotor), dan semakin tidak mencukupi, tidak
nyaman dan tidak amannya angkutan bis kota.
Kondisi ini mendorong masyarakat lebih memilih
untuk memiliki kendaraan pribadi (walaupun bekas,
bahkan usia kendaraan yang telah cukup tua, sesuai
kemampuan dan daya beli mereka).
Beberapa faktor penyebab beralihnya pengguna
angkutan umum kepada angkutan pribadi, antara lain:
- Aktivitas ekonomi belum mampu dilayani oleh
angkutan umum yang memadai
- Meningkatnya harga tanah di pusat kota akan
menyebabkan lokasi pemukiman jauh dari pusat
kota, atau bahkan sampai ke luar kota yang tidak
tercakup oleh sistem jaringan layanan angkutan
umum
- Dibukanya jalan baru akan merangsang pengguna
angkutan pribadi, karena biasanya di jalan baru
tersebut pada saat itu belum terdapat jaringan
layanan angkutan umum
- Tidak tersedianya angkutan lingkungan atau
angkutan pengumpan yang dapat menjembatani
perjalanan dari - sampai ke jalur utama layanan
angkutan umum
- Kurang terjaminnya kondisi rasa aman dan
ketepatan waktu yang diinginkan penumpang
dalam pelayanan angkutan umum
Selanjutnya kemacetan lalu lintas masih dipengaruhi
lagi oleh rendahnya kinerja lembaga-lembaga yang
bertanggung jawab menyelenggarakan transportasi
perkotaan, yang merupakan permasalahan stuktural,
di samping tidak adanya keterpaduan antara
perencanaan tata guna lahan dan perencanaan
transportasi, rendahnya kinerja pelayanan angkutan
umum, serta rendahnya tingkat disiplin pemakai jalan.
Dengan demikian jelas diperlukan adanya suatu
kebijakan yang terpadu yang dirumuskan secara
komperhensif melalui pentahapan yang terstruktur,
untuk dapat membenahi masalah transportasi di kota
Jakarta.
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Transportasi Perkotaan dan Lingkungan

2010-08-12T09:31:00.000-07:00

Pertambahan penduduk dan luas kota menyebabkan
jumlah lalu lintas juga meningkat. Sedangkan sistem
lalu lintas mendekati jenuh, sehingga bertambahnya
jumlah lalu lintas berpengaruh besar terhadap
kemacetan lalu lintas, yang berarti pula bertambahnya
waktu dan biaya perjalanan di dalam sistem lalu lintas
tersebut.
Panjang jalan raya, jalan tol maupun jalan rel yang
dibutuhkan untuk tiap orang tergantung pada jarak
perjalanan rata-rata orang per hari, dan lebih lanjut ini
tergantung pada luas daerah perkotaan.
Efisiensi penggunaan bahan bakar, energi, ruang dan
waktu yang digunakan dalam transportasi akan sangat
berbeda untuk setiap jenis sistem transportasi,
menurut jumlah dan kepadatan penduduk dalam kota.
Pemilihan sistem transportasi yang salah untuk
wilayah perkotaan dapat mengakibatkan terjadinya
kemacetan lalu lintas, yang berarti pemborosan besar
dari penggunaan energi dan ruang, serta timbulnya
masalah pencemaran udara akibat gas buang
kendaraan yang semakin besar jumlahnya.
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PERATURAN PEMERINTAH REPUBLIK INDONESIA TENTANG PRASARANA DAN LALU LINTAS JALAN

2010-08-12T09:24:00.000-07:00

Menimbang:
a. bahwa dalam Undang-undang Nomor 14 Tahun 1992 tentang Lalu Lintas dan
Angkutan Jalan telah diatur ketentuan-ketentuan mengenai prasarana dan lalu lintas jalan;
b. bahwa untuk melaksanakan ketentuan sebagaimana dimaksud dalam huruf a, dipandang perlu
mengatur ketentuan mengenai prasarana dan lalu lintas jalan dengan Peraturan Pemerintah;
Mengingat:
1. Pasal 5 ayat (2) Undang-Undang Dasar 1945;
2. Undang-undang Nomor 14 Tahun 1992 tentang Lalu Lintas dan Angkutan Jalan (Lembaran
Negara Tahun 1992 Nomor 49, Tambahan Lembaran Negara Nomor 3480) jo. Undang- undang Nomor 22 Tahun 1992 tentang Penetapan Peraturan Pemerintah Pengganti Undang-undang Nomor 1 Tahun 1992 tentang Penangguhan Mulai berlakunya Undang-undang Nomor 14 Tahun 1992 tentang Lalu Lintas dan Angkutan Jalan sebagai Undang-undang (Lembaran Negara Tahun1992 Nomor 99, Tambahan Lembaran Negara Nomor 3494).
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Pencarian Rute Terpendek Pada Setiap Pasangan Simpul Graf dengan Menggunakan Metode Floyd

2010-08-12T09:21:00.000-07:00

Graf adalah salah satu cabang matematik yang
dapat digunakan dalam menyelesaikan masalah
melibatkan perkiraan yang kompleks. Diantara
penggunaannya yang populer adalah penganalisaan
sistem rangkaian jalan raya melalui kaidah teori graf.
Maklumat anggaran berkaitan dengan jarak, cost, dan
waktu tempuh perjalanan pada rute terpendek yang
akan turut disenaraikan melalui sistem yang
dibangun. Algoritma Floyd Warshall digunakan untuk
proses pencarian rute terpendek pada lokasi awal dan
akhir yang dikehendaki pengguna sistem.
Persoalan mencari lintasan terpendek di dalam graf
merupakan persoalan salah satu optimasi. Graf yang
digunakan dalam pencarian lintasan terpendek adalah graf
berbobot (weighted graph), yaitu graf yang setiap sisinya
diberikan suatu nilai atau bobot. Bobot pada sisi graf
dapat menyatakan jarak antar kota, waktu pengiriman
pesan, ongkos pembangunan, dan sebagainya. Asumsi
yang kita gunakan adalah bahwa semua bobot bernilai
positif. Kata “terpendek” berbeda-beda maknanya
bergantung pada tipikal persoalan yang akan diselesaikan.
Namun, secara umum “terpendek” berarti meminimasi
bobot pada suatu lintasan di dalam graf.
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Definisi Rekayasa Lalu Lintas

2010-08-12T09:12:00.000-07:00

Rekayasa lalu lintas adalah sesuatu penanganan yang berkaitan dengan perencanaan, perangcangan geometriki dan operasi lalu lintas jalan raya serta jaringannya, terminal penggunaan lahanserta keterkaitanya dengan mode transportasi lain.
menurut Homburger & Kell (1981)
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UNDANG-UNDANG REPUBLIK INDONESIA NOMOR 22 TAHUN 2009 TENTANG LALU LINTAS DAN ANGKUTAN JALAN

2010-07-31T05:44:00.000-07:00

bahwa Lalu Lintas dan Angkutan Jalan mempunyai peran
strategis dalam mendukung pembangunan dan integrasi
nasional sebagai bagian dari upaya memajukan
kesejahteraan umum sebagaimana diamanatkan oleh
Undang-Undang Dasar Negara Republik Indonesia Tahun
1945;
bahwa Lalu Lintas dan Angkutan Jalan sebagai bagian
dari sistem transportasi nasional harus dikembangkan
potensi dan perannya untuk mewujudkan keamanan,
keselamatan, ketertiban, dan kelancaran berlalu lintas dan
Angkutan Jalan dalam rangka mendukung pembangunan
ekonomi dan pengembangan wilayah;
bahwa perkembangan lingkungan strategis nasional dan
internasional menuntut penyelenggaraan Lalu Lintas dan
Angkutan Jalan yang sesuai dengan perkembangan ilmu
pengetahuan dan teknologi, otonomi daerah, serta
akuntabilitas penyelenggaraan negara;
bahwa Undang-Undang Nomor 14 Tahun 1992 tentang
Lalu Lintas dan Angkutan Jalan sudah tidak sesuai lagi
dengan kondisi, perubahan lingkungan strategis, dan
kebutuhan penyelenggaraan Lalu Lintas dan Angkutan
Jalan saat ini sehingga perlu diganti dengan undang-
undang yang baru;
bahwa berdasarkan pertimbangan sebagaimana dimaksud
dalam huruf a, huruf b, huruf c, dan huruf d perlu
membentuk Undang-Undang tentang Lalu Lintas dan
Angkutan Jalan.
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KAJIAN MASALAH TRANSPORTASI YANG DITIMBULKAN OLEH PEMBANGUNAN LAHAN UTAMA DI DKI JAKARTA

2010-07-31T05:39:00.000-07:00

Berbicara mengenai permasalahan lalu lintas, tentunya kita tidak akan dapat terlepas
dari faktor-faktor yang melatar belakangi terjadinya mobilitas pergerakan lalu lintas, dimana
salah satu dari faktor tersebut adalah penduduk. Mudah untuk dipahami bahwa tekanan
terhadap prasarana dan sarana transportasi di wilayah perkotaan Indonesia, khususnya
Jabotabek sangat dipengaruhi oleh intensitas dan mobilitas pergerakan penduduk antar
bagian wilayah.
Pada tahun 1990, misalnya, jumlah penduduk tercatat yang bermukim di wilayah ini
telah mencapai lebih dari 17 juta jiwa, dimana 8,2 juta merupakan penduduk DKI-Jakarta dan
8,9 juta merupakan penduduk Botabek. Jumlah ini akan senantiasa meningkat, baik yang
disebabkan oleh pertumbuhan penduduk alamiah, maupun karena migrasi yang terjadi
sebagai akibat dari meningkatnya harapan ekonomi dan kesempatan kerja di wilayah ini.
Untuk periode 1985-1990 misalnya, pertumbuhan penduduk yang terjadi adalah sekitar 2.31
% per tahun untuk wilayah DKI-Jakarta dan 4,81% untuk wilayah Botabek, sehingga rata-rata
pertumbuhan penduduk untuk keseluruhan wilayah Jabotabek adalah 3,57% per tahun.
Tingkat pertumbuhan ini diperkirakan akan terus berlanjut hingga masa yang akan
datang, meskipun dengan tingkat pertumbuhan yang diharapkan akan mengalami
penurunan, yaitu rata-rata Jabotabek untuk periode pasca tahun 2000 menjadi 2,19% per
tahun dari 3,11% yang terjadi pada periode sebelumnya. Diprediksikan bahwa jumlah
penduduk pada tahun 2000 akan mencapai sekitar 23,3 juta jiwa dan pada tahun 2015 akan
mencapai lebih kurang 32,2 juta jiwa (JMTSS). Jumlah ini berarti hampir mencapai 2x (dua
kali) lipat dari jumlah penduduk yang ada saat ini dan tentunya akan mengakibatkan
terjadinya peningkatan yang sangat berarti terhadap mobilitas perjalanan orang dan barang,
jumlah kendaraan bermotor dan arus lalu litas jalan raya.
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DEVELOPMENT OF UNSIGNALISED INTERSECTION ANALYSIS PROCEDURE FOR THE MALAYSIAN HIGHWAY CAPACITY MANUAL

2010-07-31T05:35:00.000-07:00

This thesis discusses the development of unsignalised intersection analysis
procedure for the Malaysian Highway Capacity Manual (MHCM 2006). Unsignalised
intersection plays an important role in determining the capacity of a road network
especially in urban and suburban areas. Currently, Malaysia has been adopting the
United States Highway Capacity Manual 1985 (U.S. HCM 1985) as the procedure to
evaluate unsignalised intersections and known as the Arahan Teknik (Jalan) 11/87.

In order to develop a procedure based on Malaysian traffic condition, the United
States Highway Capacity Manual 2000 is adopted with the input parameters which are
determined based on local data. The input parameters that are estimated are critical
gap, follow-up time and adjustment factor for capacity with respect to vehicle
composition and type of intersection. However, only passenger car and motorcycle are
involved since the data of heavy vehicle is less and not adequate.

There are thirty three intersections being investigated in this study. The data
collection involves urban and suburban area along west coast of Peninsular Malaysia.
The new Malaysian procedure is the adaptation of the two-way stop-controlled
procedure based on the United States Highway Capacity Manual 2000 for three legs
junction or T-junction, which is the most available unsignalised intersection in the study
area. Critical gap can not be determined directly from field but data of accepted and
rejected gaps can be collected and analysed. Data of gaps were collected using video
camera and other several equipments. The maximum likelihood method is used in the
determination of critical gap. Follow-up time can be observed directly from the field but
in this study, it is observed and estimated from the traffic flow at the intersection which
was recorded by the video camera. In the estimation of adjustment factor, equipment
from JAMAR Technology was used to collect delay at intersection.

The uniqueness of this analysis procedure is the consideration of motorcycle in
the estimation of critical gap, follow-up time and capacity. The values of critical gap
and follow-up time for single and multi-lane vary from 3.2 to 4.2 seconds and 1.9 to 2.4
seconds respectively. The adjustment factor varies according to type of intersection.

The analysis procedure is developed with respect to Malaysian traffic conditions
to help engineers, researchers and planners to obtain accurate assessments of
capacity as well as the level of service of intersections. This study can be continued in
the future in order to improve the values of input parameters and also develop the
analysis procedure for four-leg intersection and roundabout not only for urban and
suburban areas, but also for rural area.
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STUDY ON CORRELATION BETWEEN MOTOR VEHICLE EMISSION AND PUBLIC HEALTH

2010-07-31T05:30:00.000-07:00

All DKI Jakarta area suffers from poor air quality, +70% caused by traffic
externalities or fumes. As what environmentalist considers that even more motor vehicles will
take to DKI Jakarta’s road, air pollution caused by existing vehicle emission is thought to
have already contributed to an increase in asthma and acute respiratory diseases.
Environmental Ministry of the Republic of Indonesia responded by setting the air quality
standard; particularly the BPLHD – Jakarta helps by assessing pollution at various stages of
dispersion in Jakarta. This study approved correlation between motor vehicle emission and its
impact on human health throughout DKI Jakarta by Product Moment Pearson Correlation and
descriptive analysis is approached by Gordon’s theory. The heavy rainfall could more
influence some air pollutant (PM10, CO, and NOx) concentrations, moreover, could influence
the correlation patterns between traffic congestion and maximum average of three pollutants
have different patterns in rainy season. Meanwhile, few parameters (PM10 and CO) in dry
season, which have correlation to traffic congestion, show the same patterns. Further
observation denotes that either in rainy season or dry season, the average of correlations
between air pollutant concentrations and the amount of few respiratory disease cases shows
similar patterns.
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URBAN TRANSPORT AND LAND USE PLANNING TOWARD THE SUSTAINABLE DEVELOPMENT (CASE STUDY OF BANDUNG METROPOLITAN AREA)

2010-07-31T05:28:00.000-07:00

Emphasize to the issues of environment preservation and economic equity become
more important in setting the strategy for the future of urban land use and transport system.
Hence, for the future of sustainable urban transport planning, the policy objectives should be
underlying both of the economic and the environment issues, such as minimizing the
transportation cost, emission reduction, and promoting the renewable energy.

This paper examines the effectiveness of some urban transport measures in achieving those
sustainability objectives. The measures include land use or zoning control, toll road development,
light rail transit (LRT) operation, traffic management and vehicle technology alternative. Bandung
Metropolitan Area (BMA) in West Java, Indonesia, selected as a case study. Present and future
traffic indicators were estimated using standard traffic assignment technique, while emission and
energy consumption was then estimated based on link characteristics.

Each urban transport measure to some degree performs better than the business as usual case.
The LRT alternative performs effectively; as it has the lowest travel time, emission as well as
energy consumption, then followed by land use policy and vehicle technology alternatives. Download File

DEVELOPMENT OF A NEW METHOD OF CAPACITY ANALYSIS AT UNSIGNALIZED INTERSECTIONS UNDER MIXED TRAFFIC FLOW PRELIMINARY DESIGN FOR INDONESIA

2010-07-31T05:20:00.000-07:00

In general, capacity at unsignalized intersection is measured with two approaches, e.q. gap
acceptance procedure (GAP) and empirical regression method. GAP method mostly used in
United States and Europen countries which is based on critical gap acceptance and follow up
times of vehicles from the minor road. Empirical regression method is developed by a large
number of measurement field data in modern British street to get the representative result.
The third method is conflict technique with pragmatical simplified concept where the
interaction and impact between flows/ streams from each approaches of intersection is
brought through mathematically formulated. Indonesia Highway Capacity Manual (IHCM-
1997) is the current approach to measure the capacity and traffic performance (degree of
saturation, delay and queue) ) based on research study of Swedish Road and Traffic Research
Institute, SWEROAD. Study were conducted in Indonesia from December 1990 to February
1997.
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DEPARTMENT OF URBAN AND REGIONAL PLANNING

2010-07-31T05:16:00.000-07:00

Curriculum in Urban and Regional Planning program is formulated by
concerning undergraduate (bachelor), master and doctoral program.
Undergraduate program is aimed to develop and promote urban and regional
planning with spatial orientation in Indonesia, by putting the attention more to bridge
academic knowledge and planning practice, through research skill development based
on rational planning model and on well-directed research about local cases and by
considering value system which is oriented to collective interest.
Urban and regional planning master program of ITB gives additional knowledge
and comprehension concerning planning practice and the development of urban and
regional planning form in Indonesia. The aims of the program based on graduate
competence underlined above are:
a. To prepare professionals who has knowledge and analytical skill in urban and
regional planning and development management.
b. To develop capability of planning operators, development manager and decision
maker in central and regional level in planning, the implementation and control of
urban and regional development with analytical capacity which also comprehensive
and integrated in making decision.
c. To prepare academician in urban and regional planning field who masters planning
theory, method, and synthesis in order to develop similar educational program in
university in Indonesia.
d. To prepare researcher in urban and regional planning field who is able to formulate
problems they faced, master the research method, has capability to make a correct
conclusion, and are able to develop alternative for solution.

Urban and Regional Planning ITB has six specialty paths:
(i) Regional Planning Path
(ii) Urban Planning Path
(iii) Urban Management Path
(iv) Urban Design Path
(v) Infrastructure and Transport System Path
(vi) Development Planning and Infrastructure Management (in English, joining with
Rijkunversitet Gronigen, The Netherlands)

All of the six paths above are bounded to same core courses as many as 13
ICS. The 23 credits remain are belong to specialties courses and elective courses
relevant to each path.
Doctoral program is aimed at developing and promoting mastery in urban and
regional planning as a discipline which efforts are:
• To build critical comprehension towards urban and regional planning theory and
practice at current time.
• To push students in intensifying knowledge concerning urban and regional
planning.
• To prepare students in identifying and focusing research question that is able to
create contribution in this discipline.
• To develop strong, focused, and accurate research method for research concern in
this program.
• To encourage students participate in urban and regional planning community
especially in preparing them to be expert in the field.
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PERATURAN WALIKOTA PADANG PANJANG TENTANG TUGAS POKOK DAN FUNGSI DINAS PERHUBUNGAN, KOMUNIKASI DAN INFORMATIKA KOTA PADANG PANJANG

2010-07-31T05:12:00.000-07:00

bahwa sehubungan dengan telah ditetapkannya Peraturan
Daerah Kota Padang Panjang Nomor 2 Tahun 2008 tentang
Pembentukan Organisasi dan Tata Kerja Dinas Daerah di
Lingkungan Pemerintah Kota Padang Panjang, dan
Peraturan Walikota Padang Panjang Nomor 6 Tahun 2008
tentang Pembentukan Organisasi Tata Kerja UPTD
Terminal dan UPTD Pengujian Kendaraan Bermotor pada
Dinas Perhubungan, Komunikasi dan Informatika Kota
Padang Panjang dan dalam rangka meningkatkan
kelancaran pelaksanaan tugas-tugas pemerintahan,
pembangunan dan kemasyarakatan di Daerah secara
berdayaguna dan berhasilguna, perlu ditetapkan Tugas
Pokok dan Fungsinya;

bahwa berdasarkan pertimbangan sebagaimana dimaksud
dalam huruf a, perlu menetapkan Peraturan Walikota
Padang Panjang tentang Tugas Pokok dan Fungsi Dinas
Perhubungan, Komunikasi dan Informatika Kota Padang
Panjang.
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ARFCOM, SPEED PROFILES AND FUEL CONSUMPTION: RESULTS FROM A CONGESTED ROAD IN JAVA

2010-07-31T05:09:00.000-07:00

Road investment appraisal models have had difficulty incorporating the effects of congestion on
vehicle fuel consumption. The new Highway Development and Management Model, HDM-4,
incorporates the Australian Road Research Board’s Model “ARFCOM” to predict fuel consumption in
combination with a simulated vehicle speed profile. A key determinant of the simulated speed profile
is acceleration noise (the standard deviation of the second-by-second acceleration) which is in turn
derived from the highway volume capacity ratio. To investigate this further, detailed speed profiles
were obtained for a light passenger vehicle (a Toyota Kijang) and a medium truck on a 17 km
congested road close to Bandung in Java. In total 100,000 speeds and 10,000 fuel readings were
measured over 1000 km of test runs. Speed data were compared with predictions of the Indonesian
Highway Capacity Manual (IHCM) and observed fuel consumption data were compared with
ARFCOM’s predictions. It was found that the IHCM model appeared to overestimate the Kijang’s
speed although a close estimate of the truck’s speed was obtained. Total observed fuel consumption
was found to be three per cent more for the truck and six per cent more for the Kijang compared with
ARFCOM’s predictions. The data were analysed in 30 second and four minute intervals and it was
found that multiple regression models were able to give good explanations of the IHCM predicted
speeds and of the ARFCOM’s predicted fuel consumption. However only a very poor explanation of
acceleration noise was found from formulae based on the highway volume capacity ratio. In view of
the promising results it is proposed that relatively simple multiple regression models be used to predict
fuel consumption under congestion.
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TRANSPORT COSTS FOR HIGHWAY PLANNING IN INDONESIA: RESULTS FROM NEW RESEARCH INTO SPEED AND FUEL CONSUMPTION IN CONGESTION, VALUES OF PASSENGER TIME

2010-07-31T05:04:00.000-07:00

Despite the introduction of road planning models (such as the World Bank's Highway
Development and Management Model, HDM-4) there is still considerable uncertainty
about the validity of using existing vehicle operating cost models in different countries and
the appropriate procedures for estimating passenger values of time. In order to address
these issues three studies were undertaken covering speeds and fuel consumption, values
of time and vehicle maintenance costs. Most of the field work was undertaken during 1996
and 1997.The research was carried out by the Institute of Road Engineering in Bandung in
co-operation with the Transport Research Laboratory of the UK. The work programme was
funded by the World Bank, the Department for International Development, UK and the
Government of Indonesia.
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QUEUES AND DELAYS AT SIGNALIZED INTERSECTIONS, INDONESIAN EXPERIENCE

2010-07-30T05:22:00.000-07:00

To predict queues and delays at signalized intersections in Indonesia, the 1997 Indonesian Highway
Capacity Manual (IHCM) has been widely used. However, the queue length at signalized
intersection predicted by IHCM was usually over value. The aim of this research is, therefore, to
improve the IHCM formula to calculate the queue length at signalized intersection.

Traffic surveys have been carried out at various signalized intersections in some Indonesian cities.
The measured queues have been compared to the IHCM predicted queues. IHCM formula has been
calibrated by trial and error method in such a way that there was no significant different between
the predicted and the measured queues.

A new improved saturation flow formula has been recommended to be used for calculating the
queue length and delay. It has also been recommended to reduce the passenger car equivalent for
motorcycle.
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EVALUASI HITUNGAN TUNDAAN DENGAN MANUAL KAPASITAS JALAN INDONESIA 1997 UNTUK SIMPANG TIDAK BERSINYAL (STUDI KASUS KOTA YOGYAKARTA)

2010-07-30T05:12:00.000-07:00

Persimpangan adalah simpul (node) dalam sebuah jaringan jalan, dan
biasanya menjadi daerah penyempitan (bottleneck) dari aliran lalu lintas dalam
suatu jaringan. Persimpangan merupakan tempat bertemunya kendaraan dari satu
lajur ke lajur yang lainnya yang memenuhi arus lalulintas dan lengan simpang
sampai dengan ke lengan simpang tujuan. Oleh karena itu, persimpangan
merupakan faktor terpenting dalam menentukan kapasitas dan tundaan dari sebuah
jaringan jalan.
Tujuan penelitian ini adalah untuk membandingkan dan mengevaluasi
hasil Manual Kapasitas Jalan Indonesia (MKJI) 1997 mengenai hasil hitungan
tundaan simpang tak bersinyal dengan pengukuran di lapangan. Pengumpulan
data dilakukan pada tiga simpang tak bersinyal di Kota Yogyakarta yaitu simpang
Kesumanegara, simpang Diponegoro dan simpang Demangan. Pengumpulan data
survai meliputi survai geometrik jalan, survai tundaan, panjang antrian.
Pengolahan data dilakukan dengan menggunakan Manual Kapasitas Jalan
Indonesia (MKJI) 1997 dalam program excel dan analisis statistik untuk
membandingkan hasil MKJI dan observasi.
Hasil penelitian menunjukan bahwa terdapat perbedaan yang signifikan
antara hasil hitungan MKJI 1997 dan pengukuran di lapangan. Pada hasil
penelitian di lapangan diperoleh nilai tundaan yang lebih kecil daripada MKJI
1997, dikarenakan perilaku pengemudi kendaraan di jalan melebar kekanan
menambah lebar lajur sehingga kapasitas akan meningkat dan nilai tundaan akan
menjadi turun. Oleh karena itu direkomendasikan untuk merubah faktor koreksi
lebar pendekat untuk jalan minor menjadi (c + 2) karena rata-rata pengemudi
memanfaatkan lajur sebesar 2 meter. Selain itu perubahan ekivalensi mobil
penumpang untuk sepeda motor 0,5 menjadi 0,30 smp karena jumlah sepeda
motor 80% dari total kendaraan di jalan yang memberikan gangguan lebih besar.
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SOILS AND GEOLOGY PROCEDURES FOR FOUNDATION DESIGN OF BUILDINGS AND OTHER STRUCTURES (EXCEPT HYDRAULIC STRUCTURES)

2010-07-27T01:01:00.000-07:00

1-1.Purpose. This manual presents guidance for
selecting and designing foundations and associated
features for buildings, retaining structures, and
machinery. Foundations for hydraulic structures are not
included. Foundation design differs considerably from
design of other elements of a structure because of the
interaction between the structure and the supporting
medium (soil and/or rock).
1-2.Scope. Information contained herein is directed
toward construction usually undertaken on military
reservations, although it is sufficiently general to permit
its use on a wide variety of construction projects.
a.This manual includes-
(1) A brief summary of fundamental
volumetric - gravimetric relationships.
(2) Summaries of physical and engineering
properties of soil and rock.
(3) General descriptions of field and
laboratory investigations useful for foundation selection
and design.
(4) Design procedures for construction
aspects, such as excavated slopes and shoring.
(5) Empirical design equations and
simplified methods of analysis, including design charts,
soil property-index correlations, and tabulated data.
(6) Selected design examples to illustrate
use of the analytical methods.
b. Since the user is assumed to have some
familiarity with geotechnical engineering, design equa-
tions and procedures are presented with a minimum of
theoretical background and no derivations. The topics of
dewatering and groundwater control, pile foundations,
and foundations on expansive soils are covered in
greater depth in separate technical manuals and are only
treated briefly in this manual.
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Analysis of Fiber Reinforced Polymer Composite Grid Reinforced Concrete Beams

2010-07-27T00:55:00.000-07:00

In recent years, research on fiber-reinforced polymer (FRP)
composite grids has demonstrated that these products may be as
practical and cost-effective as reinforcements for concrete
structures.
1-5
FRP grid reinforcement offers several advantages
in comparison with conventional steel reinforcement and FRP
reinforcing bars. FRP grids are prefabricated, noncorrosive, and
lightweight systems suitable for assembly automation and ideal
for reducing field installation and maintenance costs. Research
on constructability issues and economics of FRP reinforcement
cages for concrete members has shown the potential of
these reinforcements to reduce life-cycle costs and significantly
increase construction site productivity.
6
Three-dimensional FRP composite grids provide a mechanical
anchorage within the concrete due to intersecting elements, and
thus no bond is necessary for proper load transfer. This type of
reinforcement provides integrated axial, flexural, and shear
reinforcement, and can also provide a concrete member with
the ability to fail in a pseudoductile manner. Continuing
research is being conducted to fully understand the behavior of
composite grid reinforced concrete to commercialize its use
and gain confidence in its design for widespread structural
applications. For instance, there is a need to predict the correct
failure mode of composite grid reinforced concrete beams
where there is significant flexural-shear cracking.
7 This type
of information is critical for the development of design
guidelines for FRP grid reinforced concrete members.
Current flexural design methods for FRP reinforced concrete
beams are analogous to the design of concrete beams using
conventional reinforcement.
8 The geometrical shape, ductility,
modulus of elasticity, and force transfer characteristics of FRP
composite grids, however, are likely to be different than
conventional steel or FRP bars. Therefore, the behavior of
concrete beams with this type of reinforcement needs to be
thoroughly investigated.
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JOURNAL OF THE CONSTRUCTION DIVISION

2010-07-25T05:39:00.000-07:00

This paper summarizes results of a policy-level workshop attended by a distinguished
group of construction people representing owners, contractors, government, and educators. The
April f975 workshop was funded by the National Science Foundation and was sponsored by the
Construction Institute at Stanford University. In 2 full days of frank far-reaching deliberations,
these industry leaders attempted to define basic problems that the industry will face in the years
ahead.
In specific terms, the workshop was designed to: (1) Identify basic research needs in the
management of construction; and (2) define and formulate goals for basic research in this area.
The participants’ efforts were concentrated in four general subject areas, including: (l) Manpower
and organizational development; (2) management methodologies; (3) innovations in construction
methods; and (4) construction industry dynamics. Before outlining the results, however, this
paper will consider the nature of basic research and its relationship to construction.
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Handbook on Plumbing Installation for Buildings

2010-07-25T05:20:00.000-07:00

Plumbing installation that receives water supply from the Waterworks has to comply with the
Waterworks requirements under the provision of the Waterworks Ordinance/Regulations and
Hong Kong Waterworks Standard Requirements for Plumbing Installation in Buildings
(HKWSR). Approval from the Water Authority is required in order to construct, install, alter
or remove a plumbing installation.
Plumbing installation that is not to receive water supply from the Waterworks does not need
the approval of the Water Authority. However, it is advisable for the plumbing installation to
follow the Waterworks requirements such that when a supply from the Waterworks becomes
necessary, the modification of the plumbing installation to comply with the Waterworks
requirements will be minimized.
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Full scale testing of space steel frame subjected to proportional loads

2010-07-24T08:33:00.000-07:00

The second-order inelastic analysis enables designers
to directly evaluate the ultimate strength and behavior
of structural system. The direct use of second-order
inelastic analysis without member capacity checks is
expected to be allowed in future design codes. Over the
past 30 years, researchers have developed and validated
various methods of performing second-order inelastic
analysis on steel frames. Most of these studies can be
categorized into one of two types: sophisticated and sim-
pliﬁed second-order inelastic analysis. The sophisticated
analysis (plastic-zone analysis) uses the highest reﬁne-
ment and is considered accurate [1,2]. However, this
analysis is not intended to be used in daily engineering
practice, because it is too costly and intensive in compu-
tation. The simpliﬁed analysis for practical design uses
the concentrated plastic hinge [3–7]. This analysis must
be veriﬁed by calibrating with plastic-zone analysis. The
plastic zone analysis also requires an experimental veri-
ﬁcation in order to conﬁrm its validity, since experi-
mental results provide actual behavior and strength of
structures. Therefore, a realistic simulation such as full-
scale frame testing is quite necessary.
Two-dimensional two-bay full-size frames were tested
by Kanchanalai to verify the plastic-zone analysis [8].
All frames were bent with respect to the week axis in
order to avoid out-of-plane buckling. Two-dimensional
full-size frames were tested by Yarimci at Lehigh Uni-
versity [9]. The frames were sandwiched and supported
laterally by two parallel auxiliary frames preventing out-
of-plane buckling. All members were bent in strong axis.
A series of four tests were conducted by Avery and Mah-
endran [10]. Each of the four frames could be classiﬁed
as a two-dimensional, single-bay, single-story, full-scale
sway frame with full lateral restraint and rigid joints.
Two-series of tests were conducted by Wakabayashi and
Matsui for a two-dimensional one-story frame and a two-
story frame [11]. To prevent out-of-plane buckling, two
of the same specimens were set in parallel and connected
at the joints and at the mid-length of the members. Harri-
son tested the equilateral triangular space frame [12]. A
horizontal load (H) was applied on the top of the column
and a vertical load of 1.3H was applied at mid span of
the beam.
Although a number of large-scale frame tests have
been conducted in the past 30 years, the majority of
those are of only two-dimensional frames. Two-dimen-
sional frames are not a realistic representative model of
the behavior of real structures. The aim of this paper is
to conduct three-dimensional full-scale frame testing.
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Experimental veriﬁcation of a wireless sensing and control system for structural control using MR dampers

2010-07-24T08:29:00.000-07:00

The performance aspects of a wireless ‘active’ sensor, including the reliability of the wireless communi-
cation channel for real-time data delivery and its application to feedback structural control, are explored
in this study. First, the control of magnetorheological (MR) dampers using wireless sensors is examined.
Second, the application of the MR-damper to actively control a half-scale three-storey steel building ex-
cited at its base by shaking table is studied using a wireless control system assembled from wireless active
sensors. With an MR damper installed on each ﬂoor (three dampers total), structural responses during
seismic excitation are measured by the system’s wireless active sensors and wirelessly communicated to
each other; upon receipt of response data, the wireless sensor interfaced to each MR damper calculates a
desired control action using an LQG controller implemented in the wireless sensor’s computational core.
In this system, the wireless active sensor is responsible for the reception of response data, determination
of optimal control forces, and the issuing of command signals to the MR damper. Various control solu-
tions are formulated in this study and embedded in the wireless control system including centralized and
decentralized control algorithms. Copyright 2007 John Wiley & Sons, Ltd.
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Methodology of Seismic Hazard Analysis and Damage Assessment

2010-07-24T08:19:00.000-07:00

Since Taiwan locates at seismic active region, seismic hazard mitigation
is always one of the most important parts in natural hazard mitigation
plans. To have effective seismic hazard mitigation plans needs
cooperation of experts in many fields. In order to accelerate the progress
in seismic loss estimation and hazard mitigation, Haz-Taiwan adopts the
methodology from HAZUS, which is developed by the scientists and
engineers in the United States. However, Taiwan has its special
construction environment and quality, seismic design codes, social and
economic activities, etc., not only the inventory data but also the
analytical models and the associated parameters need to be collected and
calibrated.
This joint project investigates methodology of seismic hazard analysis
and structural damage assessment from earthquake engineering
viewpoint. The main objective is to provide technical support, to develop
analytical models, and to calibrate associated parameters in Haz-Taiwan
program. The research topics include estimation of ground motion
intensities due to scenario earthquakes, estimation of permanent ground
deformation due to soil-liquefaction, evaluation of site-dependent seismic
demand of buildings, evaluation of capacity and fragility curves in damage
assessment of reinforced concrete buildings and multi-span continuous
bridges, and so on.
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Shear Strength of Reinforced Concrete T-Beams without Transverse Reinforcement

2010-07-24T08:03:00.000-07:00

The authors have presented an interesting paper on the
shear strength of reinforced concrete T-beams without
transverse reinforcement. However, the discusser would like
to offer the following comments:
1. The authors have mentioned the basic outline of a
derivation of Eq. (1), but Eq. (1) appears to be based on the
neutral axis (NA) located at the center of the beam in a
typical homogeneous rectangular concrete beam. The
authors’ Eq. (2) was a simplification of Eq. (1) based on the
experimental database of reinforced concrete beams, which
is inconsistent with the Rankine’s failure criteria of a plain
homogeneous concrete beam.
Based on ft
= 6 (or 0.1fc ′ ) and assuming the Rankine’s
failure criteria of plain concrete, and by considering various
strength ratios of flexural stress σm versus concrete compressive
stress fc ′ (σm/f ′
c
= 14.2%,
10 the flexural stress σm of a plain
homogeneous concrete beam equals to 114.2%10
of the tensile
strength of plain concrete ft
. Based on the aforementioned
assumptions, the discusser arrived at the authors’ Eq. (2)
without considering the experimental database of reinforced
concrete beams.
Another simplified approach is that Eq. (2) can also be
derived from the current ACI Building Code9
(that is,
authors’ Eq. (5)) by assuming an average depth of NA equals
0.4d11,12
and by substituting c = 0.4d in the authors’ Eq. (5),
which would result in authors’ Eq. (2). Based on the afore-
mentioned two approaches, the discusser believes that there
is no need to have a reinforced concrete beam database, that
is, Fig. 1 and 2. Is this consistent with the shear strength of
reinforced concrete T-beams without transverse reinforce-
ment plain concrete?
fc ′
Download File

STANDARD PRACTICE FOR CONCRETE PAVEMENTS

2010-07-12T07:44:00.000-07:00

1. Purpose.
This manual provides information on the
materials and construction procedures for concrete
pavements.
2. Scope.
This manual describes the constituents to
be used in concrete, the procedures to be used in
manufacturing concrete, and the equipment and
procedures to place, texture, and cure concrete for
pavements.
3. Responsibilities, strength, and air content.
a. Responsibility for mixture proportioning.
The responsibility for mixture proportioning must be
clearly assigned to either the contractor or the
contracting officer in the project specifications.
When the contracting officer is responsible for
mixture proportioning, he will approve all concrete
materials as well as determine and adjust propor-
tions of all concrete mixtures as necessary to obtain
the strength and quality of concrete required for the
pavements. Cement will be a separate pay item in
the contract. When the contractor is responsible for
mixture proportioning, he will control all proportions
of the concrete mixture necessary to obtain the
strength and quality of the concrete required for the
pavements, and cement will not be a separate pay
item in the contract. However, the contracting officer
is responsible for approving the quality of all
materials the contractor uses in the concrete.
b. Approval responsibility.
The contracting officer is responsible for approval of all materials,
mixture proportions, plants, construction equipment, and
construction procedures proposed for use by the
contractor. The contractor must submit proposed
mixtures if he is responsible for mixture propor-
tioning; samples of all materials; and detailed
descriptions of all plants, construction equipment,
and proposed construction procedures prior to the
start of construction.
c. Flexural strength.
Structural designs are based on flexural strengths that the
concrete is expected to obtain at 28 days for road pavements
and 90 days for airfield pavements. These ages are not adequate
for quality control in the field since a large amount
of low-strength concrete could be placed before
strength tests on samples revealed the problem.
Correlations can be established between a 14-day
strength and the 28- or 90–day strength used in
design, and this correlated 14-day strength can be
used as a strength check for a more timely concrete
mixture control in the field.
Download File

CONCRETE REPAIR

2010-07-12T07:38:00.000-07:00

This handbook describes methods and procedures for maintenance and repair of
concrete pavements. Since surface failure must be corrected at the source, probable causes are
discussed and repair measures described. The principals outlined apply to reinforced and
nonreinforced pavements for roads, airfields, and parking and open-storage areas. Normal
maintenance on concrete pavements consists principally of the care of joints, sealing of cracks,
replacement of random broken slabs or similar sections, and the correction of minor settlement
and drainage faults. Repair consists of the work required to restore a distressed pavement so
that it may be used at its original designed capacity and/or accommodate the current mission as
provided for by applicable service instruction. Additional information can be found in the literature
listed in paragraph 1.3., References. AF Records Disposition. Ensure that all records created
by this handbook are maintained and disposed of IAW AFMAN 37-139, “Records Disposition
Schedule.”
The objective of this handbook is to provide a simple step-by-step “how to”
procedure for concrete pavement repair. Although joint and crack maintenance is one of the
most important maintenance functions to be performed, it will not be covered here. For those
procedures, another handbook has been developed. This handbook will also cover some of the
equipment used in the maintenance and repair of concrete pavements.

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CONCRETE CRACK AND PARTIAL DEPTH SPALL REPAIR

2010-07-12T07:26:00.000-07:00

This hand book contains information on current practices (asofSeptember1998)
for the repair of crack sand spalls in concrete pavements as well as on the selection of
materials and equipment.This hand book is intended for use as afield hand book for air field concrete pavement repair for all U.S. Navy, Army, and Air Force facilities ;however, the techniques for repair can beused for other concrete pavements as well.References are provided for additional
information on pavement repair practices not addressed in this manual.Tables1.1. and 1.2. list
applicable American Society of Testingand Materials (ASTM) specification sand American
Concrete Institite (ACI) publications. AF Records Disposition.Ensure that all records created
by this hand book are maintained and disposed of IAW AFMAN 37-139,“Records Disposition
Schedule.”
Download File

Tools for forensic analysis of concrete structures

2010-07-10T04:41:00.000-07:00

Computer-aided nonlinear analysis of reinforced concrete structures has undergone tremendous
advancement since initial applications about four decades ago. Much research activity has occurred
in the realm of constitutive modeling of reinforced concrete and in the development of sophisticated
analysis algorithms. These advancements are well documented in various state-of-the-art reports (for
example, ASCE (1982)), and are still the subject of many specialty symposia and workshops. One
particularly powerful and popular approach to advanced modeling involves the use of nonlinear
finite element analysis (NLFEA) techniques. The development of such procedures has progressed to
the point where they are becoming practical tools for design office engineers.
Advanced analytical procedures are finding application as useful forensic analysis tools in
relation to damaged or ageing structures. NLFEA procedures can be used to obtain an assessment
of the safety and integrity of damaged or deteriorated structures, or structures built to superceded
codes, standards, or practices deemed to be deficient today. They can be of value in assessing the
behavior expected from retrofitted structures or in investigating and rationally selecting among
various repair alternatives. In cases of structural failure or collapse, NLFEA procedures can be
invaluable in determining the contributing factors and in suggesting remedial measures for future
designs.
There remain some concerns with the use of these advanced methods, however. Accurate
modeling of the complex behavior of reinforced concrete remains elusive, with many conflicting
Download File

Builder’s Foundation Handbook

2010-07-10T04:15:00.000-07:00

This handbook contains a worksheet for
selecting insulation levels based on specific
building construction, climate, HVAC
equipment, insulation cost, and other
economic considerations. The worksheet
permits optimization of foundation
insulation levels for new or retrofit
applications. Construction details
representing good practices for the design
and installation of energy efficient basement
crawl space, and slab-on-grade foundations
are the focal point of the handbook. The
construction details are keyed to lists of
critical design information useful for
specifying structural integrity; thermal and
vapor control; subsurface drainage;
waterproofing; and mold, mildew, odor,
decay, termite, and radon control strategies.
Another useful feature are checklist chapter
summaries covering major design
considerations for each foundation type--
basement, crawl space, and slab-on-grade.
These checklist summaries are useful during
design and construction inspection. The
information in this handbook is drawn
heavily from the first foundation handbook
from the DOE/ORNL Building Envelope
Systems and
Materials Program, the Building
Foundation Design Handbook (Labs et al., 1988),
which is an extensive technical reference
manual. This book presents “what to do in
foundation design” in an inviting, concise
format. This handbook is intended to serve
the needs of active home builders; however,
the information is pertinent to anyone
involved in foundation design and
construction decisions including
homeowners, architects, and engineers.
Download File

Analysis of the weightiness of site effects on reinforced concrete (RC) building seismic behaviour The Adratown example (SESpain)

2010-07-10T03:56:00.000-07:00

The softness of the ground surface and the thickness of surface sediment shave been observed
as two important local geological factors that affect the level of earthquake shaking.Their local
variations can lead to spatial seismic intensity differences and may have a remarkable inﬂuence on
the level of building damage and on signiﬁcant earthquake damage distribution even in the cases
of moderate earthquakes.
Download File

Engineering Journal '93

2010-07-10T03:50:00.000-07:00

The increasing use and reliance on probability based limit
states design methods, such as the recently adopted AISC
LRFD Specification,
1
has focused new attention on the prob-
lems of serviceability in steel buildings. These methods,
along with the development of higher-strength steels and
concretes and the use of lighter and less rigid building mate-
rials, have led to more flexible and lightly damped structures
than ever before, making serviceability problems more
prevalent.
The purpose of this paper is to focus attention on two
important serviceability limit states under wind loads;
namely, deformation (including deflection, curvature, and
drift) and motion perception (acceleration). These issues are
particularly important for tall and/or slender steel and com-
posite structures. A brief review of available information on
these subjects will be presented followed by a discussion of
current standards of practice, particularly in the United States.
Finally, proposed standards will be presented that, hopefully,
will focus attention, debate, and perhaps new research efforts
on these very important issues in design.
Download File

Engineering Journal '92

2010-07-10T03:43:00.000-07:00

The use of substandard and mismatched bolts continues to
be a major concern to bridge owners in the United States.
Based on FHWA-sponsored research at the University of
Texas, supplemental specifications were developed and issued
modifying fastener manufacturing, testing, and installation
procedures.
Nearly all bridge bolts are designed for dynamic loading.
They are designed to resist either tension forces and/or shear
forces. Fatigue concerns govern bolts designed for cyclic ten-
sion forces. Cyclic shear forces require slip critical connec-
tions. Both loading conditions require bolts to be installed
to a minimum preload.
The FHWA recommendations were developed in order to
assure the ability of bolts to achieve this preload. Minimum
nut strength is increased, maximum bolt strength is reduced,
thread fit tolerance is reduced, additional rotational-capacity
testing is required, and additional testing, documentation,
handling and shipping requirements are imposed. The ration-
ale for these new FHWA provisions are discussed.
Finally, slip critical joints depend upon friction between
faying surfaces to develop strength. Values of slip resistance
or coefficient of friction for various paints and coatings must
be determined by testing. Bolt design parameters depend
upon minimum values of tested coatings.
Download File

Acomparison of single run pushover analysis techniques for seismic assessment of bridges

2010-07-10T03:30:00.000-07:00

Traditional pushover analysisis performed subjecting the
structure to monotonically increasing lateral
forces with in variant distribution until a target
displacement is reached both the force distribution and
target displacement are hence based on the assumption
that the response is controlled by a fundamental
mode,that remains unchanged throughout.
Download File

Reliability of Transfer Length Estimation from Strand End Slip

2010-07-03T08:01:00.000-07:00

The force in a prestressing strand is transferred by bond to
the concrete in the release operation. At this stage, strand
stress varies from zero at the free end of the member to a
maximum value (effective stress). Transfer length is defined
as the distance required to develop the effective stress in the
prestressing strand.
1 Variation in strand stress along the
transfer length involves slip between the strand and the
concrete. The measurement of the strand end slip is an indirect
method to determine the transfer length.
2 Most experimental
standards 3-6
are based on this method, and it has been proposed
as a simple nondestructive assurance procedure by which the
quality of bond can be monitored within precasting plants.7
Download File

Tensile Headed Anchors with Large Diameter and Deep Embedment in Concrete

2010-07-03T07:58:00.000-07:00

Current anchorage designs for nuclear power plants in
Korea use large anchor bolts with diameters exceeding 2 in.
(50 mm), embedment depths exceeding 25 in. (635 mm), a
specified yield strength of 140 ksi (980 MPa), and a specified
ultimate strength of 155 ksi (1085 MPa). Whereas the tensile
behavior of smaller anchors has been studied extensively,
large anchors have not been adequately addressed. In the
research described herein, large anchors were tested in
tension to develop design criteria for anchors that are not
addressed by ACI 318-05, Appendix D,
1
or ACI 349-01,
Appendix B,
2 and to evaluate the applicability of
capacity-prediction methods developed for smaller anchors.
To evaluate the tensile behavior of anchors with large diameters
and embedment depths, various anchors, with diameters from
2.75 to 4.25 in. (69.9 to 108 mm) and embedment depths from
25 to 45 in. (635 to 1143 mm) were tested.
Download File

Cyclic Load Behavior of Reinforced Concrete Beam Column Subassemblages of Modern Structures

2010-07-03T07:55:00.000-07:00

The key to the design of ductile moment-resisting frames
is that the beam-to-column connections and columns must
remain essentially elastic throughout the load history to
ensure the lateral stability of the structure. If the connections
or columns exhibit stiffness and/or strength deterioration
with cycling, collapse due to P-Δ effects or to the formation
of a story mechanism may be unavoidable.
1,2
Four one-half scale beam-column subassemblages were
designed and constructed in turn, according to Eurocode 23
and Eurocode 8,
4
according to ACI 318-055
and ACI 352R-02,
6
and according to the new Greek Earthquake Resistant
Code7 and the new Greek Code for the Design of Reinforced
Concrete Structures.
8
The subassemblages were subjected to cyclic lateral load
histories so as to provide the equivalent of severe earthquake
damage. The results indicate that current design procedures
could sometimes result in severe damage to the joint, despite
the use of a weak girder-strong column design philosophy.
Download File

Eccentric Reinforced Concrete Beam-Column Connections Subjected to Cyclic Loading in Principal Directions

2010-07-03T07:53:00.000-07:00

Shear failure in beam-column connections, leading to the
collapse of reinforced concrete (RC) buildings, has been
observed in the post-earthquake reconnaissance.
1-3
The
cause of collapse has been attributed to the lack of joint
confinement, especially for the exterior and corner beam-
column connections without beams framing into all four sides.
Since the late 1960s, amounts of experimental investigations
on the seismic performance of RC beam-column connections
have been extensively studied. The majority of the exper-
imental programs have concentric beam-column connections
isolated from a lateral-force-resisting frame at the nearest
inflection points in the beams and columns framing into the
joint. Since 1976, Joint ACI-ASCE Committee 352 has
issued design recommendations for RC beam-column
joints.
4,5 Throughout the years, these guidelines evolved into
state-of-the-art reports
6,7
by integrating results of new
experimental programs. Finally, a number of these design
recommendations for beam-column connections have been
adopted in Chapter 21 of the ACI 318 Building Code8
for
seismic design. Current ACI design provisions are primarily
developed from test results of concentric beam-column
connections, whereas eccentric beam-column connections
are rather common in practice. Relatively few tests of eccentric
RC beam-column connections have been reported in the
literature to date.
9-19
To clarify the effect of eccentric beams
on the behavior of connections, Joint ACI-ASCE Committee
352 has called for additional research on this topic over the
past two decades,
5-7 and appointed a task group to review
and summarize previous research on eccentric RC beam-
column connections.
20
Download File

Seismic Design Criteria for Slab Column Connections

2010-07-03T07:51:00.000-07:00

Two-way slabs without beams are popular floor systems
because of their relatively simple formwork and the potential
for shorter story heights due to their shallow profile. This
structural system is common in regions of low to moderate
seismic risk, where it is allowed as a lateral-force-resisting
system (LFRS), as well as in regions of high seismic risk for
gravity systems where moment frames or shear walls are
provided as the main LFRS. Earthquakes, however, have
demonstrated that slab-column frames are not suitable as a main
LFRS in regions of high seismic risk because they are relatively
flexible and because of the potential for brittle punching shear
failures in the slab-column connection region.
In the last 40 years, a significant number of experiments
have been conducted to evaluate the performance of slab-
column connections under cyclic lateral loading. This infor-
mation has formed the basis of current code provisions and
guidelines for the design of slab-column connections under
combined gravity and lateral loading. As performance-based
seismic design (PBSD) becomes more common in structural
engineering practice, it is important to evaluate the
recommended limits for various structural systems with
respect to the latest experimental data and post-earthquake
observations. This paper focuses on the behavior and
design of interior slab-column connections under combined
gravity and lateral loading and serves to review current design
procedures, PBSD approaches, and relevant experimental data.
Equation (23), for drift capacity of these systems in terms of
the gravity shear ratio, is derived using the collected experi-
mental data. Finally, practical recommendations are provided
for the PBSD of slab-column connections.
Download File

Simplified Punching Shear Design Method for Slab Column Connections Using Fuzzy Learning

2010-07-03T07:48:00.000-07:00

INTRODUCTION
Flat plates consist of slabs directly supported on the
columns without beams. For this simple appearance, flat
plate systems have various economic and functional advantages
over other floor systems such as fast construction, low story
height, and irregular column layout. From a viewpoint of
structural mechanics, however, flat plates are structures of
complex behavior. Moreover, flat plates usually fail in a
brittle manner by punching at the slab-column connections
within the discontinuity region known as the D-region.
1,2
At
these connections, three-dimensional stresses are developed
due to the combined high shear and normal stresses creating
a stress state that is complex to analyze accurately.
3
For the last three decades, a significant amount of research
has been performed to investigate this complex problem of
concentric punching shear of reinforced concrete flat plates
by using various methods ranging from mechanical models
up to purely empirical models. In early models including
Yitzhaki
4 and Long and Rankin,
5 punching shear strength
was defined considering the flexural capacity of reinforced
concrete slabs. This was based on the experimental observation
that the punching shear strength was close to the flexural
capacities of the concrete slabs. Pralong6
and Nielsen7
derived lower bound and upper bound values for punching shear
strength based on the theory of plasticity. These formulations
did not consider the effect of flexural reinforcement on the
punching shear strength. Kinnunen and Nylander
8
developed
the first mechanical model for punching shear strength using
failure criteria based on the observation of shear cracks in the
experiments. In this model, the failure criteria were defined
by the inclined radial compressive stress and the tangential
compressive strain at the shear crack. Even though Kinnunen
and Nylander’s model
8
did not provide high accuracy in
punching shear strength predictions, it significantly contributed
to a better understanding of the failure mechanism of the
slab-column connections and enabled visualizing a rational
flow of forces in such connections. Alexander and
Simmonds
2
proposed a strut-and-tie model with concrete ties
to describe the load transfer in the slab-column connections.
Bažant and Cao9 developed a punching shear strength model
considering size effect of concrete based on principles of
fracture mechanics. The size-effect model was able to
explain the experimental observations of decreasing
punching failure shear stresses of slab-column connections
without reinforcement with increasing slab thickness.
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Flexural Behavior of Concrete Beams Strengthened with Near Surface Mounted CFRP Strips

2010-07-03T07:37:00.000-07:00

In-service steel-reinforced concrete flexural members may
require strengthening due to material decay of the internal
reinforcement and surrounding concrete, errant design and
construction practice, increased service loads, and unforeseen
settlement and structural damage. These conditions require
structural retrofit to increase the flexural strength of the
section. A popular method of increasing the flexural strength
of beams, walls, and slabs is through external bonding of
fiber-reinforced polymer (FRP) plates and sheets. FRP materials
are characterized by high tensile strength and low unit
weight, and they are noncorrosive when exposed to chloride
environments. An excellent summary of research in this area
is available by Teng et al. (2002) and ACI has published a
design guide for strengthening concrete structures with
externally-bonded FRP materials (ACI Committee 440 2002).
Premature failure of externally-bonded FRP plates and
sheets can occur before the ultimate flexural capacity of the
strengthened section is achieved. This is typically due to
bond failure between the FRP and concrete or tensile peeling
of the cover concrete. Available research documenting this
behavior is abundant. Brena et al. (2003) reported debonding
of longitudinal carbon FRP (CFRP) sheets at deformation
levels less than half the deformation capacity of control
specimens. Nguyen et al. (2001) observed only a limited
increase in flexural capacity for beams strengthened with
partial length longitudinal CFRP sheets due to premature
delamination, or ripping, of the concrete cover surrounding
the steel reinforcement. For beams strengthened with CFRP
plate and fabric systems, Grace et al. (2002) identified brittle
failure by shear tension and debonding, respectively. Shin
and Lee (2003) reported failure of beams held under
sustained load and strengthened with CFRP laminates due
to rip-off type failure of the CFRP at loads well below the
ultimate
flexural capacity of the sections. Similar results have been
reported by Rahimi and Hutchinson (2001), Bencardino et al.
(2002), Arduini and Nanni (1997), Sharif et al. (1994),
Saadatmanesh (1994), and Mukhopadhyaya and Swamy
(1999). In addition to problems associated with bond failure,
external FRP plates are vulnerable to mechanical, thermal,
and environmental damage. It should be noted, however, that
mechanical anchors can be used to improve the peel resistance
of externally bonded FRP.
Download File

Influence of Shear Reinforcement on Reinforced Concrete Continuous Deep Beams

2010-07-03T07:35:00.000-07:00

Reinforced concrete deep beams are used in structures as
load distribution elements such as transfer girders, pile caps,
and foundation walls in tall buildings. Although these members
commonly have several supports, extensive experimental
investigations have brought simple deep beams into focus.
The behavior of continuous deep beams is significantly
different from that of simply supported deep beams. The
coexistence of high shear and high moment within the interior
shear span in continuous deep beams has a considerable
effect on the development of cracks, leading to a significant
reduction in the effective strength of the concrete strut,
which is the main load transfer element in deep beams.
1
Indeed, few experiments
1-3 were carried out on continuous
deep beams of shear span-to-overall depth ratio (a/h) greater
than 1.08. The results of simple deep beams tested by Tan et al.
4
and Smith and Vantsiotis,
5 however, showed that the relative
effectiveness of horizontal and vertical shear reinforcement
on controlling diagonal cracks and enhancing load capacity
reversed for deep beams having an a/h less than 1.0, that is,
horizontal shear reinforcement was more effective for an a/h
below 1.0, whereas vertical shear reinforcement was more
effective for an a/h lager than 1.0. Therefore, a reasonable
evaluation of the influence of shear reinforcement on
continuous deep beams having an a/h less than 1.0 requires
further investigation.
Download File