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Abstrak :
Bukaan median dengan fasilitas U-turn digunakan sebagai sarana kendaraan memutar balik menuju arus sebaliknya. Jalan Margonda Raya dengan arus lalu lintas di jam padat memiliki arus memutar balik yang tinggi dan tidak memiliki pembagian waktu sehingga seringkali menganggu arus lurus dan menimbulkan antrian pada semua lajur jalan. Solusi yang diberikan untuk mengatasi masalah tersebut adalah dengan membuat alternatif desain simpang bersinyal dengan metode MKJI 1997 sehingga bisa mengorganisir giliran untuk arus lurus dan memutar dengan dua alternatif desain, yaitu desain dengan putaran di lajur lambat dan desain dengan putaran di lajur cepat. Dari perhitungan dan simulasi yang­ dilakukan, alternatif desain didapat derajat kejenuhan yang menurun untuk arus memutar balik sehingga kejenuhan bisa di bawah nilai kapasitas (DS<1) dan mengurangi masalah kemacetan walaupun tidak bisa mendapatkan nilai tingkat layanan jalan ideal (0,70< DS <0,80). Untuk desain jalur putar dengan lajur biasa didapat nilai DS 0,51-0,94 dan untuk desain jalur putar dengan lajur lambat didapat nilai DS 0,49-0,97. ......The median with U-turn facility is used by vehicles to turn back towards the reverse current. Margonda Raya Street with heavy traffic flow has high turning flow and does not have time allocation so that it often disturbs the straight flow and causes queues on all lanes of the road. The solution given to overcome this problem is to create an alternative signal design with the MKJI 1997 method so that it can organize a turn for a straight current and turn around with two alternative designs, first a design with a slow lane for turn around and the second a design with a fast lane for turn around. From the calculations and simulations, the alternative designs obtain decreasing degree of saturation for turn around flow so the saturation can be below the rate of capacity (DS <1) and reduce congestion problems even though it cannot get the ideal service level value (0.70

Abstrak :
Kondisi saat ini, dengan pertumbuhan sepeda motor yang tinggi menyebabkan adanya perubahan proporsi komposisi sepeda motor yang akan berakibat terhadap ketetapan nilai emp sepeda motor. Selain persentase sepeda motor kecepatan rata-rata lalu lintas mempengaruhi nilai ekivalensi mobil penumpang (emp). Analisis terhadap faktor sepeda motor dilakukan dengan pendekatan bahwa derajat kejenuhan maksimum. Dengan mendasarkan volume lalu lintas perjenis kendaraan, dan kecepatan rata-rata. Berdasarkan data volume lalu lintas diperoleh proporsi komposisi sepeda motor dan dikelompokkan menjadi tiga kelas berdasarkan distribusi frekuensi persentasenya. Dari sebaran data hubungan arus dan kecepatan diperoleh 2 kelompok data yaitu pada kecepatan diatas 20 km/jam dan kecepatan dibawah 20 km/jam. Nilai emp akan ditentukan dalam 8 kelas. Untuk memperoleh penyesuaian nilai emp yang terbaik maka nilai emp akan disesuaikan pada kondisi perhitungan derajat kejenuhan diatas 1 (satu) yang paling ekstrim atau yang paling tinggi, karena dengan melakukan analisis pada DS tertinggi maka secara langsung akan mengakomodir kondisi-kondisi derajat kejenuhan yang lainnya. Berdasarkan hasil analisis diperoleh nilai emp sepeda motor yang sesuai dengan jumlah kelas. Analisis kualitatif terhadap kondisi derajat kejenuhan diatas 1 (satu) dengan memiliki kecepatan diatas 20 km/jam menyatakan kondisi lapangan saat lalu lintas padat kendaraan sepeda motor dapat memfaatkan ruang antar kendaraan lain untuk melakukan pergerakkan. ......The high growth of motorcycles, has resulted on the change of motorcycle composition proportion which will affect on the motorcycle Passenger Car Unit (pcu) value's. The percentage of their speed rate on the road has a great influence on the equivalence value of vehicles (pcu). Degree of saturation approach was used for analyzing the motorcycle factors based on the traffic volume per type of vehicle and its speed rate. From the traffic volume, the proportion of motorcycle composition was obtained and it is divided into three classes using the distribution of its percentage frequency. From the relationship between speed and flow, two units of data were obtained, i.e. data of over 20 km/hour speed and less than 20 km/hour speed. Pcu value was determined in 8 classes. To obtain appropriate and best pcu value, the emp value was adjusted to the condition of degree saturation over 1. Using the analysis of the highest DS, the other degree saturation conditions would be accommodated. Based on the analysis, the motor cycle pcu value adjusted to the number of classes was obtained. Qualitative analysis on the degree of saturation more than 1 with speed over 20 km/hour shows when the traffic is congested, mean while the motorcycles can use spaces between other vehicles.

Abstrak :
Konsolidasi memegang andil yang cukup besar dalam analisa penurunan yang terjadi. Berdasarkan teori Terzaghi (1943) tanah dikondisikan jenuh dalam tes konsolidasi yang dilakukan di laboratorium, kenyataan di lapangan tanah tersebut tidak berada dalam keadaan demikian. Sayangnya untuk pengujian tanah tidak jenuh dibutuhkan peralatan yang lebih kompleks karena diperlukan peralatan tambahan yang dapat mengukur tekanan udara pori yang terjadi selama proses konsolidasi. Dengan alat Sel Rowe yang mempunyai kemampuan untuk mencatat tekanan air pori yang terjadi selama proses konsolidasi berlangsung, disimulasikan empat tingkat kejenuhan yang berbeda, tingkat kejenuhan ini ditunjukkan oleh nilai B yang merupakan rasio perbandingan perubahan tekanan air pori dan perubahan tekanan sel yang diberikan, yaitu 1; 0,8; 0,6; 0,5. Analisa-analisa yang dilakukan merujuk kepada perubahan-perubahan tekanan air pori yang terjadi. Hasil penelitian menunjukkan bahwa semakin rendah tingkat kejenuhan tanah lempung (BB). ......Consolidation has a big role in the settlement analysis that will occur. Based on the Terzaghi theory (1943) soil sample is made in saturated condition in the laboratory test of consolidation, but the existing condition shows that the soil is not in that expected condition. Unfortunately, for testing the unsaturated soil sample needs more complex equipment because a tool to measure the pore air pressure along the consolidation process should be added on. By using the Rowe Cell that has ability to record the pore water pressure that happens along the consolidation process, four different degree of saturation are simulated. These degree of saturation are showed by B value that a comparison ratio between the pore water pressure change and the given cell pressure change, that are 1, 0.8, 0.6, 0.5. The analyses of this thesis due to the pore water changes that happen. The results show that the lower the degree of saturation of clay (BBv, value become bigger, while the Cc value is smaller.

Abstrak :
The high growth of motorcycle (M/C) with 23 % -30% per year and the proportion of M/C with 50%-73% particularly on secondary arterial road npw days has given specifuc phenomenon to traffic situation of urban road. The most influencing growth has not well services yet neither mean of existing facility nor traffic management. On the other side, the guidance which is needed for standardized development of M/C lanes has become a constraint for the road and traffic planner to solve the problem. Overall, the purposes of this study are to identify the performance indicators and criterions which are related to M/C lanes needs particularly on arterial urban road with 4/2 and 6/2 divided. This study was started with assumptions that the M/C growth have influenced to traffic performance. Several data have been collected and have analyzes by mean of traffic characteristic analyses (traffic volume and proportion, speed operational), Q/C analyses and M/C movement behavior analyses. . The result analyses shows that the main criterion through the needs of M/C lanes. i.e M/C proportion > 34,5% and M/C peak hour volume > 1200 pcu's . Statistical analyses also show that there were significant correlations of the two criterions with the degree of saturation Q/C> 0,65. Another criterion which is also important for M/C lanes designing was M/C accident proportion with greater than 40%. To design of LOS (level of service) D M/C lanes with 0,650,86 criterion for physical separator of exclusive M/C lanes. Furthermore, to design M/C lanes width for medium (M) side friction has proposed wider than 3,00 meter with M/C volume design greater than 625 pcu's/hour and greater than 575 pcu's/hour for high (H) side friction with LOS C design.