Seminar International Narotama PDF

DAFTAR ARTIKEL ILMIAH
International Conference, Workshop & Call For

Paper Industry 4.0 Construction,
Transportation And Sustainable Development
Magister Teknik Sipil Fakultas Teknik

Universitas 17 Agustus 1945 Surabaya
IOP CONFERENCE SERIES:

MATERIALS SCIENCE AND
ENGINEERING (MSE)
DAFTAR ISI
1. Analysis of Soil Support Correlation With Index Thickness of Pavement on Road Runtu -
Simpang Runtu Kotawaringin Barat District
Author : Wateno Oetomo, Budi Witjaksana, Sri Wiwoho Mudjanarko, Priyoto, Ahmad
Mawardi
2. Analysis of The Effect of Project Manager Quality on The Performance of The Time of
The Palantaran-Kasongan Road Central Kalimantan Exchange
Author : Budi Witjaksana, Wateno Oetomo, Sri Wiwoho Mudjanarko, Sutimun
3. Evaluation of The Implementation of The Periodic Maintenance of The Road Project Limit-
Kudangan-Penopa West Kalimantan Province Republic Indonesia
Author : Priyoto, Budi Witjaksana, Wateno Oetomo, Sri Wiwoho Mudjanarko, Paskah
Kaharap
4. OPTIMIZATION OF COST AND TIME OF REPAIR AND ROUNDING OF ROADS
WITH WAY PAVEMENT DESIGN MANUAL METHOD 2013
Author : Hanie Teki Tjendani, Wateno Oetomo, Budi Witjaksana, Priyoto, Sumadi
5. ANALYSIS OF CONSTRUCTION CONTRACT PROJECT COMPARISON WITH
PNPM BASED PROJECTS IN CONSTRUCTION PROJECTS
Author : Laksono D. Nugroho, Budi Witjaksana, Wateno Oetomo, Andi Setiawan
6. ANALYSIS OF RISK MITIGATION OF DEVELOPMENT OF FLOOD CONTROL
RESERVOIR OF JADI VILLAGE, TUBAN DISTRICT
Author : Risma Marleno, Budi Witjaksana, Wateno Oetomo, Arifatuzzahro
7. Risk Analysis on the Construction Project of the Basement Building Under Jalan Pemuda-
Yos Sudarso, Surabaya
Author : Suntana Sukma Djatnika, Budi Witjaksana, Wateno Oetomo, Bambang W
8. ESTIMATION OF COSTS USING COST SIGNIFICANT MODEL ON THE
STRUCTURE OF BEAM GIRDERDI DEVELOPMENT OF DPU BINA MARGA
BRIDGE PROVINCE OF JAWA TIMUR
Author : Esti Wulandari, Budi Witjaksana, Wateno Oetomo, Hadi Pramoedjo
9. EFFICIENCY AS A VARIABLE INTERVENING IN ACTIVITY BASED
MANAGEMENT OF CHANGE ORDER AND ECONOMIC VALUE ADDED TO
IMPROVE PROJECT COST PERFORMANCE BUILDING CONSTRUCTION
Author : Budi Witjaksana
0123423105 678

*+,-./010+-20/.34.,567*8-9. :;<=>?@.<A:B<BCB<@A:.D>AE<A?:
:567*8-.F-GHI*+.J.;-GIKH4.D*IL " 6 8" .
M-70 F-GHI*+.D*IL6I8, ;-GIKH4.D*IL6I8, N6O.B--+, M0+2 >3-GK.C,
PQRSTUVWXYXVZXS[XY\X]^S_àXY\`b]
[Z\XVZXS̀VcSdVe\VXXY\Ve
TUfVaYg CI6K0/.E6I8/-7.hih .:<D.D*IL6I8.-j.CI6K0/.E6I8/-7
[fnoXZaSpYX`S̀Vc qI86I00H6I8.
TàXeUYg qI86I00H6I8.r76,50++*I0-G,s.
.
=*K0H6*+,.:560I50.
=*K0H6*+,.:560I50.r76,50++*I0-G,s.
M.<I/0m
kl
Rfnb\]tXY
Rfnb\Zà\UVSaguX ;-Ij0H0I50,.*I/.vH-500/6I8,
P[[w xyzy{|{x
TU}XYèX ~|i-I8-6I8
[ZUuX B0.-20I.*550,,.<@v.;-Ij0H0I50.:0H60,.2H-16/0,.*.j*,K.10H,*K6+0.*I/.5-,Ki0jj05K610
2H-500/6I8,.2G3+65*K6-I.,0H1650.j-H.4-GH.5-Ij0H0I50.E04.2G3+6,6I8.,G305K.*H0*,.6I5+G/09
24,65,.7*K0H6*+,.,560I50.0I16H-I70IK*+.,560I50.36-,560I50.0I86I00H6I8.5-72GK*K6-I*+
,560I50.*I/.7*K07*K65,
M-702*80
M-.K-.2G3+6,.6I.K6,.-GHI*+
;-IK*5K
F-6I.K0.5-I10H,*K6-I.*3-GK.K6,.-GHI*+
:FD ;6K*K6-I,.20H./-5G70IK
B0.:FD.6,.*.,6O0i6I/020I/0IK.2H0,K680.6I/65*K-H.K*K B6,.6I/65*K-H.5-GIK,.K0.IG730H.-j.56K*K6-I,.H050610/.34
H*IL,.-GHI*+,.34.K06H.*10H*80.2H0,K680.20H.*HK65+0.<K.6, /-5G70IK,.jH-7.*.-GHI*+.*I/./616/0,.K07.34.K0.K-K*+
3*,0/.-I.K0.6/0*.K*K.*++.56K*K6-I,.*H0.I-K.5H0*K0/ IG730H.-j./-5G70IK,.2G3+6,0/.6I.K*K.-GHI*+.B0
0G*+.:FD.6,.*.70*,GH0.-j.,560IK65.6IG0I50.-j 5*HK.,-,.K0.01-+GK6-I.-j.K0.*10H*80.IG730H.-j
-GHI*+,.K*K.*55-GIK,.j-H.3-K.K0.IG730H.-j.56K*K6-I, K670,./-5G70IK,.2G3+6,0/.6I.*.-GHI*+.6I.K0.2*,K.K-
H050610/.34.*.-GHI*+.*I/.K0.672-HK*I50.-H.2H0,K680.-j KH00.*I/.j-GH.40*H,.*10.300I.56K0/.6I.K0.5GHH0IK.40*H
K0.-GHI*+,.0H0.,G5.56K*K6-I,.5-70.jH-7.<K
22! 2!"#$%0&'11311540(%(%1 02)
0123423105 678

*+,-./+-012+0-34+514630457.+53+089012+0,:+/,;+0,/143<+ =2+01>80?+,/-0<45+04-0+@.4:,<+510180A8./5,<04*B,3109,318/
_^] _C0
GfD=28*-850E+.1+/-F0*+1/43G
=81,<0Z41+-0 g+<9hZ41+-
]i~:8<.1485089012+0181,<05.*j+/0890341,1485-0,5k0A8./5,<l- HIJKLMNKOMPQRSTKUJ VKWO XWYSK
-+<9h341,1485-0/+3+4:+k0j?0,0A8./5,<l-0B.j<4-2+k
Z41+-0[0\83G0D]0?+,/-F ^__` _G___
_GZ4
]1+-0[0\83G0D]0?+,/-F ^_a_ _G^bc
^k~83.*+51-0k./45;012+012/++0B/+:48.-0?+,/-G0
m8./5,<0g+<9h341,148504-0k+65+k0,-012+05.*j+/0890341,1485
Z41+-0[0\83G0D]0?+,/-F ^_aa _Gbde
Z41+-0[0\83G0D]0?+,/-F ^_a^ _Gê^
9/8*0,0A8./5,<034145;0,/143<+0180,/143<+-0B.j<4-2+k0j?012+ Z41+-0[0\83G0D]0?+,/-F ^_ab _Gb]e
-_,*+0A8./5,<G _GZ4
^1+-0[0\83G0D]0?+,/-F ^_a] _Gbda
^__` ^_aa ^_ab ^_ad ^_ac Z41+-0[0\83G0D]0?+,/-F ^_ad _Gbe`
HIJKL VKWO XWYSK Z41+-0[0\83G0D]0?+,/-F ^_af _G]c_
g<9Z41 ^__` _ Z41+-[\83D]?+,/-F ^_ac _]`_
in1+/5,<0Z41+-0B+/0\830 Z41+-0B+/0\83 p0q51+/5,1485,<0Z8<<,j8/,1485
i_:Gd8<.1485089012+05.*j+/0890181,<0341,14850B+/0k83.*+51 ]q_51+/5,1485,<0Z8<<,j8/,14850,338.51-098/012+0,/143<+-012,1
,5k0+n1+/5,<0341,14850B+/0k83.*+510D4G+G0A8./5,<0-+<9h 2,:+0j++50B/8k.3+k0j?0/+-+,/32+/-09/8*0-+:+/,<
_3G41d,1485-0/+*8:+kF0/+3+4:+k0j?0,0A8./5,<l-0B.j<4-2+k
^
k83.*+51-0k./45;012+012/++0B/+:48.-0?+,/-G0in1+/5,< ^3
_8.51/4+-G0=2+032,/10-28>-012+0/,1480890,0A8./5,<l-
k83.*+51-0-4;5+k0j?0/+-+,/32+/-09/8*0*8/+012,5085+
341,1485-0,/+03,<3.<,1+k0j?0-.j1/,3145;012+05.*j+/089 38.51/?r012,104-0453<.k45;0*8/+012,5085+038.51/?0,kk/+--G
-+_<9h341,1485-09/8*012+0181,<05.*j+/0890341,1485-0/+3+4:+k _
j?012+0Â8_._/`5,<o-0k8^3_.a*+
a 51-G ^_ab ^_ad ^_ac VKWO^__`sUJKOUW^J_IQaUaWYMHQYYW^t_QaObWJIQU ^_ad ^_ac
^__` âGaa
HIJ V XY ^_a_ be`f
Z41,j<+0k83.*+51-0 u85h341,j<+0k83.*+51- Z41+k0k83.*+51-0 y5341+k0k83.*+51-
eu8
~ 10+:+/?0,/143<+0450,0A8./5,<04-0385-4k+/+k0B/4*,/? eE,
~1480890,0A8./5,<l-041+*-w0;/8.B+k045012/++0?+,/-
/+-+,/320,5k012+/+98/+0v341,j<+vw0124-032,/10-28>-012+ >45k8>-w012,102,:+0j++50341+k0,10<+,-10853+0:-G0128-+
]/~,1480890,0A8./5,<l-0,/143<+-0453<.k45;0-.j-1,514,<0/+-+,/32
D/+-+,/320,/143<+-w03859+/+53+0B,B+/-0,5k0/+:4+>-F045 ]5~810341+k0k./45;012+098<<8>45;0?+,/G
12/++0?+,/0>45k8>-0:-G0128-+0k83.*+51-0812+/012,5 xQRSTKUJL VKWO XWYSK
/_+-+,/320,/143<+-w0/+:4+>-0,5k03859+/+53+0B,B+/-G _y5341+k0k83.*+51- ^__` _
^__` ^_aa ^_ab ^_ad ^_ac y53^4_1+_`k0k83.*+
^_5
a1
a- ^_a^__aba]e ^_ad ^_ac
xQRSTKUJL VKWO XWYSK y5341+k0k83.*+51- ^_aa a``
u 41j<k 1 ^__` _ y5341+kk83.*+51- ^_a^ ec_
z g28>0124-0>4k;+1045
?8./08>50>+j-41+
0
m.-1038B?012+038k+0j+<8>
,5k0B,-1+0>412450?8./021*<
38k+{
| %}22
22! 2!"#$%0&'11311540(%(%1 32)

Analysis of Soil Support Correlation With Index Thickness of
Pavement on Road Runtu-Simpang Runtu Kotawaringin Barat
District
Wateno Oetomo1, Budi Witjaksana1, Sri Wiwoho Mudjanarko2, Priyoto1 Ahmad
Mawardi1
1 Department Civil Engineering, 17 Agustus 1945 Surabaya University, Surabaya, Indonesia
2 Department Civil Engineering, Narotama University, Surabaya, Indonesia
E-mail : asabarokaboel@yahoo.com
Abstract : In order to support the development of integrated urban infrastructure by the Central Kalimantan
Provincial Government through the Public Works Department of Bina Marga of Central Kalimantan
Province, the project of improving the road structure to support the smoothness of economic development
especially one of the national roads in Kotawaringin Barat Regency Central Kalimantan is Runtu - Simpang
Runtu . Current road conditions are inadequate for traffic developments, resulting in damage to the wear
layer. After the calculation, it was found that the thickness of the road pavement layer required for the
improvement of the road structure in the Runtu - Simpang Runtu road section is Surface Layer of Laston
MS744 = 5 cm, Upper-Class Base rocks CBR 100 = 20 cm, Bottom Base Class Aggregate A CBR 70 = 10
cm. Then the total thickness of the flexible pavement layer is 35 cm. The relationship between the soil bearing
capacity and the pavement thickness index value is linear at all points of value, meaning that the increment
of CBR value which is the basis of calculation to obtain the soil carrying capacity is proportional to the
increase or increase of pavement thickness index value. The larger the carrying capacity of the soil the smaller
the thickness of the pavement layer is required. Determination of the thickness of the powder layer should
also determine the material selection of each pavement layer to obtain optimum pavement layer thickness.
Keywords: Road, Index Thickness, Pavement
INTRODUCTION
1.1. Background
The strength of the construction of a very determined road roughness from magnitude of the value
soil in power support where construction was laid. The better the value soil support power then
the better anyway durability (stability/robustness) of construction.
It often happened that on road construction especially in the roughness bending failure occurred
(damage) while the road is still in usage period age plan. It is if in theobserved directly in the field
look that many construction failures caused by power value mismatch support lands in which the
kostruksi put (land basis). The function of the land base is receiving pressure due to existing traffic
load on it therefore the land base must have a power capacity of optimal support so that it is able to
receive traffic load due to style without damage ( Wasis et al, 2012).
One of the national roads in West Kotawaringin Regency of Central Kalimantan is Runtu roads –
Simpang Runtu. Current road conditions are inadequate for the development of traffic, arising out
of damage layers of aus, i.e. cracks, hollows or grooves and elongated paths, holes, and jembulan
asphalt. It becomes a problem that users interfere with the way enough majors Runtu – Simpang
Runtu. Of these problems need to be done the research analysis of the increase in the avenues in
jalan Runtu-Simpang Runtu in Kotawaringin Barat, Kujan Road-Improvement Package Runtu,
with KontrakNo.: HK. 02. 03-PPK. PENOPA-WIL. I/KTRK/IV/2015/42, dated April 30, 2015.
In the study conducted proving relationships (kolerasi) between the value of resources support the
ground with thick roughness index values by using the methods of the bina marga.
1.2. Formulation Of The Problem
From the background of the formulation of the problem can be made as follows:
1. How thick increased Street structure in jalan Runtu-Simpang West Kotawaringin Regency
Runtu?
2. How much does it cost that is necessary for the improvement of the road structure on
jalan Runtu-Simpang West Kotawaringin Regency Runtu?
3. The extent to which relationships (korailasi) between the value of resources support the ground
with thick roughness index value on improving roads Runtu-Simpang West Kotawaringin
Regency Runtu?
1.3. Research Objectives

1. Get thick increase in road structures in sections jalan Runtu-Simpang West Kotawaringin
Regency Runtu
2. Get great the cost of the that is necessary for the improvement of the road structure on
jalan Runtu-Simpang West Kotawaringin Regency Runtu.
3. Knowing relationships (kore, displaying the power value) between support ground with thick
roughness index value on improving roads Runtu-Simpang West Kotawaringin Regency Runtu.
2.1. Previous Research

Research conducted by Irwan Lie Keng Wong (2013), with the title of road Roughness
Comparison study of Bending Method Bina Marga Dan AASTHO Using Test Dynamic Cone
Penetration (Bungku Roads -Funuasingko Regency Morowali). The purpose of the research was
to compare the thick pliable road roughness with Bina Marga method and method on the value soil
CBR AASTHO same base obtained from Dynamic Cone Penetration test.
Research conducted by Arizona's Femy and Agus Mulyono Taufik (2015) with the title of
National Road handling fees based on the condition of the Road Damage and Effective Modulus
of Roughness On National Roads in Demak. This research aims to calculate the cost of the repair
options based on the condition of the road damage is analyzed by the method of PCI. Then the
results are compared with the cost overlay were analyzed based on effective roughness with
modulus method AASHTO (1993) as well as the cost overlay that is analyzed by the method of
Bina Marga (2005).
2.2. Basic Theory

The road is one of the infrastructures of transport links are vital for economic growth and social
society. Ground transportation is supported by an extensive road network, serves as the physical
infrastructure facilities for the benefit of the people.
2.2.1. Definition Of The Road

The highway is the main road linking one area to the other. Usually the way this big has
the following characteristics:
(Directorate General of Bina Marga, 1992).
1. used for motor vehicles
2. Used by the general public
3. Financed by State enterprises
4. its use is governed by the laws of the transport.
The role of the importance of the means streets laid out in the Government Regulation
Number 34 the year 2006 about the path that is set out in chapter II article 3 paragraph 2 mentioned
that: procurement of road directed to strengthen the unity of the national territory so as to
reach remote.
The Classification Of Roads According To Its Class

Setting the class path is done based on the legislation in the field of road transport and
traffic (law 14/1992 and PP No. 43/1993) the road is divided into classes of class I, II, III-A, III-B
and III-C based on his ability to pass vehicles with dimensions and MST.
Table 2.2. Class Path d an Infrastructure of roads Specifications
Source: 38/2004 ACT, article 10
Grouping of class path based on the provision of infrastructure specifications Explanation of ACT
38/2004, Chapter 10:
1. Freeway (Freeway)
Public roads for traffic meberus that provide continuous/uninterrupted with the driveway
in full control, and the presence of tampa intersection plot, and equipped with the right of way, the
fence at least 2 (two) columns of each direction and equipped with median.
2. Highway (Highway)
Public roads for traffic control with driveways are limited and come with a median, at least
two lanes per direction.
3. the road Are (Road)
Public roads with medium-distance traffic control the driveway is not restricted, at least 2
(two) columns to 2 (two) direction with a width of at least 7 (seven) meters.
4. small road (Street)
Public roads to serve local traffic, at least 2 (two) columns to 2 (two) direction with a width
of at least 5.5 (five and a half) away.
2.2.2. Density and Power Ground Support

Thick section roughness is determined by the value of the CBR. CBR is a comparison
between the load experiments (test load) with a load of standard (standard load) and expressed in
percentage. CBR value can be determined using the analytical way or by means of graphics.
1. CBR analytically
According to Alamsyah (2001), in order to make it easier to determine the value of CBR, then
how the turning can be divided into several segments. Analytical way can use the following
formula :
where:
CBRsegment = CBR each
CBRaverage = CBR'S overall average
CBRMax = the highest value of CBR
CBRmin = the lowest value of CBR
R = the value depending on the amount of data
Where the price depends on the number of R data contained in one-segment
Table 2.3. Rated R For Calculation Of CBR Segment

The Number Of The
Observation Points Value Of
R
2 1.41
3 1.91
4 2.24
5 2.48
6 2.67
7 2.83
8 2.96
9 3.08
> 10 3.18
Source: MANUAL BOOK NO.SKBI-2.3.26.2002
2. CBR graphically
Alamsyah (2001), in determining the value of the CBR in this way, the procedure is as follows:
Specify the value of the lowest CBR, CBR value to determine how much the same or greater
than the respective values of CBR and then compiled in tabelaris starting from the value of the
smallest CBR to the largest. Most figures are rated 100%, a figure that is a percentage of
100%. Created graph of the relationship between the price of CBR and the percentage
amount. The value is the value in the segment of CBR State 90%.
N ilai DDT from a price of CBR can also be determined using the formula:
DDT = 1.6649 + 4.3592 log (CBR)
Where the results obtained with the same both ways.
2.2.3. Thick Roughness Index (ITP)

Sukirman (2003), States that the basic formula method SNI 1732-1989-F refer to AASHTO
formula ' 72, later modified to indonesia. Thus the formula form of the modified method for SNI
1732-1989-F becomes:
 IPo - IPt 
log  
 4,2 − 1,5   1 
log W18 = 9,3 x log (ITP + 2,54) − 3,9892 + − log  + 0,37 x (DDT − 3)
0,40 +
138072  FR 
(ITP + 2,54) 5,19
where:
W18 = Lalu cross lanes plan
ITP = Thick Roughness Index
DDT = Basic Soils Support Resources
FR = Factor Of Regional
A thick layer of minimum roughness determined with minimum limits of table surface layers and
layers of the Foundation below. Whereas the minimum Foundation tier table below for each value
of the ITP is determined by 10 cm.
Table 2.4. The Minimum Thickness Of The Surface Layer

ITP Tebal Minimum (cm) Bahan
< 3,00 5 Lapis pelindung ( Buras/Burtu/Burda )
3,00 - 6,70 5 Laston / Aspal Macadam / HRA /Lasbutag / Laston
Lapen / Aspal Macadam / HRA / Lasbutag /
6,71 - 7,49 7,5
Laston
7,50 - 9,99 7,5 Lasbutag / laston
> 10,00 10 Laston
Source: MANUAL BOOK NO.SKBI – 2.3.23.1987
Table 2.5. Minimum Layer Thickness Of The Foundation

ITP Tebal Minimum (cm) Bahan
Batu pecah, stabilisasi tanah dengan semen,
< 3,00 15
stabilisasi tanah dengan kapur
3,00 - 7,49 20
stabilisasi tanah dengan kapur
7,50 - 9,99 20
stabilisasi tanah dengan kapur, pondasi macadam
10,00 -12,14 20 stabilisasi tanah dengan kapur, pondasi macadam,
lapen, laston atas
> 12,25 25 stabilisasi tanah dengan kapur, pondasi macadam,
lapen, laston atas
Source: MANUAL BOOK NO.SKBI – 2.3.23.1987
From these parameters and then retrieved the value of the ITP and relative strength coefficient
values for each material roughness. Thickness of each material roughness for each ply surfaces,
layers and layers of Foundation, Foundation of the bottom can be calculated with the formula:
ITP = a 1 .D1 + a 2 .D 2 + a 3 .D 3
where:
= Roughness Thickness Index
a1 = koefesian the relative strength of the surface layer
a2 = koefesian the relative strength of layered Foundation
a3 = koefesian the relative strength of layered Foundation under
D1 = Thick layer surface
D2 = Thick-layered Foundation
D3 = Thick layers of Foundation bottom
2.2.4. Regional Factors (FR)

The Regional factor is the State of the field which includes soil permeability, drainage equipment,
form alinyemen, percentage of heavy vehicles with MST ≥ 13 tonnes and vehicles stopped, as well
as the climate. Regulations Implementing the construction of Highway determined that factors
affecting the permeability of the soil only affected by alinyemen, the percentage of heavy vehicles
and vehicles stopped, as well as alinyemen. To soil conditions in the area of the marshes or the
submerged areas, the value of the FR obtained from table below:
Table 2.6. Regional Factors (FR)

Kelandaian I ( < 6 % ) Kelandaian II ( 6-10%) Kelandaian III ( > 10 % )
% Kendaraan Berat
≤ 30% >30% ≤ 30% >30% ≤ 30% >30%
Iklim I < 900 mm / th 0,5 1,0 - 1,5 1,0 1,5 - 2,0 1,5 2,0 - 2,5
Iklim II > 900 mm / th 1,5 2,0 - 2,5 2,0 5,5 - 3,0 2,5 3,0 - 3,5
2.2.5. Roughness Flexible (Flexible Pavement)

According to Sukirman (1999) , declaring layered elastic roughness (flexible pavement) is
a roughness using asphalt as Binder. Perkerasannya layers are carried and spread the burden of
traffic to the ground base (subgrade). Layers of the surface (surface caurse) is the uppermost part
of the roughness of the road, the sandwich has the following functions:
a. Lapis roughness anchoring the load wheels.
b. Waterproof Layer
c. Layers of aus, the tier directly suffer from friction due to the wheels of the vehicle.
d. Lapis who spread the burden to the lower tier, so that can be shouldered by other layers which
have power support more ugly.
Types of surface layers are common in Indonesia, among others:
a. Penetration Macadam (Lapen)
b. Lasbutag (Layers Of Dugouts)
c. Laston (layers of asphalt concrete)
Roughness of the road was built with flexible arrangement as follows:
1. Layer surface (surface course).
2. the Foundation Tier (base course ).
3. Layers of Foundation bottom (subbase course).
2.2.10. Roughness Parameters Flexible (Flexible Pavement)
Parameters used in the calculation of roughness pliable road are:
1. Traffic
P rosedur planning for traffic parameters based on the cumulative burden of equivalent standard
axle (Equivalent Standard Axle Loads, ESAL). Calculations for ESAL was based on the passing
traffic conversion against the standard axle load of 8.16 kN and consider age plans, traffic volume,
the distribution factor lanes, as well as traffic generation factor (growth factor).
2. Traffic Daily
The number of vehicles to wear the path stated in the volume of traffic. Traffic volume is
defined as the number of vehicles that pass through a single point of observation for one year's
time. Having regard to the factors of days, months, seasons in which the calculation is done, the
data can be daily traffic average representative.
a. Daily traffic average per vehicle type is determined at the beginning of the age of the plan,
which counted for two directions on the road without a median or each direction on a road
with a median.
b. Cross Equivalent beginning (LEP), which is calculated by the formula :
n
LEP =  LHR awal j x C j x E j
j=1
where:
CJ = coefficient distribution direction
j = each type of vehicle
c. Cross Equivalent end (LEA), which is calculated by the formula:
n
LEA =  LHR akhir j x C j x E j
j=1
or
LEA = LHR UR x C x E
where:
a: the type of vehicle
Cj : the coefficient of each type of vehicle
Ej : Value equivalents of each type of vehicle
UR: Years Of Age Plan
d. Cross Equivalent, which is calculated by the formula:
LEP + LEA
LET =
2
e. Cross Equivalent plan, which is calculated by the formula:
LER = LET x FP
where:
UR
FP = Adjustment Factor, FP =
10
3. Traffic On The Lanes Plan
Traffic lane plans (W18) given in the standard axle load is cumulative. To get traffic on the lanes
plan used this formulation as follows:
W18 = DD D xL x ŵ18
where:
W18 = traffic lane plans
DD = factor distribution direction
DL = ŵ18 lane distribution factors
ŵ18 = standard axle load is cumulative for the two directions
Table 2.7. Distribution Factor Strip (DL)

Jumlah lajur % beban gandar standar
per arah dalam lajur rencana
1 100
2 80 – 100
3 60 – 80
4 50 – 75
Source: Ministry of Territorial Infrastructures & Settlement Pt T-01-2002-B, 2002
In general the DD taken 0.5. In some cases there are specific exceptions where heavy vehicles tend
toward a certain direction. From some research shows that DD varies from 0.3 – 0.7 depending on
which direction the ' weight ' and ' empty '. The traffic used for planning of thick pliable roughness
in this manual is the cumulative traffic lanes on the plan during the year (W18) with the magnitude
of the increase in traffic (traffic growth). Numerically this cumulative traffic formula is as follows:
Wt = w 18 
(1 + g) − 1
n
g
Where :
WT = the total number of single axle load standard cumulative
w18 cumulative standard axle load = for 1 year
n = the age of service (years)
g = development of the traffic (%)
4. Regional factors are Rating FR obtained from the following table:
Table 2.8. Regional Factors (FR)

Kelandaian I ( < 6 % ) Kelandaian II ( 6-10%) Kelandaian III ( > 10 % )
% Kendaraan Berat
≤ 30% >30% ≤ 30% >30% ≤ 30% >30%
Iklim I < 900 mm / th 0,5 1,0 - 1,5 1,0 1,5 - 2,0 1,5 2,0 - 2,5
Iklim II > 900 mm / th 1,5 2,0 - 2,5 2,0 2,5 - 3,0 2,5 3,0 - 3,5
5. Index surface
Index surface States the value of subtlety and solidity of the surface associated with the level of
service for the traffic passing. The value of initial surface index (IPo) is determined from the type
of layer permu-kaan and the final surface index value (IPt) is determined from the value of LER.
Tabel 2.10. Indeks Permukaan Akhir Umur Rencana (IPt)
Klasifikasi Jalan
LER Lokal Kolektor Arteri Tol
< 10 1,0 - 1,5 1,5 1,5 - 2,0 -
10 – 100 1,5 1,5 - 2,0 2,0 -
100 –
1.000 1,5 - 2,0 2,0 2,0 - 2,5 -
> 1.000 - 2,0 - 2,5 2,5 2,5
Sumber : SKBI – 2.3.23.1987
Values smaller than 1.0 IPt stated the road surface in conditions severely damaged and very
disturbing vehicle traffic that passed through it. The lowest road level of service is still possible
with the value of the IPt of 1.5. level of service roads are still pretty steady declared with a value
of IPt of 2.0. While the value of IPt of 2.5 stating that the road surface is still good and pretty
stable. 7. Relative strength Coefficient (a) these guidelines introduce kolerasi between relative
strength coefficient with a value of mechanistic, i.e. modulus resilien. Based on the type and
function of the material layers of roughness, relative strength Coefficient estimation are grouped
into 5 categories, namely: concrete asphalt (asphalt concrete), layers of granular Foundation
(granular base), layers of Foundation under granular (granular subbase), cement-treated base
(CTB), and asphalt-treated base (ATB).
2.2.11 Asphalt
Layer surface roughness on pliable connective material and consists of a staple. Staples can be
sand, gravel, or aggregate broke/and others. Connective material components for the roughness
various, depending on the type of roughness of the road that will be used. Can be clay,
asphalt/bitumen, portland cement or lime/lime. Asphalt has thermoplastis at room
temperature, when heated to a certain teperatur asphalt will melt and freeze if the temperature back
down. Aggregate and asphalt is mixed-forming material roughness of the road. The abundance of
asphalt in the mix of roughness in the range 4-10% by weight of the mixture, or 10-15% by volume
of the mixture.
2.2.12. Budget Plan Project Costs

The calculation of costs is a manner and process calculations to get the number of values or the
magnitude of the cost that is used to set up a construction. The magnitude of the cost based on the
unit price of principal activity (HSPK).
DATA ANALYSIS AND DISCUSSION
The location of the research is the way Kingdom ruas jalan Runtu-Simpang West Kotawaringin
Regency Runtu.
4.1. Data Collection

Data obtained from Bina Marga Office Kabupaten Kotawaringin Sections Runtu-Simpang
Runtu.
4.1.1. The calculation of the daily traffic average (LHR)

Daily traffic average is the average number of wheeled motor vehicle traffic four or more recorded
24 hours a day for both majors, then was obtained by calculation of the AVERAGE DAILY
TRAFFIC as follows:
Table 4.1. The calculation of the daily traffic average (LHR)
Berat Tahun Pertumbuhan Rata-rata
No Gol Jenis Kendaraan (ton) 2011 2012 2013 2014 2012 2013 2014 Pertumbuhan
1 2 Sedan/Jeep 2 256 264 287 296 0,03 0,09 0,03 0,05
2 3 Pick up 5 198 225 254 231 0,14 0,13 -0,09 0,06
3 4 Mikro truk 5 176 187 183 182 0,06 -0,02 -0,01 0,01
4 5A Bus Kecil 5 189 186 179 192 -0,02 -0,04 0,07 0,01
5 5B Bus Besar 8 11 14 10 12 0,27 -0,29 0,20 0,06
6 6A Truck 2 As Rd Tunggal 16 498 502 532 542 0,01 0,06 0,02 0,03
7 6B Truck 2 As Rd Ganda 22 432 467 498 489 0,08 0,07 -0,02 0,04
8 7A Truck 3 As Rd Ganda 36 16 14 15 17 -0,13 0,07 0,13 0,03
9 7B Truck 3 As Trailer 54 34 29 35 38 -0,15 0,21 0,09 0,05
Source: Office of Bina Marga Regency Lamandau, 2015
Table 4.2. The calculation of the daily traffic average (LHR) for 10 years
Berat
No Gol Jenis Kendaraan i 2015 2016 2026 Rata-rata % Kendaraan
(ton)
1 2 Sedan/Jeep 2 0,05 308 323 526 386 15,87%
2 3 Pick up 5 0,06 264 279 492 345 14,20%
3 4 Mikro truck 5 0,01 183 185 208 192 7,91%
4 5A Bus Kecil 5 0,01 198 199 212 203 8,36%
5 5B Bus Besar 8 0,06 16 17 31 21 0,88%
6 6A Truck 2 As Rd Tunggal 16 0,03 516 531 706 584 24,03%
7 6B Truck 2 As Rd Ganda 22 0,04 526 549 837 637 26,21%
8 7A Truck 3 As Rd Ganda 36 0,03 14 14 19 16 0,65%
9 7B Truck 3 As Trailer 54 0,05 37 39 62 46 1,89%
Jumlah 0,34 2.062 2.137 38.658 2.431 100,00%
Source: table 4.1
Calculation formula:
LHR Sedan/Jeep the year 2016 = 308 (1 + 0.05)1 = 323
LHR Sedan/Jeep the year 2026 = 323 (1 + 0.05)10 = 526
LHR 2016 + LHR 2026

LHR =
2
LHR
% Kendaraan = x 100 %
LHR T otal
4.1.2. The traffic Plan

a. Value Equivalents (E) vehicles
The value of the equivalent vehicle axis (E) each of the load axis for each vehicle is
determined as follows:
4
 P(kg) 
For single axis E = 
 8.160 
4
 P(kg) 
Untuk sumbu ganda E = 0,086 x 
 8.160 
4
 P(kg) 
Untuk sumbu tripel E = 0,053 x 
 8.160 
1. Sedan/Jeep 2 ton (sumbu depan 50 %; sumbu belakang 50 %) :
E = E sb.tunggal + E sb.tunggal
4 4
 0,5 x 2   0,5 x 2 
E=  + 
 8,160   8,160 
= 0,00022 + 0,00023
= 0,00045
2. Pick up 5 tons (axis front rear axis 34%; 66%):
E = E + E sb single. sb single.
4 4
 0,34 x 5   0,66 x 5 
E=  + 
 8,160   8,160 
= 0,00188 + 0,02675
= 0,02863
3. Micro truck 5 ton (axis front rear axis 34%; 66%):
4 4
 0,34 x 5   0,66 x 5 
E=  + 
 8,160   8,160 
= 0,00188 + 0,02675
= 0,02863
4. Small Bus 5 tons (axis front rear axis 34%; 66%):
4 4
 0,34 x 5   0,66 x 5 
E=  + 
 8,160   8,160 
= 0,00188 + 0,02675
= 0,02863
5. Big Bus 8 tons (34%; front axis the axis rear 66%):
4 4
 0,34 x 8   0,66 x 8 
E=  + 
 8,160   8,160 
= 0,01235 + 0,17530
= 0,18764
6. Truck 2 tons U.s. Single Rd 16 (axis front rear axis 34%; 66%):
4 4
 0,34 x 16   0,66 x 16 
E=  + 
 8,160   8,160 
= 0,19753 + 2,80476
= 3,00229
7. Truck 2 tons U.s. Double Rd 22 (axis front rear axis 34%; 66%):
4 4
 0,34 x 22   0,66 x 22 
E=  + 
 8,160   8,160 
= 0,70607 + 10,02550
= 10,73156
8. Truck U.s. 3 Rd 36 tons (Dual axis front 25%; 75%): rear axis
E = E + E sb single. sb double.
4 4
 0,25 x 36   0,75 x 36 
E=  +  x 0,086
 8,160   8,160 
= 1,47982 + 10,30844
= 11,78826
9. 3 U.s. Truck Trailer 54 tons (the axis of the front 25%; 75%): rear axis
E = E + E sb single. sb double.
4 4
 0,25 x 54   0,75 x 54 
E=  +  x 0,086
 8,160   8,160 
= 7,49160 + 52,18647
= 59,67807
Table 4.3. The Value Of The Equivalent Vehicle Axis (E)
Ekivalen Beban Sumbu Kendaraan
Berat Depan Belakang E
No Gol Jenis Kendaraan (ton) a b c=a+b
1 2 Sedan/Jeep 2 0,00023 0,00023 0,00045
2 3 Pick up 5 0,00188 0,02675 0,02863
3 4 Mikro truck 5 0,00188 0,02675 0,02863
4 5A Bus Kecil 5 0,00188 0,02675 0,02863
5 5B Bus Besar 8 0,01235 0,17530 0,18764
6 6A Truck 2 As Rd Tunggal 16 0,19753 2,80476 3,00229
7 6B Truck 2 As Rd Ganda 22 0,70607 10,02550 10,73156
8 7A Truck 3 As Rd Ganda 36 1,47982 10,30844 11,78826
9 7B Truck 3 As Trailer 54 7,49160 52,18647 59,67807
Source: calculation result
b. the value of the coefficient Distribution vehicles (C)

From the data type of the road 2 columns of 2-way using a table 2.1 number of vehicle distribution
coefficients were obtained (C) for each vehicle :
Table 4.4. The Value Of The Coefficient Distribution Vehicles (C)
Koefisien Distribusi
Berat Tipe Kendaraan
No Gol Jenis Kendaraan
(ton) Kendaraan
Lajur Arah C
1 2 Sedan/Jeep 2 Ringan 2 2 0,5
2 3 Pick up 5 Berat 2 2 0,5
3 4 Mikro truck 5 Berat 2 2 0,5
4 5A Bus Kecil 5 Berat 2 2 0,5
5 5B Bus Besar 8 Berat 2 2 0,5
6 6A Truck 2 As Rd Tunggal 16 Berat 2 2 0,5
7 6B Truck 2 As Rd Ganda 22 Berat 2 2 0,5
8 7A Truck 3 As Rd Ganda 36 Berat 2 2 0,5
9 7B Truck 3 As Trailer 54 Berat 2 2 0,5
Sumber : Tabel 2.1
c. Cross Value Equivalents the beginning (LEP)

From the formula 2.5 obtained The value of the Equivalent Traffic Beginning (LEP) as follows:
Table 4.5. The Value Of The Equivalent Traffic Beginning (LEP)
LHR2016 C E LEP
No Gol Jenis Kendaraan a b c d=a*b*c
1 2 Sedan/Jeep 323,37 0,50 0,0005 0,07
2 3 Pick up 279,37 0,50 0,0286 4,00
3 4 Mikro truck 185,17 0,50 0,0286 2,65
4 5A Bus Kecil 199,26 0,50 0,0286 2,85
5 5B Bus Besar 17,00 0,50 0,1876 1,59
6 6A Truck 2 As Rd Tunggal 530,89 0,50 3,0023 796,95
7 6B Truck 2 As Rd Ganda 548,68 0,50 10,7316 2.944,07
8 7A Truck 3 As Rd Ganda 14,37 0,50 11,7883 84,71
9 7B Truck 3 As Trailer 38,80 0,50 59,6781 1.157,61
Jumlah 4.994,51
d. Value Final Cross Equivalent (LEA)

2.6 formula obtained From The value of the Cross have corresponding End (LEA) as follows:
Table 4.6. The Value Of The Cross Have Corresponding End (LEA)
LHR2016 C E LEP
a b c d=a*b*c
1 2 Sedan/Jeep 323,37 0,50 0,0005 0,07
2 3 Pick up 279,37 0,50 0,0286 4,00
3 4 Mikro truck 185,17 0,50 0,0286 2,65
4 5A Bus Kecil 199,26 0,50 0,0286 2,85
5 5B Bus Besar 17,00 0,50 0,1876 1,59
7 6B Truck 2 As Rd Ganda 548,68 0,50 10,7316 2.944,07
9 7B Truck 3 As Trailer 38,80 0,50 59,6781 1.157,61
Jumlah 4.994,51
e. the value of Equivalent Cross Central (LET)

2.7 of the formula obtained The value of the Equivalent Traffic Central (LET) as follows:
Table 4.7. The Value Of The Equivalent Traffic Central (LET)
LEP LEA LET

a b c=(a+b)/2
1 2 Sedan/Jeep 0,07 0,12 0,10
2 3 Pick up 4,00 7,04 5,52
3 4 Mikro truck 2,65 2,98 2,82
4 5A Bus Kecil 2,85 3,04 2,95
5 5B Bus Besar 1,59 2,92 2,26
6 6A Truck 2 As Rd Tunggal 796,95 1.059,27 928,11
7 6B Truck 2 As Rd Ganda 2.944,07 4.490,00 3.717,03
8 7A Truck 3 As Rd Ganda 84,71 110,13 97,42
9 7B Truck 3 As Trailer 1.157,61 1.859,17 1.508,39
Jumlah 6.264,59
Sumber : Hasil perhitungan
f. Nilai Lintas Ekivalen Rencana (LER)

Dari rumus 2.8 didapatkan Nilai Lintas Ekivalen Rencana (LER) sebagai berikut :
Tabel 4.8. Nilai Lintas Ekivalen Rencana (LER)

LET FP LER
No Gol Jenis Kendaraan a b=UR/10 c=a*b
1 2 Sedan/Jeep 0,10 1 0,10
2 3 Pick up 5,52 1 5,52
3 4 Mikro truck 2,82 1 2,82
4 5A Bus Kecil 2,95 1 2,95
5 5B Bus Besar 2,26 1 2,26
6 6A Truck 2 As Rd Tunggal 928,11 1 928,11
7 6B Truck 2 As Rd Ganda 3.717,03 1 3.717,03
8 7A Truck 3 As Rd Ganda 97,42 1 97,42
9 7B Truck 3 As Trailer 1.508,39 1 1.508,39
Jumlah 6.264,59
where:
FP = Adjustment Factor
UR = Age Plans
= 10 years
UR 10
FP = = =1
10 10
4.1.3. Soil Support Resources
Determination of strength of soil base that is commonly used to determine the value of the CBR
(California Bearing Ratio). The investigation carried out at field value CBR roads Runtu-Simpang
Runtu. The measurement is done around the place of damage, i.e. cracks, hollows or grooves and
elongated paths, holes, and jembulan asphalt, and is divided into several places. Measurement
using DCP (Dynamic Cone Penetration) obtained the value soil basic CBR results as follows:
Table 4.9. Measurement Of CBR Foundation Tier

Aggregate Class A
The Value
STA Of The CBR
Point (km) (%)
1 8 + 165 85,84
2 8 + 483 76,62
3 10 + 426 85,96
4 10 + 466 74,57
5 12 + 706 87,08
6 12 + 886 75,75
Average 80,97
Source: Office of Quality Testing Hall UNIT PU Kalteng, 2016
CBRaverage = 80.97%
CBRMax = 87.08%
CBRmin = 74.57%
The number of observations = 6
With the number of observations = 6, then the magnitude of the value of R can be seen in table 2.3
is 2.67.
Analytically obtained that
(CBR maks - CBR min )
CBR segmen = CBR rata-rata -
R
(58,29 − 49,05)
= 54,27 −
2,67
= 50,82 %
Based on the current value of the CBR DDT is determined using the formula:
DDT = 1.6649 + 4.3592 log (CBR)
= 1,6649 + 4,3592 log (76,28) = 9,87
Tabel 4.10. Measurement Of CBR Lapis Class B Aggregate Foundation

STA Nilai CBR
Titik (km) (%)
1 8+019 57,33
2 8+030 52,20
3 8+077 55,69
4 8+165 49,05
5 8+348 58,29
6 8+398 53,11
Rata-rata 54,27
Source: Office of Quality Testing Hall UNIT PU Kalteng, 2016 CBRrata-rata = 54,27%
CBRmaks = 58,29%
CBRmin = 49,05%
Jumlah pengamatan = 6
is 2.67. Analytically obtained that based on the current value of the CBR DDT is determined using
the formula:DDT = 1,6649 + 4,3592 log (CBR)
= 1,6649 + 4,3592 log (50,82) = 9,10
Table 4.11. Measurement Of CBR Heap Options

STA Nilai CBR
Titik (km) (%)
1 8+134 10,03
2 8+324 8,08
3 8+376 9,70
4 10+417 8,38
5 12+556 9,92
6 12+658 8,48
Rata-rata 9,10
Source: Office of Quality Testing Hall UNIT PU Kalteng, 2016
CBRrata-rata = 9,10%
CBRmaks = 10,03%
CBRmin = 8,08%
The number of observations = 6
is 2.67.
Analytically obtained that
(CBR maks - CBR min )
CBR segmen = CBR rata-rata -
R
(10,03 − 8,08)
= 9,10 −
2,67
= 8,36%
Based on the current value of the CBR DDT is determined using the formula:
DDT = 1.6649 + 4.3592 log (CBR)
= 1.6649 + 4.3592 log (8.36)
= 5,69
4.1.4. Regional Factors

Known data:
Average rainfall: 428, 4 mm/900 mm/< th th
The flatness of the average: 8%
5 + 5 + 5 + 8 + 16 + 22 + 36 + 54
% Kendaraan Berat = x 100 %
2 + 5 + 5 + 5 + 8 + 16 + 22 + 36 + 54
= 98,69 %
Based on data on rainfall, the flatness, the percentage of heavy vehicles, then from table 2.8
obtained value FR = 2.0
4.1.5. The surface Index

Index Of Initial Surface
Determine the value of the initial Surface Index (IPo) planned to use the surface layer with
a degree of flatness Laston (Roughnes) ≤ 1,000 mm/km, then from table 2.9. obtained the IPo ≥ 4.
Index End Surface
Based on the value of LER = 6,264.59 , for the arterial road from table 2.10, the obtained
values The Final Surface Index (IPt) of 2.5.
4.1.6. The load Calculations Standard Axle To Strip the plan per year
a. the standard axle load is cumulative for the two directions
Table 4.12. The Cumulative Standard Axle Load For Two-way

LHR2026 LHRper hari E
No Gol Jenis Kendaraan a b=a/365 c d=b*c
1 2 Sedan/Jeep 526,29 1,44 0,0005 0,0007
2 3 Pick up 492,04 1,35 0,0286 0,0386
3 4 Mikro truck 208,39 0,57 0,0286 0,0163
4 5A Bus Kecil 212,33 0,58 0,0286 0,0167
5 5B Bus Besar 31,12 0,09 0,1876 0,0160
7 6B Truck 2 As Rd Ganda 836,78 2,29 10,7316 24,6027
9 7B Truck 3 As Trailer 62,31 0,17 59,6781 10,1872
Jumlah 41,2858
b. Axle load standard for Lanes Plan per day

w18 per day = DD D ×L × ŵ18
where:
ŵ18 = standard axle load is cumulative for both ways.
DD = direction distribution Factor = 0.5 (Pt T-01-2002-B)
DL = Factor Distribution Strip (from table 2.5)
w18 per day = 100% × 0.5 × 41.2858
= 20.6429 per day
c. Axle load standard for Lanes Plan per year
w18 per year = 365 × 20.6429
= 7,534.67 per year
4.1.7. The Calculation Of The Development Of Traffic
Table 4.13. Development Of Calculation Traffic
2016 2026
Berat LHR LHR LHR LHR
No Gol Jenis Kendaraan (ton) per tahun per hari per tahun per hari
1 2 Sedan/Jeep 2 323 0,89 386 1,06
2 3 Pick up 5 279 0,77 345 0,95
3 4 Mikro truk 5 185 0,51 192 0,53
4 5A Bus Kecil 5 199 0,55 203 0,56
5 5B Bus Besar 8 17 0,05 21 0,06
6 6A Truck 2 As Rd Tunggal 16 531 1,45 584 1,60
7 6B Truck 2 As Rd Ganda 22 549 1,50 637 1,75
8 7A Truck 3 As Rd Ganda 36 14 0,04 16 0,04
9 7B Truck 3 As Trailer 54 39 0,11 46 0,13
Jumlah 5,85 6,66
LHR 2016 = 5.85 junior/day

LHR 2026 = 6.66 junior/day
n
2026 = LHR LHR2016 x (1 + g)
10
6.66 = 5.85 x (1 + g)
1.14 = (1 + g)10
1.14(1/10) = (1 + g)
1.01 = (1 + g)
g = 0.01 ~ 1%
So the development of traffic (g) = 1%
4.1.8. Calculation Of Load Axle Standard To Strip A Plan For Age Plans
To calculate the number of standard single axle loads are cumulative (W18) can be seen at 2.10 formula
as follows:
W18 = w 18 
(1 + g )n − 1
g
(1 + 0,01) 10 - 1
= 7.534,67 x
0,01
= 79.900,04
4.2. Thick Road Roughness

4.2.1. Index the index to determine the Surface Thick Thick surface (ITP), obtained information
the following data value: 79,900.04 = W18 Ipo ≥ 4 Ipt = 2.5 FR = Aggregate grade DDT 2.0 =
9.87 DDT Aggregate class B = 9.10 DDT Heap options = 5.69
from data terseb UT can be determined index value Thick surface (ITP) of the equation:
 IPo - IPt 
log  
log Wt18 = 9,36 x log (
ITP
+ 1) − 0,2 +  4,2 − 1,5  + log 1  + 0,372 x ( DDT − 3)
 
2,54 0,40 +
1094  FR  1,175
5,19
 ITP 
 + 1
 2,54 
The calculation done by substitution of the value of the ITP and DDT on the roads right up to the
equation, obtained the same value with the left segment equation. After substitution of these
equations on ITP value, until it obtained the same value with the left segment equation is:
 4 - 2,5 
log  
log (79.900,04) = 9,36 x log (
ITP
+ 1) − 0,2 +  4,2 − 1,5  + log  1  + 0,372 x ( 9,87 − 3)
2,54 1094  2,0  1,175
0,40 + 5,19
 ITP 
 + 1
 2,54 
the surface layer (DDT = 9.87) obtained the value of ITP = 3.31
 4 - 2,5 
log  
log (79.900,04) = 9,36 x log (
ITP
+ 1) − 0,2 +  4,2 − 1,5  + log 1  + 0,372 x ( 3,68 − 3)
2,54 1094  2,0  1,175
0,40 + 5,19
 ITP 
 + 1
 2,54 
Foundation Layer down (DDT = 9.10) obtained the value of ITP = 3.68
 4 - 2,5 
log  
log (79.900,04) = 9,36 x log (
ITP
+ 1) − 0,2 +  4,2 − 1,5  + log 1  + 0,372 x ( 5,69 − 3)
2,54 1094  2,0  1,175
0,40 + 5,19
 ITP 
 + 1
 2,54 
Heap options (DDT = 5.69) obtained the value of ITP = 5.61
4.4. RAB Implementation Of Road Roughness

Biaya required for the implementation of a thick layer of road roughness on roads Road Runtu-
Simpang West Kotawaringin Regency Runtu is the cost of implementation that uses the methods
of the Bina Marga is as follows:
If the package work carried out this year, then the required fee is Rp. 8,663,790,000.00 With
calculation:
With the formula: F = P (1 + i)n
Note P = Rp. 8,097,000,000.00 ; i = 7%, n = 1, then it is obtained:
F = Rp. 8,097,000,000.00 (1 + 0.07)1
= Rp. 8,097,000,000.00 (1.07)1
= Rp. 8,663,790,000.00
CONCLUSIONS AND SUGGESTIONS
5 1. Conclusion
Based on the data analysis and discussion as well as research purposes, then obtained it was
concluded that:
1. Thick layer of road roughness that is required on the improvement of the road structure on
jalan Runtu-Intersection of West Kotawaringin Regency Runtu is as follows:
Surface layer: Laston P. 744:5 cm
Layers of Foundation Rock broke up: class A CBR 100:20 cm
Foundation tier down: Sirtu class A CBR 70 : 10 cm
Then a thick layer of pliable roughness total planned is 35 cm
2. the costs required for the implementation of a thick layer of road roughness on road sections
jalan Runtu-Intersection of West Kotawaringin Regency Runtu was Rp 8,663,790,000.00
3. Hrelationship between resource carrying capacity of land with thick roughness index value
is linear at all any point value, hal means that the CBR value added which is the basis for the
calculation get the value soil support power comparable to the increase or thick index roughness
value added. Semakin great power support land semakin small thick layers of the required
roughness, showed that the lower the value of the CBR is getting smaller also the value soil
obtained support resources .
5 . 2. Advice
From the results of research, discussion, and conclusions that there can be submitted several
suggestions for improvement on Runtu-Intersection of West Kotawaringin Regency Runtu as
follows:
1. In using a nomogram for obtaining the value of the relationship between power ground support
base with thick roughness index should be done carefully and in full precision, because errors
in the readings carry a great impact on the results the reading results less accurate
2. determination of the thick layers of pekerasan should also determine the selection of ingredients
each layer perkerasn to get a thick layer of optimum roughness.
BIBLIOGRAPHY
AASHATO, 1993, Guide for Desaign of Pavement Structures, the American Association of State
Higways and Transportation Officials, Washington, DC, USA.
Alamsyah, Alik Ansyori, 2001, Highway Engineering. Malang: UMM Press.
Anonymous 1, 1983, Pedoman determination of Thick Pliable Road Roughness Kingdom,
no. 01/PD/B/1983, Directorate General of Bina Marga, Jakarta
Anonymous 2, 1989, a thick Elastic Roughness Planning Guidance highway with the method of
analysis of the componentsof the Agency's Foundation Publishers, Publisher of public
works, Jakarta
Arizona, Femy and Agus Mulyono Taufik, 2015, "handling fee National Road Conditions Damage
roads and Effective Modulus of Roughness On National Roads in Demak". Journal Of
Transportation Vol. 15 No. 2 2015 August: 79-88
The public works Department Directorate General of Bina Marga, 1987, Thick Planning
Instructions Roughness Supple Highway with the method of analysis of the components
(MANUAL BOOK NO.SKBI – 2.3.26.1987)
The public works Department, Directorate General of Bina Marga, 1992, Geometric Planning
Ordinance Street Between the city, Jakarta
The Department of public works Directorate of the Bina Marga, 1997. Manual Indonesia Road
Capacity.
The Department of public works Directorate of the Bina Marga, 1987. Thick Elastic Roughness
Planning instructions, with methods of analysis components.
The Department of public works Directorate of the Bina Marga, 1990. Standard Specification For
Geometric Planning Of The Road Out Of Town.
The Department Of Public Works Directorate Of The Bina Marga, The Procedures For Planning
Road surface Drainage (STANDARD 03-3424-1994).
The public works Department, 2002. The procedures for calculation of concrete structures for
buildings building (SKSNI 03-2847-2002).
Ministry of public works, 2002, the center of the road and the bridge, the Agency's research and
development of PU, Indonesia national standard, the procedures for calculation of
concrete structures for Buildings (Beta Version) (SNI-03-2847-2002)
The Department of public works Directorate of the Bina Marga, 2002. User's Guide Technical
analysis unit price Work Road district.
The public works Department Directorate General of Bina Marga, 1987. Instructions
Planning of Thick Pliable Roughness highway with MANUAL BOOK NO.SKBI 2.3.26.1987
Component analysis method. Ministry Of Public Works,
Jakarta.
Depkimpraswil, 2003. Hot Mix Asphalt, Transportation Infrastructure Module, module b. 1.1 and
2. The Agency's research and Development Department of Settlement and infrastructure
Areas.
Government Regulation Number 34-year 2006
Siegfried, Sri Atmaja p. Rosyidi. 2007. "Thick Road Roughness Planning Description method
using Aashto,
1993". (http://xa.yimg.com/kq/groups/ 23711357/1875184704/name/AASHTO_design.
pdf.
Sukirman Silvia, 1999, Roughness Supple Highway, Nova, Bandung
Sukirman, s., 2003. Roughness Of Highways, NOVA Publishers, Bandung.
The Act of the Government of the Republic of Indonesia number 38 year 2004, about the road.
Wasis H, F, h. et.al. , 2012, The use of the T errasil S However,
the M aterial M odifier U Lo P erbaikan D aya D ukung S ubgrade , Department Of Civil
Engineering, Faculty Of Engineering University Of Diponegoro
Wong, Irwan Lie Keng, 2013, "comparative studies of road Roughness Supple Method Bina Marga
Dan AASTHO", National Conference of civil engineering 7 (Context 7), University Eleven
Maret (UNS) – Surakarta, 24-26 October 2013
Analysis of The Effect of Project Manager Quality on The
Performance of The Time of The Palantaran-Kasongan Road
Central Kalimantan Exchange
Budi Witjaksana1, Wateno Oetomo1, Sri Wiwoho Mudjanarko2, Sutimun1
2 Department Civil Engineering, Narotama University, Surabaya, Indonesia
E-mail : budiwitjaksana@untag-sby.ac.id
Abstract : The project manager has the task and responsibility of leading the project implementation by
the plan, can manage various types of activities, a large amount of labor, equipment and determine the
methods used to achieve the project objectives. However, the development of businesses in the field of
construction services that are so fast is not comparable to the improvement in the quality of work
produced. There are still many results found that do not meet the desired quality. On the other hand, the
Katingan Regency Government as the owner of the job expects the results of the work carried out by the
objectives of a project, namely the exact cost, time, and quality of work. The Palantaran - Kasongan road
widening project in Central Kalimantan, (2) Gaining a positive influence on the quality of project
managers on the performance of the Palantaran - Kasongan road widening project implementation, (3)
Obtaining essential factors in improving the quality of project managers. After regression analysis, it was
found that (1) In general the quality of the project manager consisting of Formal Education, Expertise,
Work Experience, Informal Education, Supporting Ability was very influential (significant) on the time
performance of the Palantaran - Kasongan road widening project, with significant probability ANOVA
analysis error is less than 5%. (2) The quality of the project manager has a positive influence of 92.2%
on the time performance of the Palantaran – Kasongan road widening project. Simultaneous factors have
a positive effect on the time performance of the Palantaran road widening project implementation -
Kasongan including Formal Education, Expertise, Work Experience, Informal Education, Supporting
Ability. (3) After selecting the regression model with the Stepwise method, it was found that the most
influential on the time of project implementation is Rank 1 Supporting Capacity Factor, with a weighting
value of 0.257, Rank 2 Expertise, with a weighting value of 0.256, Rank 3 of Formal Education, with a
weight of 0.239, Rank 4 for Informal Education, with a weight of 0.217
Keywords: Project manager, Construction Services, Methods Stepwise
INTRODUCTION
Palantaran-road of Kasongan is one part of the national road that connects the city with the town of
Sampit Palangka Raya with the number and length of the internode 32,012 62.900 km roads. One
package of work implemented by the PPK Palantaran – Production – Tangkiling in fiscal year 2015 is
the widening of the road Palantaran – Kasongan (the STATE BUDGET).
The intent of this work is to improve the stability of the structure of the road from the roads, so as to
provide maximum traffic service, comfortable and safe for the road user through the Palantaran road –
Kasongan Central Kalimantan. However unfortunate, the development effort in the area of
construction services that are so fast is not worth the increased quality of the work produced. There
are still many found work carried out do not meet the desired quality. On the other hand, Katingan
Regency Government as the owner of the job is highly expecting the results of the work carried out in
accordance with the objectives of a project i.e. cost, time, and quality of work (Suharto,
1995). Quality resources, implementation and management methods which are less so well during the
project already underway into the cause, ranging from the planning process, implementation or
supervision.
In addition to that the reality in the field often and in fact always the case differences of
perception between the contractors and consultants as the executors as trustees and the Planner, the
more so if the planners were not involved in the project implementation period. The result of such
differences arise two things, namely the increased project costs and delays in project completion time
of the planned schedule.
This article aims to get (1) significance of the influence of the quality of the project managers
on performance time, road widening project implementation (2) the positive influence the quality of
the project managers on performance time, road widening project implementation (3) factors to look
for in improving the quality of the project manager
MATERIAL AND METHODS

Construction Project
According to Suharto's Faith (1997), the project is an activity once through with limited time
and resources to achieve the end result. Oberlender (1993), argues that in the management of the
project there are three interrelated components, namely budget cost, schedule or the time and scope of
work. According to Davidson (2002), the project is the allocation of resources in a certain period and
coordination against events that are related to achieving an overall purpose, while facing the
challenges are unique and can be estimated.
In article 1 of the Act number 18 Year 1999 about construction services explained that the
construction work is a whole or part of a series of planning activities and/or implementation with
scrutiny that includes architectural work, civil, mechanical, electrical, environmental and governance
respectively, along with its furnishings, to realize a building or other physical form.
Of some of these opinions can be concluded that a construction project is a set of activities that once
implemented, it there is a process to cultivate resources project activity results in the form of a
building, the dip Roses are based on three constraints (triple constraint) i.e. time, cost and quality.
The Parties In The Project

Suharto's faith (1995) States that in resolution or organizing project involved parties who have
specific roles and interests over the success of the project, i.e. the owner of the project, implementing
projects or contractors and consultants (project the Planner or supervisor).
According to Wulfram i. Ervianto (2002), the third parties involved in the construction project
behubungan each other both functionally (patterns of relations relating to the functions of the parties),
or formally the work (patterns of relationships with regard to cooperation between the parties
involved in a construction project which was confirmed with a contract).
a. The Owner Of The Project
In article 1 of the Act number 18 Year 1999 about construction services, the owner of the
project, also known as service users are those individuals or entities as the giver of the task or
job/project owner requiring construction services;
According to Wulfram i. Ervianto (2002), the owner of the project or task giver or user of the
service is the person or entity who owns the project and provide jobs or sent to the job gives service
providers (consultants and contractors) and who pays the cost of the work. Users of the service can be
either an individual or entity or institution or Government Agency and private. According to Suharto's
Faith (1995), as the proponent of the project, the project owner role is very decisive in the decision
making. Throughout the project cycle, the role of the owner of the fickle project.
b. Implementing projects or Contractors
In article 1 of the Act number 18 Year 1999 about construction services, implementing
construction is a provider of individual people or business entities that declared the expert
professionals in the field of implementation of construction services that are able to organize its
activities to realize an outcome of planning into the shape of a building or other physical
form. According to Wulfram i. Ervianto (2002), implementing projects or contractors is a
person/entity who receives the work and organizes the execution of the work in accordance with a
predetermined fee based on image plans and rules and terms the set.
c. Project Consultant (planners and Supervisors)

In article 1 of the Act number 18 Year 1999 about construction services, construction Planner is
a provider of individual people or business entities that declared the expert professionals in the field
of construction services planning capable of embodying the work in the form of building planning
documents or forms other physical; and supervisor of the construction is the service provider of the
person, the individual or business entity who stated professional experts in the field of supervision of
construction services that are able to carry out the work of supervision since the beginning of the
execution of the construction work to completed and submitted. According to Imam Suharto (1995),
consultants or peorangan is a company that has the expertise, skill, and special talents and available
for those who need it in Exchange for a certain amount of wages.
The Constraints Of The Project

All projects must have a purpose, the final product or work
end so that in the process of reaching that goal, has determined some the limitations of the budget
cost, schedule, and quality to be achieved. The third constraint is called three project constraints
(Suharto, 1995) include:
1. Budget
The project must be completed in accordance with the budget. In major projects and a long period of
time (in the plural) then the budget is broken down into several kwarta totaling tailored to needs.
2. Schedule
Each project must be carried out in accordance with the period of time specified and mutually
agreed.
3. The quality of
The end result of a project must meet the specifications that have been required and expected to
operate properly within the time allowed. So, qualify the quality means being able to fulfill the
intended or known as fit for intended use.
The Performance Of A Construction Project At The Stage Of Implementation Of The
According to Simamora (1995), the performance was an achievement of the certain job
requirements that eventually can directly reflected from the resulting product. While according to
Benardin and Russel (1995), mendifinisikan performance as a result of the work of a certain work
activity during this time period. So the results of the activities related to performance achieved in a
given period of time, related to the work in the dimension of quality and quantity.
According to Imam Suharto (1995), the performance of the construction project of 3
obstacles (triple constraint), which is an important parameter in measuring the performance of
construction projects in achieving the goals or objectives of the project. The parameter is a
performance cost, performance, and quality performance. From the technical point of view, the
measure of success or achievement of construction project working associated with the extent to
which the performance of the third can be fulfilled.
a. Performance Fee
The project is said to be qualified if the cost of organizing the project does not exceed a defined
budget. Study on cost budget is budgetary planning is according to agreement in the contract
documents. Given the employment contract at the planning stages of this type of Lumpsum then
changes will not happen at the expense of the work on the planning stages. Because of this the
performance Costs would not be included as one of the variables in the study.
b. Performance Time
The project is said to be qualified when the project is completed in accordance with the
timeframe and the end date specified. The submission must not be past the time limit which has been
specified.
c. Quality Performance
The project is said to result in a quality project meets the specifications and criteria required. Meet the
requirements of quality means being able to fulfill the intended or commonly referred to as fit for the
intended use. In this research that became the reference criteria required is document Term of
Referens (TOR)
Reliability and Validity

Reliability and validity indicate the overall quality of the data collection process in a study, from the
translation of concepts to the time the data is ready for analysis. Reliability concerns the problem of
the accuracy of the measuring instrument in the form of a list of questions, interviews and others. This
accuracy can be assessed by statistical analysis to find out the error measurement or incorrect
measurement. Validity is more abstract and more difficult to measure, in assessing the validity of a
measuring instrument in question whether the measuring instrument indeed reflects the variable or
concept to be measured (Singarimbun, 1989).
Reliability
Reliability is easier to understand by paying attention to every aspect of a measuring instrument, namely
stability, accuracy and homogeneity.
Reliability is the level of stability of a measuring instrument. Although there are various ways to
estimate it a measuring instrument is said to be steady when measuring something repeatedly, the
measuring instrument gives the same results. Of course, assuming the conditions when the measurement
does not change. Reliability means reliable and the results are predictable.
Reliability is the level of accuracy of a measuring instrument. Is the size obtained is the correct measure
of something you want to measure. The right questions are clear, easy to understand and detailed
questions. The right question also guarantees that even if the questions are repeated, the interpretation
remains the same from the respondent to the other respondents and from one time to another.
Reliability is the level of homogeneity of a measuring instrument. A scale is said to be reliable if the
questions which are the basic elements are closely related to each other. This is called homogeneity.
If the measuring instrument is in the form of a questionnaire, then the reliability measurement is an
index that shows a questionnaire that can be trusted or not (reliable). Reliability can show the
consistency of a questionnaire as a survey tool.
Validity
Measurement of reliability is aimed at the nature of a measuring instrument, whether the measuring
instrument is stable, accurate and the elements are homogeneous. In measuring validity is measuring
the content and usefulness of measuring instruments. What elements in a measuring instrument? Is the
measuring instrument in accordance with the concepts and variables to be measured? Cross
tabulation, correlation analysis and regression analysis are techniques commonly used to test whether
the variables studied have a relationship with each other. If the measuring instrument is in the form of
a questionnaire, then the measurement of validity is to test the extent of accuracy and accuracy of a
questionnaire in performing its measuring function. A questionnaire can be said to have high validity
if the tool performs its measuring function or provides a measurement result that is in accordance with
the purpose of doing the measurement.
Regression Analysis
Regression analysis is an analysis to find the best relationship between variables with a particular
method. This relationship may be a linear or non-linear relationship. To see roughly the relationship
between these variables is used depictions in a graph called Scatter Diagram. If there are n pairs of
measurement results (x1, y2), (x2, y2), ..., (xn, yn) on the two variables X and Y. The first step in
finding the pattern of relationships between variables X and Y is to describe the observational data
scatter diagrams so that you can see at a glance the relationship between X and Y. In this case X is
called an independent variable (because it can be controlled freely by those who do the experiment)
and Y is called the dependent variable, because it is influenced by X. The mathematical relationship
between X and Y is called regression equation from Y to X (Sugiyono, 2005).
RESULTS AND DISCUSSION

The Determination Of Sample Research
Research On samples taken as respondents is 50 people involved in the implementation of the road
widening project Palantaran - Production, with details as follows: consultant 15 people, project staff
13 people, contractor 22 people.
Questionnaire Feasibility Test

As a first step, questionnaires were distributed to 31 people as respondents. After the questionnaire is
filled in by the respondent, then the feasibility of the questionnaire is carried out, namely item test,
validity and reliability.
Item Test
Hypothesis testing :
Ho: rc < 0.3: variables not selected
H1: rc ≥ 0.3: selected variable
By using the help of the SPSS program, the corrected correlation coefficient is obtained from the
Corrected Item-Total Correlation as follows:
Table 1. Item Test Results

Variabel Indikator rc Keterangan
X11 0,508 Terpilih
Pendidikan Formal
X12 0,630 Terpilih
(X1)
X13 .0,704 Terpilih
Keahlian X21 0,892 Terpilih
(X2) X22 0,925 Terpilih
Pengalaman kerja (X3) X31 0,799 Terpilih
X41 0,762 Terpilih
Pendidikan Informal (X4) X42 0,831 Terpilih
X43 0,897 Terpilih
X51 0,820 Terpilih
Kemampuan pendukung
X52 0,857 Terpilih
(X5)
X53 0,824 Terpilih
Y1 0,746 Terpilih
Kinerja Y2 0,530 Terpilih
Waktu Pelaksanaan Y3 0,475 Terpilih
(Y) Y4 0,509 Terpilih
Y5 0,577 Terpilih
Source: Processed data
Validity test
Factor Analysis
a. Olkin Keyer Meyer Test (KMO) and Bartlett Test
KMO and Bartlett test is used to test the beginning of whether the data can be broken down into a
number of factors. With the help of the SPSS program, the following are obtained:
Table 2. KMO and Bartlett Test Results

Kaiser-Meyer-Olkin Measure of Sampling Adequacy. .663
Approx. Chi-Square 470.006
Bartlett's Test of
df 66
Sphericity
Sig. .000
The KMO and Bartlett's test values are 0.663 with a significance of 0,000. Because the value is above
a value of 0.6 and a significance probability is less than the value of 0.05, the variable can be broken
down into a number of factors.
b. Total Variance Explained
Tabel 3. Total Variance Explained

Extraction Sums of Squared
Initial Eigenvalues Loadings
% of Cumulative % of Cumulative
Factor Total Variance % Total Variance %
1 8.117 67.645 67.645 7.818 65.147 65.147
2 1.198 9.986 77.631
3 .899 7.488 85.119
4 527. 4,389 89,508
5 392. 3,270 92,778
6 279. 2,327 95,104
7 257. 2,138 97,242
8 136. 1,130 98,372
9 119. 988. 99,360
10 057. 475. 99,835
11 .016 131. 99,965
12 004. 035. 100,000
Extraction Method: Principal Axis Factoring.
Table 3 describes the Extraction Sums of Squared Loadings cumulative of 65,147 %. So the
value Extraction Sums of Squared Loadings cumulative ≥60%, then it can be concluded that the data
is valid, and can be used for further analysis.
Test Reliability
U ji the hypothesis:
Ho: α  0.6: questionnaire not reliability
H1: α  reliabe questionnaire: 0.6l
D ith the use assistance program SPSS retrieved Apha Cronbach's value as follows:.
Table 4. Reliability test results Cronbach's Apha

Cronbach's
Alpha if Item
Indicator Deleted
Education level (x 11) 946.
Educational specialties (x 12) 944.
Accreditation of educational institutions (x13) 942.
Skill qualification (x 21) 939.
This type of expertise (x 22) 938.
The similar work experience (x31) 940.
The intensity of the informal education (x41) 941.
Informal education specialties (x42) 940.
Informal education institutions accreditation (x43) 939.
Language skills (x 51) 940.
The ability of culture (x52) 939.
Understanding the territory (x53) 940.
Timeliness of appropriate contract (y1) 941.
The precision of image quality suitable TOR (y2) 947.
Accuracy specifications according TOR (y3) 948.
The accuracy of the calculation of the price match
946.
TOR (y4)
The intensity of the changes at this stage of
948.
implementation (y5)
From table 4 it brings all the values α  0.6, then the Ho being rejected, it means that the
questionnaire was quite variable overall reliability or consistent in performing the functions
Multiple Linear Regression Analysis
After a test questionnaire, then conducted a subsequent questionnaire, i.e. spread to 19 people as
respondents. So the total number of respondents of 50 people. From the results of the questionnaire,
data indicator score each variable added later as data averaged score each variable as follows:
Table 5. The data is an average score of the questionnaire each variable
No. X1 X2 X3 X4 X5 Y No. X1 X2 X3 X4 X5 Y
1 3.7 4.0 5.0 4.7 4.3 4.2 26 5.0 4.0 5.0 4.0 4.0 4.2
2 4.0 4.0 4.0 4.0 4.0 4.0 27 4.7 4.0 3.0 4.0 3.7 3.8
3 3.7 3.5 4.0 3.7 4.0 3.6 28 4.3 4.5 4.0 4.0 4.0 4.2
4 3.7 3.5 4.0 3.3 4.0 3.4 29 4.3 5.0 5.0 5.0 5.0 4.4
5 4.0 3.5 3.0 4.0 3.7 3.6 30 5.0 5.0 5.0 5.0 5.0 5.0
6 3.3 3.5 3.0 4.3 4.0 3.6 31 5.0 5.0 5.0 5.0 5.0 5.0
7 3.7 3.5 3.0 4.3 3.3 3.6 32 5.0 5.0 5.0 5.0 5.0 5.0
8 3.7 3.5 3.0 4.3 3.3 3.6 33 5.0 5.0 5.0 5.0 5.0 5.0
9 3.7 3.5 3.0 3.0 3.3 3.4 34 5.0 5.0 5.0 5.0 5.0 5.0
10 3.0 3.5 3.0 3.0 3.3 3.2 35 5.0 5.0 5.0 5.0 5.0 4.8
11 4.0 4.0 4.0 4.3 4.0 4.0 36 4.0 5.0 4.0 4.0 5.0 4.4
12 4.0 4.0 4.0 4.0 4.0 4.0 37 4.0 4.0 4.0 4.0 4.0 4.0
13 4.0 4.5 4.0 4.3 4.0 4.2 38 3.3 3.0 3.0 3.0 3.0 3.0
14 4.0 5.0 4.0 4.0 4.3 4.2 39 4.0 3.5 3.0 3.7 4.0 3.6
15 4.0 5.0 4.0 4.0 4.3 3.8 40 4.0 4.0 4.0 4.0 4.0 4.0
16 4.0 4.0 4.0 4.0 4.0 3.8 41 4.0 4.0 4.0 4.0 4.0 4.0
17 4.0 4.0 4.0 4.3 4.0 3.4 42 4.0 4.0 4.0 4.3 4.0 4.0
18 4.0 4.0 4.0 4.0 4.0 4.0 43 4.0 4.0 4.0 4.0 4.0 3.8
19 2.0 3.5 2.0 2.0 2.7 2.6 44 4.3 4.0 3.0 4.0 4.0 3.8
20 3.0 3.0 3.0 3.0 3.0 3.0 45 4.3 4.0 4.0 4.0 4.0 4.0
21 4.0 4.0 4.0 4.0 4.0 3.8 46 4.3 4.0 4.0 4.0 4.0 4.0
22 4,0 4,0 4,0 4,0 4,0 4,0 47 4,3 4,0 4,0 4,0 4,0 4,0
23 4,0 4,0 4,0 4,0 4,0 3,8 48 4,3 4,0 4,0 4,0 4,0 3,8
24 4.7 4.0 4.0 4.3 4.0 4.0 49 4.3 4.0 4.0 4.0 4.0 4.0
25 5.0 4.0 5.0 4.0 4.0 4.0 50 4.3 4.0 4.0 3.7 4.0 4.0
Multiple Linear Regression Model Equation

The equations of the regression models between The performance of the implementation time (Y)
with Formal Education (X1), Skills (X2), Pengalaman work (X3), Informal education (X4), the
ability supporters (X5). By using the SPSS program assistance is obtained as follows:
Table 6 . The Coefficient Of Regression Models

Unstandardized Component
Coefficients Coefficients
B Std Beta
Model Error. t SIG.
(Constant) .079 .182 .437 .664
Formal
education (X .207 .064 .236 3.217 .002
1)
Expertise (X
.260 .084 .276 3.107 .003
2)
Work
1 experience (X .082 .059 .114 1.395 .170
3)
Informal
education (X .212 .072 .242 2.964 .005
4)
Supporting
capabilities (X .192 .118 .199 1.624 .112
5)
From the regression model coefficients in table 8 the regression model equation is obtained as
follows:
Y = 0, 079 + 0,207 X1 + 0,260 X2 + 0, 082 X3+0, 212 X4 + 0 , 192 X5
Test Multikolinieritas
Multikoliniearitas is a linear correlation between the variable free. To check for the existence of
multikoliniearitas conducted an analysis of variance inflation factor (VIF), whereby when numeric
VIF on the respective variables are under the number 10, then no symptoms (Supranto,
multicollinearity 1993). By using the SPSS program assistance, the results of calculation of
multicollinearity among variables X1, up to X5 is as follows:
Table 7. Test Results Multicollinearity
Collinearity Statistics
Model Tolerance VIF
(Constant)
Formal education (X 1) .329 3.042
Expertise (X 2) .223 4.485
1
Work experience (X 3) .265 3.772
Informal education (X 4) .265 3.769
Supporting capabilities (X 5) .117 8.551
From the table 7 it appears that the variables of VIF under number 10, then symptoms of
multicollinearity does not occur . So the regression analysis can be performed.
Autocorrelation Test (Independent Testing)

Test autocorrelation aiming to find out the correlation between the value of the dependent variable in
the observation (autocorrelation) , by using the Durbin Watson test as follows:
a. Determine the hypothesis test:
Table 8. Durbin Watson Test Results

Model R R Adjusted Std. Error of the Durbin-
Square R Square Estimate Watson
1 .960a .922 .914 .1515 1.775
a. Predictors: (Constant), Kemampuan pendukung (X5),
Pendidikan formal (X1), Pendidikan informal (X4), Pengalaman
kerja (X3), Keahlian (X2)
b. Dependent Variable: Kinerja waktu pelaksanaan (Y)
Quality Test of Multiple Linear Regression Models

The quality test of the regression model was carried out through the analysis of variance as follows
a. Hypothesis testing :
Ho: there is no influence between Formal Education (X1), Expertise (X2), Organizational System,
Work Experience (X3), Informal Education (X4), Supporting Ability (X5) on Implementation
Time Performance (Y)
H1: there is influence between Formal Education (X1), Expertise (X2), Organizational System, Work
Experience (X3), Informal Education (X4), Supporting Ability (X5) on Implementation Time
Performance (Y)b. Menghitung statistik uji
Table 9. Variance Analysis of Regression Models

Sum of Mean
Model Squares df Square F Sig.
Regression 11.995 5 2.399 104.534 .000b
1 Residual 1.010 44 .023
Total 13.005 49
a. Dependent Variable: Kinerja waktu pelaksanaan (Y)
b. Predictors: (Constant), Kemampuan pendukung (X5), Pendidikan
formal (X1), Pendidikan informal (X4), Pengalaman kerja (X3), Keahlian
(X2)
b. Because the probability value is sig. <0.05, then Ho is rejected. So there is a strong (significant)
influence between Formal Education (X1), Expertise (X2), Work experience (X3), Informal
Education (X4), Supporting ability (X5) on Implementation Time Performance (Y)
Koefisien Determinasi
Table 10. Determination Coefficients
Model R R Adjusted Std. Error of
Square R Square the Estimate
1 .960a .922 .914 .1515
From table 10 it is found that R2 is 92.2%, meaning that this model can explain the positive relationship
simultaneously between variables of Formal Education (X1), Expertise (X2), Organizational System,
Work Experience (X3), Informal Education (X4 ), Supporting ability (X5) on Implementation Time
Performance (Y) is 92.2% and the remaining 7.8% is explained by other variables.
concluded that residual data is normally distributed.
Determination of the most influential factors

Simultaneously the variables of Formal Education (X1), Expertise (X2), Organizational System, Work
Experience (X3), Informal Education (X4), Supporting Ability (X5) on Implementation Time
Performance (Y) were 92.2%. Then look for the factors that most influence time performance. The
Stepwise Regression method has the following results:
Table 11. Variable Selection Results

Model Variables Entered Variables Method
Removed
Stepwise (Criteria:
Kemampuan Probability-of-F-to-enter <=
1 .
pendukung (X5) .050, Probability-of-F-to-
remove >= .100).
Stepwise (Criteria:
Pendidikan formal Probability-of-F-to-enter <=
2 .
(X1) .050, Probability-of-F-to-
remove >= .100).
Stepwise (Criteria:
Probability-of-F-to-enter <=
3 Keahlian (X2) .
.050, Probability-of-F-to-
remove >= .100).
Stepwise (Criteria:
Pendidikan Probability-of-F-to-enter <=
4 .
informal (X4) .050, Probability-of-F-to-
remove >= .100).
a. Dependent Variable: Kinerja waktu pelaksanaan (Y)
In table 13, the variable selection process is explained as the most influential factor on work
relationships.
Step 1: The selected variable is Support capability (X5),
Step 2: In addition to the Support Ability variable (X5), formal education variables (X1) are also
selected,
Step 3: In addition to the Support Ability variable (X5), the Formal Education variable (X1), the
Expertise variable (X2) is also chosen,
Step 4: In addition to the Supporting Ability variable (X5), Formal Education variable (X1), Expertise
variable (X2), also selected informal education variables (X4)
After going through 4 steps (stepwise), then the selection process stops.
Then obtained the regression equation model as follows:
Table 12 The Coefficient of Selected Regression Equations

Unstandardized Standardized
Std.
Model B Error Beta t
(Constant) .398 .233 1.710
1 Kemampuan pendukung
.879 .057 .912 15.392
(X5)
(Constant) .146 .198 .739
Kemampuan pendukung
2 .623 .070 .646 8.877
(X5)
Pendidikan formal (X1) .314 .064 .357 4.911
(Constant) .046 .191 .239
Kemampuan pendukung
.412 .105 .428 3.918
3 (X5)
Keahlian (X2) .236 .091 .250 2.580
(Constant) .012 .177 .066
Kemampuan pendukung
.257 .110 .267 2.342
4 (X5)
Keahlian (X2) .256 .085 .272 3.023
Unstandardized Standardized
Std.
Model B Error Beta t
Pendidikan informal
.217 .072 .247 2.997
(X4)
Thus from table 12, the best model as the most influential model for work relations is:
Y = 0,012 + 0,257 X5 + 0,239 X1 + 0,256 X3 + 0,217 X4
The regression equation shows that a (intercept) is equal to 0.012 where the value means that if it is
not accompanied by supporting ability (X5), formal education variables (X1), expertise variables
(X2), also selected informal education variables (X4), time performance implementation will only
increase by 0.012 units.
In the Support Ability variable (X5), a regression coefficient of 0.257 is obtained which means that
there is a positive influence between the supporting ability factor (X5) on the implementation time
performance. So if the Supporting Ability factor (X5) is considered, then the execution time
performance will increase by 0.257 units, assuming other variables are considered constant.
In the formal education variable (X1), a regression coefficient of 0.239 is obtained which means that
there is a positive influence between formal education factors (X1) on implementation time
performance. So that if the formal education factor (X1) is considered, then the time performance will
increase by 0.239 units, assuming other variables are considered constant.
In the Expertise variable (X2), a regression coefficient of 0.256 is obtained which means that there is
a positive influence between the Expertise factor (X2) on the execution time performance. So if the
Expertise factor (X2) is considered, then the time performance will increase by 0.256 units, assuming
other variables are considered constant.
In the informal education variable (X4), a regression coefficient of 0.217 is obtained which means that
there is a positive influence between informal education (X4) factors on the implementation time
performance. So that if the factor of informal education (X4) is considered, then the time performance
will increase by 0.217 units, assuming other variables are considered constant.
CONCLUSIONS
From the results of the analysis and discussion can be concluded as follows:
1. In general the quality of the project manager consisting of Formal Education, Expertise, Work
Experience, Informal Education, Supporting Ability is very influential (significant) on the time
performance of the Palantaran - Kasongan road widening project implementation in Central
Kalimantan. This is indicated by the probability of error significance in ANOVA analysis less than
5%.
2. The quality of the project manager has a positive influence on the performance of the implementation
of the Palantaran road project - Kasongan Central Kalimantan. Formal Education, Expertise, Work
Experience, Informal Education, Supporting ability, simultaneously have a positive effect on the
performance of the time of the Palantaran road widening project - Kasongan Central Kalimantan.
The magnitude of the influence is indicated by the coefficient of determination of 92.2%.
3. Factors that must be considered in improving the quality of project managers implementing the
Palantaran road widening project - Kasongan Central Kalimantan are expertise and work experience.
This can be seen after the selection of regression models using the Stepwise method, it was found
that the most influential on the project implementation time are as follows
Ranking 1: Supporting ability factors, with a weighting value of 0.257
Ranking 2: Expertise, with a weight of 0.256
Ranking 3: Formal education, with a weight of 0.239
Ranking 4: Informal education, with a weight of 0.217
SUGGESTIONS
The suggestions that can be given are as follows:
1. It is necessary to develop a broader scope of research, not only in Katingan District with only 50
respondents
2. There needs to be a study of human resources, methods of implementation and management that
are more in-depth to obtain more other factors that affect the quality of the project manager
3. Research is not only carried out on the project manager, but also for consultants and project
owners
REFERENCES
Amin, Khoirul, 2014, Evaluasi Keterlambatan Waktu Pelaksanaan Proyek di Pemerintah
Kabupaten Sampang, Tesis Magister Teknik Sipil, Untag Surabaya.
Azwar, 2007, Uji Kuesioner (metode penelitian), Pustaka Pelajar Yogyakarta.
Benardin dan Russel, 1995, Human Resourse Manajement, Erlangga Jakarta.
Davidson, J, 2002, Manajemen Proyek, Andi Offset, Yogyakarta.
Ervianto, I. Wulfram, 2002, Manajemen Proyek Konstruksi, Andi Offset, Yogyakarta
Gendroyono, Agus, 2012, Analisis Faktor Yang Mempengaruhi Hubungan Kerja Antar
Pelaksana Proyek di Pemerintah Kabupaten Gresik. Tesis Magister Teknik Sipil,
Untag, Surabaya.
Kushendrawan, Hery, 2009, Studi Pengaruh Kualitas Tenaga Ahli Konsultan Perencana
Terhadap Kinerja Proyek Pada Tahap Perencanaan, Tesis Magister Teknik Sipil,
Untag, Surabaya
Oberlender, G, 1993, Project Management for Engineering and Constru ction, Mc Graw Hill,
p. 6.
Pemerintah Republik Indonesia, Undang-Undang nomor 18 tahun 1999 tentang Jasa
Konnstruksi.
Pemerintah Republik Indonesia, Undang-Undang nomor 22 tahun 1999 tentang Pelaksanaan
Otonomi Daerah.
Pemerintah Republik Indonesia, Undang-Undang nomor 25 tahun 1999 tentang Perimbangan
Keuangan Daerah dan Pusat.
Peraturan Menteri PU, Nomor 43/PRT/M/2007, Tentang Standar dan Pedoman Pengadaan
Jasa Konstruksi.
PMI, 2004, Project Management Body of Knowledge.
Santoso, 2000, Mengolah Data Statistik secara Profesional, PT. Elex Media Komputindo,
Jakarta.
Santoso, 2001, Buku Latihan SPSS Statistik Parametik Cet, 2, PT. Elex Media Komputindo,
Jakarta.
Supranto, 2004, Analisis Multilateral : Arti dan Interpelasi, Rneka Cipta, Jakarta.
Santoso, Singgih, 2010. Multivariate Statistics: concepts and applications with SPSS, PT
Elex Media Komputindo, Jakarta.
Simamora, Henry, 1995, human resource management, STIE YPKN, Yogyakarta
Singarimbun, Masri, 1989, research methods, Mount Agung, Jakarta
Suharto, Ima m , 1995, project management: from Conceptual to Operational, Erlangga,
Jakarta, 10 h.
Suharto, priest, 1997, project management, Erlangga, Jakarta
The toughest, r., 2003, The ISO quality management system 9000:2000 (Its application to
achieve TQM), PPM, Jakarta
Sudiajeng, L, 2011, at the Organization and Ergonomics Intervention Workstation improves
the performance of students and the efficiency of the Electric power use in Carpentry
State Polytechnic of Bali. Udayana University, Denpasar
Sugiyono, 2005, Statistical Research, CV Alfabeta, Bandung
Suprapto, Heri, 2007, "project manager Competency Influences on performance fees on
construction projects". Proceeding by LEAPS and BOUNDS (psychology, economics,
literature, architect & Civil), Auditorium, Gunadarma Campus 21-22 August 2007, vol.
2, ISSN: 1858-2559
Evaluation of The Implementation of The Periodic
Maintenance of The Road Project Limit-Kudangan-Penopa
West Kalimantan Province Republic Indonesia
Priyoto1, Budi Witjaksana1, Wateno Oetomo1, Sri Wiwoho Mudjanarko2,

Paskah Kaharap1
1
Civil Engineering, 17 Agustus 1945 Surabaya University, Surabaya, Indonesia
2
Civil Engineering, Narotama University, Surabaya, Indonesia
E-mail : priyoto@untag-sby.ac.id
Abstract : In order to support the integrated urban infrastructure development, the Government
through the Ministry of public works and public housing perform periodic maintenance of
road projects to support the smooth development of the economy. One of the national roads in
the Lamandau Regency Central Kalimantan is the road of West Kalimantan Limit – Kudangan
– Penopa. Current road conditions are inadequate for the development of traffic. The goal of
the research is to (1) Obtain the required fee for the Periodic maintenance of the project
Boundary Road West Kalimantan – Kudangan – Penopa, Regency Lamandau, (2) get the most
appropriate time required implementing periodic maintenance in the streets the street
boundaries of West Kalimantan – Kudangan – Penopa in the Lamandau Regency. The location
of the research is the implementation of section roughness of the road the Road West
Kalimantan Limit – Kudangan – Penopa, Regency Lamandau. Periodic Road Maintenance
Package Program limit of West Kalimantan – Kudangan – Penopa, with a contract value of
Rp 9.75 billion, contract no. HK. At 02/PPK. Penopa-Wil. I/KTRK/IV/2015/37, 30 April 2015
and long road km. 7.846
Keywords: Maintenance intervals, Critical Path, National Road
EASTER KAHARAP ASI
Abstraks
In order to support the integrated urban infrastructure development, the Government
through the Ministry of public works and public housing perform periodic maintenance of road
projects to support the smooth development of the economy. One of the national roads in the
Lamandau Regency Central Kalimantan is the road of West Kalimantan Limit – Kudangan –
Penopa. Current road conditions are inadequate for the development of traffic. The goal of the
research is to (1) Obtain the required fee for the Periodic maintenance of the project Boundary
Road West Kalimantan – Kudangan – Penopa, Regency Lamandau, (2) get the most
appropriate time required implementing periodic maintenance in the streets the street
boundaries of West Kalimantan – Kudangan – Penopa in the Lamandau Regency. The location
of the research is the implementation of section roughness of the road the Road West
Kalimantan Limit – Kudangan – Penopa, Regency Lamandau, i.e. Periodic Road Maintenance
Package Program limit of West Kalimantan – Kudangan – Penopa, with a contract value of Rp
9.75 billion, contract no. HK. at 02/PPK. Penopa-Wil. I/KTRK/IV/2015/37, 30 April 2015 and
long road km. 7.846
Keywords : maintenance intervals, critical path, national road
I. INTRODUCTION
1.1. Background
In order to support the integrated urban infrastructure development by the Central Government
through the Ministry of public works and Housing conducted periodic maintenance project of
the road in order to support the smooth development of the economy, especially in the
area Lamandau Regency.
One of the national roads in the Lamandau Regency Central Kalimantan is the road of West
Kalimantan Limit – Kudangan – Penopa. Current road conditions are inadequate for the
development of traffic, arising out of damage layers of aus, i.e. smooth crack, crack, crack the
edge of crocodile skin, cracked the connection, the connection road widening crack, crack,
crack, shrink reflection crack skid and Groove . It becomes a problem that simply interfere with
the user of the road Department of West Kalimantan – Kudangan – Penopa.
Direktoral General of Bina Marga as one of the relevant agencies anticipate holding a
regular road maintenance project boundaries of West Kalimantan – Kudangan – Penopa. Thus
the capability and capacity of the road on the road is expected to be maintained to support the
smoothness and comfort of berlalulintas so that all obstacles can be reduced.
Of these problems need to be evaluated for the periodic maintenance of the roads in West
Kalimantan Boundary roads – Kudangan – Penopa in the Lamandau Regency, that Periodic
Road Maintenance Package Program limit of West Kalimantan – Kudangan – Penopa, with
contract No.: HK. at 02/PPK. Penopa-Wil. I/KTRK/IV/2015/37, on April 30, 2015, by which
time the implementation of 180 calendar days starting from the date of April 30, 2015 until
January 2015.
1.2. the formulation of the problem
From the background of the formulation of the problem can be made as follows:
1. What is the cost required for the periodic maintenance of the project Boundary Road West
Kalimantan – Kudangan – Penopa Lamandau Regency?
2. How much time is required for the implementation ofperiodic maintenance of the roads in
the West Kalimantan Boundary roads – Kudangan – Penopa in the Lamandau Regency?
3. What work Activities is critical work?
1.3. Research objectives

Research objectives are as follows:
1. Get the cost of the necessary costs for periodic Boundary road maintenance project of West
Kalimantan – Kudangan – Penopa Lamandau Regency.
2. Get the time required for the implementation of periodic maintenance of the roads in West
Kalimantan Boundary roads – Kudangan – Penopa in the Lamandau Regency.
3. Getting the activity work that is critical work.
II. LITERATURE REVIEW

1. Fleet's son Tommy (2014)
Title test i s in this research are: Economic analysis of road repair Palembang –
BetungKab. Betung Against Value loss due to congestion, the conclusion is as
follows: 1. Get the economic value of improvements to road Kilkenny – Betung
Kab. Betung. 2. loss due to congestion and comparison between them
2. Amin Khairi1. dkk (2012)
The title of the thesis in this research are: the evaluation of the type and degree of damage
by using the method of Pavement Condition Index (PCI), the conclusion is as follows : In
this study aims to evaluate the time required for periodic maintenance using the method of
Pavement Condition Index (PCI).
2.2. Basic Theory

The road is one of the infrastructures of transport links are vital for economic growth
and social society. Ground transportation is supported by an extensive road network, serves as
the physical infrastructure facilities for the benefit of the people.
2.2.1. Definition Of The Road

In the legislation of the Republic of Indonesia Number 13 years 1980 About the way defined,
that the road is a transportation infrastructure in any form, including all parts including
complementary buildings and equipment intended for then Cross. Public road is a road
reserved for public traffic. A special road is a road that is not reserved for public traffic. The
toll road is a public road that the wearer is imposed the obligation to pay the toll.
In article 5 paragraph 2 of the Act of the Republic of Indonesia Number 38 Year 2004 regarding
roads, mentioned that the road has an important role in the field of economic, social, cultural,
environmental, political, defense and security, as well as used for sebesar-besar the people's
prosperity. Way as the infrastructure for the distribution of goods and services is the artery of
life of the community, nation, and State so that it will encourage the development of all the
regions, the development of means in an attempt to reach the level of development between
regions that are increasingly evenly. This means that the road infrastructure is the artery of a
region's economy, this is due to its role in linking and improve the movement of people, and
stuff.
The highway is the main road that connects one region with the area of the other. Usually
the way this big has the following characteristics:
1. used for motor vehicles
2. Used by the general public
3. Financed by State enterprises
4. Its use is governed by the laws of the transport
The existence of the road infrastructure is good and smooth for an important role in the
continuous flow the movement of commodities that will be able to move the development of
peri's social life and improve the economy of the community.
The role of the importance of the means streets laid out in the Government Regulation Number
34 the year 2006 about the path that is set out in chapter II article 3 paragraph 2 mentioned that:
procurement of road directed to strengthen the unity of the national territory so as to
reach remote. Based on the content of the article mean that road construction is directed and is
intended to exempt certain areas of keterisoliran, which aims to provide an opportunity of
human movement of goods and services, the higher the intensitasnya .
A smooth road conditions is a measure that can illustrate either poor operational traffic speed,
travel time (time efficiency), freedom of maneuver, the comfort, the view, the security and
safety of the road.
2.2.2. Parts Of The Road

Part-road section consists of space benefits the street right of way, space, space
surveillance of the road.
1. Road Benefits Space
Space road benefits include road, a street, and the threshold of security. Road benefits
space is the space along the way which is limited by the width, height, and depth of a
certain set by organizers of the road in question based on the guidelines set out by the
Department of authorities.
2. Spaces Of Way
Space right of way is comprised of spaces one-lane roads and benefits of certain land
in outer space benefits the way. Right of way is space spaces along the road which is
bounded by the width, depth, and height.
3. Space Surveillance Road
Space surveillance of the road is certain space in outer space belongs to the road that its
use under the supervision of the organizers of the road. Space surveillance of the road
reserved for free view of the driver and road construction as well as the safeguarding of
the function of the security road.
In the case of way space is not large enough, the width of space surveillance of streets
is determined from the edge of the road at least by size as follows:
▪ The primary arterial road is 15 meters;

▪ The primary collector Road 10 meters;
▪ Primary local roads 7 meters;
▪ Primary environmental road 5 meters;
▪ Secondary arterial road 15 meters;
▪ 5 meter secondary collector road;
▪ Secondary local road 3 meters;
▪ Secondary environmental road 2 meters; and
▪ Bridge 100 meters downstream and upstream.
2.2.3. Road Construction
Basically road construction is the process of opening traffic space that overcomes various
geographic obstacles. This process involves the transfer of the face of the earth, the
construction of bridges and tunnels, even the transfer of vegetation and even the removal of
forests. Water drainage is one of the factors that must be taken into account in the construction
of roads. Water that collects on the road surface after rain does not only endanger road users,
it will even erode and damage the road structure.
2.2.4. Roadworks
Road works include the work of installing edge stones and onderlaag, work of slytlaag stone
layered work, penetrating stone and penetration pavement with a thickness of 4 cm in solid
with 4.5 kg / m2 asphalt, 3 cm thick lataston emission work, work on the left and right sides of
the road.
2.2.5. Sistem Jaringan Jalan
Jaringan jalan merupakan suatu sistem yang mengikat dan menghubungkan pusat-pusat
pertumbuhan dengan wilayah yang berbeda dalam pengaruh pelayanannya dalam suatu hirarki.
2.2.5. Road Network System
The road network is a system that binds and connects growth centers with different regions in
the influence of their services in a hierarchy.
1. Based on the Role of its Distribution Services
Based on the role of its distribution services, the road network system consists of:
▪ Primary road network system, which is a road network system with the role of
distribution services for the development of all regions at the national level with all
distribution service nodes which then manifest in the city.
▪ Secondary road network system, namely the road network system with a role that
connects distribution services to people in the city.
2. Grouping of Roads Based on Their RolesThe classification of roads based on their role can be
classified into
1. arterial road, namely the road serving the transport over long distances with the speed of an
average height and the number of restricted efficiently
2. Collector Roads, namely the way that serve the transportation collection and Division by
traits is travelling at close range with a low average speed and number of driveway bordered
3. local roads, namely the road serving the local transport with discrete travel a short distance,
the average low speed with the number of the road entrance is restricted.
2.2.6. Road Classification and level The Ministry of the
Objectively good design roughness as well as maintenance of useful to guarantee or ensure that
a roughness can provide the service was satisfactory for road users. For the working of
the roughness is measured in relation to the quality of supplied and services rendered to such a
degree on where the service can still be tolerated. Road classification based on the level of
service, determined as follows (Bina Marga Office, 2003):
1. Roads with a steady level of service are road sections with a plan life that can be calculated and
follow a standard technical planning. Included in the level of steady service is walking in good
and medium condition.
2. The road is not stable is the roads that are in reality a day the day still serves to serve traffic,
but cannot be calculated the age of the plan and not following technical planning standards.
Included in the level of service is not stable is walking in a mildly damaged condition.
3. The critical road is that the roads can no longer function serve traffic or break up. Included in
the level Critical service is roads with heavily damaged conditions.
2.2.7. Road Damage Type
Damage that occurs on the surface of the road can be distinguished as follows:
1. Cracking
Cracks that occur in the road surface layer can be distinguished (Sukirman, 1995):
a. Smooth crack (hair cracking), the width of the gap is smaller or equal to 3 mm. The cause is
poor pavement material, subgrade or less stable pavement. This fine crack can absorb water
into the surface layer. For maintenance can be used layer latasir or buras. In the repair phase
it is better to be equipped with repair of the drainage system. Hair cracks can develop into
crocodile skin cracks.
b. Cracked crocodile skin (Aligator craking), gap width greater than or equal to 3 mm. String
each other to form a series of small boxes that resemble crocodile skin. This crack is caused
by poor pavement material, weathering, subgrade or pavement parts under a less stable
surface layer, or foundation layer material in saturated water conditions (groundwater rises).
Generally areas where crocodile skin cracks occur are not extensive. If the area in which
crocodile skin cracks occur, this may be caused by repetition of traffic loads that exceed the
load that can be borne by the surface layer. Cracked crocodile skin can be impregnated by
water so that over time will cause holes due to the release of grains.
c. Fringe cracking (edge cracking), long cracks with or without branches leading to the
shoulder and located near the shoulder. This crack is caused by the lack of support from the
side, poor drainage, land shrinkage, or settlement under the area. Roots of plants that grow
on the edge of pavement can also be a cause the occurrence of this edge crack. In the location
of cracks, water can be absorbed which can further damage the surface layer. This crack will
eventually get bigger accompanied by the occurrence of holes.
d. Cracks of shoulder joints and pavement (edge join cracking), longitudinal cracks, generally
occur on shoulder joints with pavement. Cracks can be caused by drainage conditions under
the road shoulder worse than under pavement, settlement on the shoulder of the road,
shrinking of shoulder material or road pavement, or due to heavy truck / vehicle trajectory on
the shoulder of the road.
e. Cracks of lame join cracking, longitudinal cracks, which occur in 2 lane traffic connections.
This is due to the poor connection between the two lanes. If not repaired, cracks can develop
into a wide area due to the release of grains on the edge of the crack and absorb water into
the layer.
f. The crack of the road widening connection (Widening cracking) is a longitudinal crack that
occurs at the connection between the old pavement and widening pavement. This is caused
by the difference in carrying capacity under the widening section and the old road section, it
can also be caused by a bad bond between the connections. If not repaired, the water can seep
into the pavement layer through cracks, the grains can be released and the cracks get bigger.
g. Reflection cracks, longitudinal cracks, diagonal crosses, or squares. Occurs in an additional
layer (overlay) which describes the crack pattern below it. Reflection cracks can occur if
cracks in the old pavement are not repaired properly before overlay work is carried out.
Reflection cracks can also occur if vertical / horizontal scratches occur under additional layers
as a result of changes in water content in expansive soil types.
h. Shinkage cracking, intertwined cracks form large boxes with sharp angles. Cracks are caused
by changes in volume on the surface layer that uses low penetration asphalt, or changes in
volume in the foundation layer and subgrade.
i. Slippage cracking, which has a curved shape like a crescent moon. This is due to the lack of
good bond between the surface layer and the layer below it. Poor bonding can be caused by
dust, oil, water, or other non-adhesive objects, or due to not giving tack coat as a binding
material between the two layers. Even slippage can occur too much sand in the mixture of
the surface layer, or less good surface layer compaction. Repair can be done by removing the
damaged part and replacing it with a better layer.
2.2.9. Critical Path
In the critical path method, the critical path can be calculated by calculating the total duration
of the project. The critical path is a series of critical activities that determine the time period
for completion of the entire project. Whereas activities that are classified as not critical, the
schedule must show the amount of time slack that can be used when the activity is delayed or
if limited resources are used effectively. Float or slack is a result of a network calculation using
a single deterministic activity duration. And it has nothing to do with the variation in duration
of activity. An activity chain approaches zero as long as the critical path approaches the float
or zero slack. And the possibility applies relative to other chains. This idea can maintain a
network of paths that combine which is a form of abnormality (Leach L.P, 2000).
The steps in scheduling with the Critical Path method are as follows:
1. Determine individual activities.
2. Determine the order of activities (relationship between activities).
3. Draw a working network diagram.
4. Estimated time for completion of each activity.
5. Identification of critical paths.
6. Updating the Critical Path diagram.
2.2.11. Project Acceleration
According to Ervianto (2004), the term crashing process is to reduce the duration of a work
that will affect the completion time of the project. Shortening the duration of course must add
resources, including costs and accelerate the implementation of activities. As a result of more
activities being shortened, there will be additional costs for the work item, but the total cost of
work will be minimized from the total costs that should be incurred due to the delay.
Conditions that occur in the field result in an alternative control based on the overtime method.
The calculation is done by analyzing the cost slope and price after the program crashes.
Program crashing references are carried out on activities that are on critical paths.
2.2.10. Schedule Deviation
Schedule deviation is the difference between the progress of work achieved and those planned
for a certain period which indicate the position of the progress of the work in that period.
This deviation value is an indicator of the implementation of activities that will be used to
evaluate how deviant the progress of the implementation of the planning. The formula for
calculating deviations is:
Deviation (%) = Progress of Planning (%) - Progress in Implementation (%) (2.1)
Deviation has a value of 0, meaning an activity is in accordance with the plan, the deviation
has a positive value indicating that the project work packages are more than planned.
Conversely, negative values indicate poor job performance because work packages are
implemented less than the planned schedule. Soeharto (2001).
2.2.11. Project Cost Budget Plan
One important step in the framework of implementing a construction is the calculation or
estimation of the costs needed for its construction. This cost is taken into consideration for
building owners, in order to choose the most efficient way or alternative of development. In
addition to the elements of material prices, wages of personnel, equipment and methods of
implementation that will determine the cost of development, the implementation period will
also be very influential. Even in large projects it is also determined by collaboration between
the actors (teamwork) involved in development, such as building owners (owners), planners,
supervisors, and executors or contractors. Management of such implementation has recently
developed as a separate language object in the construction management discipline.
III. RESEARCH METHODS
3.2. Research Subject
3.2.1. Population
The population of this study is a project in the area of the National Road Implementation Unit
of Region I of Central Kalimantan Province.
The sample of this study is an increase in the boundary of the boundary of Kalbar - Kudangan
- Penopa, Lamandau Regency with contract no .: HK.02. 03 / PPK.Penopa-Wil.I / KTRK / IV
/ 2015/37, dated 30 April 2015, with implementation time of 180 calendar days starting from
30 April 2015 to 26 October 2015.
IV. DISCUSSION AND DATA ANALYSIS
4.1 Planning Periodic Maintenance Activities
a. Data collection of periodic maintenance plans and metrics used
The plans for periodic and meterial maintenance activities used are as follows:
Table 1. Activity Plan for Periodic Maintenance Work and Materials Used
b. Job weight is assessed in a percentage of activities towards all activities
"Work Weight" (%) = "Activity Fee" / "Project Cost" x100%
Table 2. Weight of Periodic Maintenance Activities Plans
c. Periodic Maintenance Activity Plans From table 2, we then make a weight distribution in
the schedule of the regular maintenance activity plan and calculate the progress plan of the
activity with the formula:
"Progress Plan" (%)
= "Cost of Activities That Have Been Used" / "Project Cost" x "100%"
Table 3. Schedule of Periodic Maintenance Activities Plan
4.2 Determination of Critical Pathways (CriticalPath)
In Table 3, it is known that the schedule for a regular maintenance activity plan with an
implementation time of 180 calendar days starting from 30 April 2015 to 26 October 2015.
When the periodic maintenance activities are carried out, it is still possible to accelerate to less
than 180 days. To speed up the periodic maintenance activities the determination of critical
paths is carried out.
The steps for determining a critical path are:
a. Making a schedule plan for periodic maintenance work activities with Microsoft Project
Table 4. Periodic Maintenance Activities Plan with Microsoft Project
b Network diagrammaking of the schedule of periodic maintenance work activities is as

follows:
Figure 1. Network Diagram Schedule of Periodic Maintenance Work Activities with Microsoft
Project
From the network diagram the schedule for periodic maintenance work activities with
Microsoft Project can be determined as a critical path and the time periodic maintenance
activities are accelerated as follows:
Figure 2. Network Diagram Schedule of Periodic Maintenance Work Activities
In Figure 2. shows the network diagram after the advanced calculation and countdown
calculation, then the time needed to complete the periodic maintenance work activities is 130
calendar days, can be accelerated 50 days or 27.78% of the original planning 180 calendar
days. Periodic maintenance work activities that should not be delayed (critical work) are:
1: Initial mobilization, for 18 days
8: Grading Base Lataston (HRS-Base (L)) (slope / semi-gap gradation), for 17 days
7: Straight-level Auspicious Lataston (HRS-WC) (L) (gap / semi-gap gradation), for 11 days
2: Stone pair with Mortar, for 61 days
11: Thermoplastic Road Markings, for 17 days
12: Final Mobilization, for 6 days
V. CONCLUSIONS AND SUGGESTIONS
5.1. Conclusion
Based on data analysis and discussion, as well as research objectives, it can be concluded that:
1. Costs needed for the Periodic Maintenance Project for the Limit Road of West Kalimantan
- Kudangan - Penopa, Lamandau Regency amounting to Rp. 9,750,000,000.00, with
implementation time of 180 calendar days starting from 30 April 2015 to 26 October 2015
and a road length of 7.846 km.
2. The time needed for periodic maintenance is 130 calendar days, can be accelerated by 50
days or 27.78% of the original planning of 180 calendar days.
3. Periodic maintenance work activities that should not be postponed (critical work) are:
a. Initial Mobilization, for 18 days,
b. Grading Base Lataston (HRS-Base (L)) (gap / semi-gap gradation), for 17 days,
c. Layered Aus Lapata Lataston (HRS-WC) (L) (gap / semi-gap gradation), for 11 days,
d. Stone Pair with Mortar, for 61 days, Thermoplastic Road Markings, for 17 days,
e. Final Mobilization, for 6 days
Although Periodic Maintenance Activities are accelerated to 130 calendar days, most activities
are in accordance with the plan. This is indicated by the deviation indicator has a value of 0,
and the project work packages that are implemented are more than the plan. This is indicated
by the deviation indicator has a positive value.
5.2. Suggestion
The suggestions that need to be submitted are as follows:
1. Use of network diagrams, very helpful for analyzing time and costs.
2. To get more optimal results, it is recommended to shift the schedule of work activities first,
if it is not possible to add new working days.
REFERENCES
Armada, Tommy Putra, 2014, “Analisa Ekonomi Perbaikan Jalan Palembang – Betung Kab.
Banyuasin Terhadap Nilai Kerugian Akibat Kemacetan”, Jurnal Teknik Sipil dan
Lingkungan, Vol.2.No.3,September 2014, ISSN: 2355-374X
Depkimpraswil, 2003, Campuran Beraspal Panas, Modul Prasarana Transportasi, Modul
B.1.1, Badan Penelitian dan Pengembangan Departemen Pemukiman dan Prasarana
Wilayah.
Wilayah.
Depkimpraswil, 2003, Tinjauan Penanganan Kerusakan Jalan dan Jembatan pada Ruas Jalan
Nasional/Propinsi di Jawa Timur, Makalah Seminar Badan Penelitian dan
Pengembangan Pusat Litbang Sarana Transpostasi Departemen Pemukiman dan
Prasarana Wilayah.
Direktorat Jenderal Bina Marga, 2002, Pedoman Pelaksanaan Pemeliharaan Jalan dan
Jembatan, Jakarta.
Indrayana, I Gusti Ngurah Gede Agung, 2013, “Analisis Kinerja Ruas Jalan dan Biaya
Perjalanan Akibat Tundaaan pada Ruas Jalan (Studi Kasus: Segmen Simpang Gunung
Soputan-Simpang Teuku Umar Barat)”. Jurnal Ilmiah Elektronik Infrastruktur Teknik
Sipil, Volume 2, No. 2, April 2013
Khairi, Amin, dkk, 2012, “Evaluasi Jenis Dan Tingkat Kerusakan Dengan Menggunakan
Metode Pavement Condition Index (PCI)”, Prosiding Seminar Nasional Industri dan
Teknologi, 26 Desember 2012 hlmn 65 - 70
Kusrianto, Adi, 2007, Pengantar Desain Komunikasi Visual, CV. Andi Offset, Yoyakarta.
Leach, L. P., 2000, “Critical Chain Project Management Improves Project
Performance”. Project Management Journal, 30 (2), 39-51.
Nanang H, Rio (2007), Kajian Kelayakan Ekonomi Pembangunan Jalan Lingkar Nagrek
Provinsi Jawa Barat. Magister Teknik Sipil Universitas Katolik Parahyangan,
Bandung, 2007
Sandra, Putra Abu, 2010, Evaluasi Kondisi Arus Lalu Lintas dan Perkerasan Jalan Nasional
di Provinsi di Yogyakarta. Universitas Katolik Soegijapranata, Semarang
Smith, N. J., 1995, Engineering Project Management, Blackweell Science, London, 1995.
Sukirman, Silvia, 1995, Perkerasan Lentur Jalan Raya, Nova, Bandung
Peraturan Pemerintah Nomor 34 Tahun 2006 tentang Jalan
Undang-undang Republik Indonesia Nomer 38 tahun 2004 tentang Jalan
Undang-undang Republik Indonesia Nomer 13 tahun 1980 tentang Jalan
OPTIMIZATION OF COST AND TIME OF REPAIR AND
ROUNDING OF ROADS WITH WAY PAVEMENT DESIGN
MANUAL METHOD 2013
Hanie Teki Tjendani1, Wateno Oetomo1, Budi Witjaksana1, Priyoto1, Sumadi1
E-mail : hanie_tekitjendani@yahoo.com
Abstract : Smoothness, safety and comfort of traffic depend on road pavement conditions. If the width of the
road is narrow, damaged, hollow, the traffic will be disrupted, the travel time will increase, fuel consumption
increases, the risk of damage to high vehicles and so on, if there is no immediate improvement in the form of
an increase, the damage will increase. To deal with this problem it is necessary to research and plan road
improvements with widening, increase in existing pavements with overlays, the need for cost and time of
implementation. The Mojokerto - Ploso road segment is an alternative route connecting the cities of
Mojokerto - Jombang and Lamongan. Based on the status of the road is the provincial road, and based on the
function is the Collector's road. Furthermore, for the planning of improvement and widening required
subgrade CBR data, for overlay planning, a Test Pit data is needed to determine the existing pavement
structure and traffic data. In determining the road widening plan, the 2015 revised Road Pavement Design
Manual (MDP) method for overlaying was used with the Planning Guidelines for Pt-T-01-2002-B Bending
Pavement Thickness and calculating the Budget using Work Unit Price Analysis (AHSP ) 2013, creating a
Schedule of Work (Time Schedule), as well as calculating the critical path to find out the critical path in
carrying out the work. To produce a plan, data analysis is needed - traffic data, land investigation, layer
thickness calculation on widening, overlay layer thickness, cost requirements, execution time and critical
track path. From the calculation results, the road widening obtained AC = 5 cm pavement arrangement, ATB
= 14 cm, CTB = 30 cm, Class B Aggregate = 20 cm, the optional load support layer = 85 cm, using geogrid
as the selected urine separator with subgrade , in the old pavement repair (overlay) with an overlay, the AC
= 5 cm arrangement, ATB = 14 cm, at a cost of Rp. 19,200,000,000.00 (Nineteen billion two hundred million
rupiah) with a 20-year plan life, as well as a 6-month implementation time.
Keywords: tabal pavement, overlay, time schedule, critical path.
INTRODUCTION
1.1. Background
The Mojokerto - Ploso Regency boundary road is an alternative road to Jombang Ploso - Surabaya,
and Jombang - Lamongan which is a solid route for industrial transportation vehicles, material and
private transportation. The existence of this road is close to the Jombang - Kertosono toll road
access and the Gedeg toll road - Mojokerto - Surabaya. Industries that are close to this road are
PT. Chield Jedang Indonesia that produces animal feed. As well as many large vehicles overloaded
/ overloaded. The width of the existing pavement is between 4.7 - 5.5 meters, not meeting the
provincial road standard of 7 meters. Road conditions currently have many holes and cracks. if
large vehicles pass traffic, it becomes slow, causing road users to inconvenience. In addition, this
project activity was carried out to connect the width of the existing road pavement, namely 7
meters of pavement width.
Of the things mentioned above, the road service needs to be improved to provide comfort and
safety for road users, namely by making improvements / improvements to existing road pavements
and holding road paving widening. The purpose of the Mojokerto Ploso Regency boundary road
planning is needed to produce road designs that are in accordance with the Bina Marga road design
standards and criteria which aim to provide comfort and safety for the community. In addition to
supporting the traffic that arises due to economic development in the area concerned.
1.2. Formulation of the problem

The problem formulation is formulated in the following questions:
1. What is the thickness of the pavement layer for widening?
2. What is the increase in the thickness of the pavement layer on the existing road (overlay)?
3. How much does it cost to complete the work?
4. How much time is needed to complete the work?
1.3. Research purposes

1. To find out / calculate the thickness of the pavement layer on widening.
2. To find out / calculate the thickness of the increase layer in the existing road (overlay).
3. To find out / calculate the costs needed to complete the work.
4. To find out / calculate how much time is needed to complete the work.

Thesis Analysis of the Need for Road Repair Costs Using CTB as Aggregate Substitute A and
Aggregate B on Roads on Situbondo Street - Ketapang Banyuwangi by Syamsul Hadi Wibowo,
Universitan 17 August 1945 Civil Engineering Master Program in 2011 in Surabaya.
The analysis in the thesis is: Repair of old pavement with overlay and repair of pavement
reconditioning using CTB as a substitute for aggregate A and aggregate B, pavement design with
DPU Component Analysis Method 1997, with the result that the cost requirement of using CTB
material is more economical than using aggregate A and Aggregate B.
Thesis Engineering Value of Material Replacement (AC Base, Aggregate A and Aggregate B) to
CTB on Widening Km Road. Sby. 217 + 500n- 230 + 000 Maintenance Maintenance Package
Jalan Probolinggo - Situbondo - Banyuwangi by Solikin, University of Civil Engineering Master
Program 17 August 1945 Surabaya in 2011.
The analysis in the Thesis is: On widening the road the calculation of pavement design with
flexible pavement calculation based on the Guidelines for Planning Thickness of Pt T-01-2002-B
Pavement Pavement, with the result that the cost requirement of using CTB is more efficient than
using Aggregate A and Aggregate B.
2.2. Basic Theory

Roads are land transportation infrastructure that includes all parts of the road, including
complementary buildings and equipment that are intended for traffic, which is on the surface of
the ground, above ground level, below the surface of the soil and / or water, above the water
surface, except railroad tracks. lorry roads and cable roads (RI Law No. 38 of 2004 concerning
Roads).
Road grouping based on its allotment consists of Public and Special Roads. Whereas based on the
network system, it is grouped on the Primary Network System and Secondary Network System.
For grouping of Public Roads, the grouping is based on Functions, Status and Class of Roads. The
legal basis for road development and maintenance in Indonesia is the Road Law no. 38 of 2004
concerning Roads.
Calculation Subject
Subjects Calculation in this thesis discusses and analyzes the planned thickness of road flexible
pavement, plans for overlay thickness, calculates the need for implementation costs and makes a
schedule for the execution of work and preparation of critical track schedules.
Location and Time of Research

The research location is the Mojokerto - Ploso Km road. Sbaya. 66 + 200 - 69 + 400 = 3,200 Km,
the status of the Provincial road is under the authority of the Public Works Office of the Bina
Marga of East Java Province.
Calculation Instrument
The research instrument used in the planning of flexible pavement thicknesses is a 2015 Pavement
Design (MDP) Manual: Number of 02 / M / BM / 2013 Revised by the Ministry of Public Works
Directorate of Highways. Calculation of the determination of the thickness of the existing road
overlay with the approach based on Pavement Thickness Index contained in the Bending Pavement
Planning (Pt T-01-2002-B). Calculation of Work Unit Price Analysis uses the Guidelines for Work
Unit Price Analysis (AHSP) from the Ministry of Public Works Ministry and the development in
2013. Schedule of work execution with S Curve, with assumptions of production capacity per day,
and calculating critical trajectories from the Project Management book and Construction in
Temporary Organizations by Wateno Oetomo (2014).
CBR Value Analysis
CBR analysis uses Component Analysis Method from the Department of Public Works. Analysis
of the results of CBR testing is needed to obtain test results that can represent all the results of the
subgrade testing on CBR throughout all sections of the road that have been divided into segments.
Table 1. Value of R for segment CBR calculations

Number of Observation
R value
Points
2 1,41
3 1,91
4 2,24
5 2,48
6 2,67
7 2,83
8 2,96
9 3,08
10 3,18
Source: Component Analysis (SKBI 2.3.26.1987)
Calculation of Planning Roads on Road Widening
From the results of the Road Planning calculation on the road widening the Road Improvement Package.
Kab. Mojokerto - Ploso (Link. 166) obtained the following pavement arrangement:
Figure 1 Road Pavement Arrangement
Calculation of Overlay Thickness on Existing Pavement

From the results of the calculation of the thickness of the overlay on the existing pavement, the
increase in the boundary road of Kab. Mojokerto - Ploso (Link. 166) obtained the following
pavement arrangement:
Figure 2 Overlay Thickness on Existing Pavement
Calculation of Critical Track Schedules

The critical path is the work on the path that has the longest time marked with the event has the same time,
the fastest time (EET) and the slowest time occurs (LET).
From the results of the calculation of the Critical Road Package for the Bts Road Improvement Schedule.
Kab. Mojokerto - Ploso (Link. 166) Critical pathway that passes through work activities: (B) Widening,
(C) Paching, (D) ATBL, (E) AC, (F) Shoulder road, and (G) Road markings.
5 1. Conclusion
Based on the analysis and discussion of the improvement and widening of the road, the budget,
the time of execution of the work, and the critical track path, in the Case Study of the Improvement
of Bts Road. Kab. Mojokerto Ploso, it can be concluded that the following handling is:
The thick arrangement of the pavement layer on the widening
Laston (AC) = 5 cm, Laston (ATBL) = 14 cm, CTB = 30 cm, Class B aggregate = 20 cm, Support
layer = 85 cm, Geogred for separator / separator between subgrade and selected land.
Thickness of overlay in the old pavement (existing pavement).
Laston (AC) = 5 cm, Laston (ATBL) = 14 cm
The cost of carrying out the work from the calculation of the work unit price analysis is Rp.
19,200,000,000.00 (Nineteen billion two hundred thousand rupiah).
From the calculation of the critical path, the critical path is the path that has the longest time with
a total float equal to zero (0) that is that it passes through the work activities: (B) Widening, (C)
Paching, (D) ATBL, (E) AC, (F) Shoulder of the road, and (G) Road markings.
5 . 2. Advice
From the results of calculations, analysis of the discussion and conclusions, in road planning must
consider the ease of carrying out the work in the field, using location material to the maximum
extent possible, taking into account the factors of road user safety and environmental sustainability
and good drainage, because the main enemy of asphalt pavement is water.
BIBLIOGRAPHY
The Office of Public Works of Bina Marga in East Java Province 2017, Technical Specifications.
The East Java Province Bina Marga Public Works Office 2017, General Conditions of
Contract.
Ministry of Public Works Directorate General of Bina Marga 2013, Road Pavement Design Manual
Number 02 / M / BM / 2013 revised 2015, by Kemas Ahmad Zamhari.
Ministry of Public Works 2013 Research and Development Agency, Guidelines for Analysis of
Work Unit Prices (AHSP).
Government of the Republic of Indonesia (2004), Law Number 38 of 2004 concerning Roads,
Government of the Republic of Indonesia, Jakarta.
Government of the Republic of Indonesia (2006), Law Number 34 of 2006 concerning Roads,
Government of the Republic of Indonesia, Jakarta.
Wateno Oetomo (2014), Project Management and Construction in Contemporary
Organizations.AASHATO, 1993, Guide for Desaign of Pavement Structures, the American
Association of State Higways and Transportation Officials, Washington, DC, USA.
Alamsyah, Alik Ansyori, 2001, Highway Engineering. Malang: UMM Press.
Anonymous 1, 1983, Pedoman determination of Thick Pliable Road Roughness Kingdom,
no. 01/PD/B/1983, Directorate General of Bina Marga, Jakarta
Anonymous 2, 1989, a thick Elastic Roughness Planning Guidance highway with the method of
analysis of the componentsof the Agency's Foundation Publishers, Publisher of public
works, Jakarta
Arizona, Femy and Agus Mulyono Taufik, 2015, "handling fee National Road Conditions Damage
roads and Effective Modulus of Roughness On National Roads in Demak". Journal Of
Transportation Vol. 15 No. 2 2015 August: 79-88
The public works Department Directorate General of Bina Marga, 1987, Thick Planning
Instructions Roughness Supple Highway with the method of analysis of the components
(MANUAL BOOK NO.SKBI – 2.3.26.1987)
The public works Department, Directorate General of Bina Marga, 1992, Geometric Planning
Ordinance Street Between the city, Jakarta
The Department of public works Directorate of the Bina Marga, 1997. Manual Indonesia Road
Capacity.
The Department of public works Directorate of the Bina Marga, 1987. Thick Elastic Roughness
Planning instructions, with methods of analysis components.
The Department of public works Directorate of the Bina Marga, 1990. Standard Specification For
Geometric Planning Of The Road Out Of Town.
The Department Of Public Works Directorate Of The Bina Marga, The Procedures For Planning
Road surface Drainage (STANDARD 03-3424-1994).
The public works Department, 2002. The procedures for calculation of concrete structures for
buildings building (SKSNI 03-2847-2002).
Ministry of public works, 2002, the center of the road and the bridge, the Agency's research and
development of PU, Indonesia national standard, the procedures for calculation of
concrete structures for Buildings (Beta Version) (SNI-03-2847-2002)
The Department of public works Directorate of the Bina Marga, 2002. User's Guide Technical
analysis unit price Work Road district.
The public works Department Directorate General of Bina Marga, 1987. Instructions
Planning of Thick Pliable Roughness highway with MANUAL BOOK NO.SKBI 2.3.26.1987
Component analysis method. Ministry Of Public Works,
Jakarta.
Depkimpraswil, 2003. Hot Mix Asphalt, Transportation Infrastructure Module, module b. 1.1 and
2. The Agency's research and Development Department of Settlement and infrastructure
Areas.
Government Regulation Number 34-year 2006
Siegfried, Sri Atmaja p. Rosyidi. 2007. "Thick Road Roughness Planning Description method
using Aashto,
1993". (http://xa.yimg.com/kq/groups/ 23711357/1875184704/name/AASHTO_design.
pdf.
Sukirman Silvia, 1999, Roughness Supple Highway, Nova, Bandung
Sukirman, s., 2003. Roughness Of Highways, NOVA Publishers, Bandung.
The Act of the Government of the Republic of Indonesia number 38 year 2004, about the road.
Wasis H, F, h. et.al. , 2012, The use of the T errasil S However,
the M aterial M odifier U Lo P erbaikan D aya D ukung S ubgrade , Department Of Civil
Engineering, Faculty Of Engineering University Of Diponegoro
Wong, Irwan Lie Keng, 2013, "comparative studies of road Roughness Supple Method Bina Marga
Dan AASTHO", National Conference of civil engineering 7 (Context 7), University Eleven
Maret (UNS) – Surakarta, 24-26 October 2013
ANALYSIS OF CONSTRUCTION CONTRACT PROJECT
COMPARISON WITH PNPM BASED PROJECTS IN
CONSTRUCTION PROJECTS (PPIP PROJECT
IMPLEMENTATION STUDY IN TUBAN DISTRICT)
Laksono D. Nugroho1, Budi Witjaksana1, Wateno Oetomo1, Andi Setiawan1
1
E-mail : laksonodnugroho@gmail.com
Abstract : The implementation of construction projects generally carried out in construction

contracts results in community apathy because they are not actively involved in the planning,
implementation and maintenance operations of construction projects. To foster community
antusism, the government launched the National Community Empowerment Program
(PNPM). One of the PNPM programs launched was the Rural Infrastructure Development
Program (PPIP). Election Implementation of a construction project by means of a construction
contract or community empowerment by considering several criteria and sub criteria so that
the implementation of construction projects can be carried out effectively and efficiently. The
criteria considered in implementing construction projects are time, cost, quality, community
participation, administration and independence. The Analytical Hierarchy Process (AHP)
method is used to analyze the results of the questionnaire so that the criteria and sub criteria
are weighted as a consideration for the selection of construction projects. Based on the results
of the analysis, we obtained the weights of the construction project implementation criteria,
namely: time with a weight of 0.198, costs with a weight of 0.203, quality with a weight of
0.178, community participation with a weight of 0.118, administration with a weight of 0.139
and independence with a weight of 0.139. Then it is known that the construction contract
weight is 1.045 and the weight of community empowerment is 0.955. Furthermore, the
calculation of alternative weights is carried out so that the criteria are obtained: time, quality
and administration are taken into account in the construction contract. Considerations: costs,
community participation and independence are taken into consideration by the project in
community empowerment. Based on the results of the analysis shows that the implementation
of construction projects is better done by means of a construction contract because it is clearly
incorporated in its accountability. The cost criteria are the biggest factor and sub-criteria the
accuracy of the start schedule of implementation occupies the highest score in the selection of
the implementation of the construction contract.
Keywords: construction contract, community empowerment, Analytical Hierarchy Process
(AHP) method
I. INTRODUCTION
In general, the development that has been carried out so far is top-down. The role of
government institutions from the initial idea stage to project implementation and maintenance
is very dominant. The aspirations of the community in the development process have not been
adequately accommodated, resulting in apathy from the community. In development,
especially construction projects that are top-down, the role of the community is only as the
recipient of decisions or the results of a program without knowing the course of the program.
The community sees a lot of physical development around it but the social aspects of their lives
are less touched, causing apathy and a sense of lack of development results, especially physical
construction. Creative ideas in society cannot be fully implemented in the development
process. To foster enthusiasm and increase active participation and community participation,
the government launched a national participatory community program called the National
Community Empowerment Project (PNPM). One of the PNPM programs that has been
launched is the Rural Infrastructure Development Program (PPIP). The program began in 2007
and comes entirely from the aspirations and creative ideas of the community from the stage of
identification, implementation, utilization to maintenance. In its implementation, the
community empowerment project must follow the rules and guidelines issued by the
government. This empowerment program is one of the government's efforts to alleviate poverty
in rural areas. The BLM financing comes from the State Budget, whose implementation is
adjusted to the principles, intentions and objectives of the program. The principles of
empowerment projects, especially PPIP, are the selection of activities carried out through
village deliberations and accepted by the community at large (Acceptable). Organizing
activities is carried out openly so that all elements of society are known (Transparent), activities
carried out by the community can be accountable. activities carried out can be beneficial in a
sustainable manner (Sustainable).
Based on the description above, problems will arise:
1. How to analyze the selection of construction project implementation between construction
contracts or community empowerment?
2. What factors (criteria and sub criteria) are most influential in the selection of construction
projects?
3. How is the effectiveness of construction contract projects compared to community
empowerment projects?

1. Analyzing the selection of construction project implementation by construction contract or
community empowerment.
2. Determine the weight of the factors (criteria and sub criteria) that are most influential in the
selection of the construction project implementation.
3. Choose the implementation of the contractual project with a community empowerment
project.

Nunky Oktovyanti (2014) in the Scientific Journal entitled Comparison of Community Self-
Management Systems and Contracting Systems for Handling Communal Building
Infrastructure in Settlements in Batu City revealed that in the framework of carrying out
communal infrastructure construction, the Batu City Government had implemented a project
with a construction contract system that is carried out by the Construction Service Business
Entity or with a self-management system by the community. The implementation of communal
development in the work of Wastewater Treatment Plant (WWTP), paving the road,
environmental drainage in Batu City has been carried out, both in self-management and in
construction contracts. Taking into account these conditions, it is necessary to study more
deeply about the comparison of self-management systems with the contract system in terms of:
human resources, funds, quality, implementation time and maintenance operations. From the
above background can be formulated namely the stages - the implementation of the project and
choose the pattern of handling the implementation of communal settlement infrastructure work
between the self-management system and the construction contract system. The research
objective is to find out the comparison between the stages of project implementation and
choose the appropriate handling pattern. The Analytic Hierarchy Process (AHP) method is used
in this study to determine the criteria and sub-criteria for determining decisions for multi-
criteria cases that combine qualitative and quantitative factors in the overall evaluation of
available alternatives. In decision making, it is generally found that the problem of determining
the weight of each activity according to the level of importance. In determining the valuation
between alternatives under certain criteria, pairwise comparisons are used.
In the International Journal of International Engineering Science and Technology Research

Vol. 1, No. 7, June 2013, PP: 98-109, ISSN: 2326-3113, entitled Application of AHP Method
for selecting the best environmental reduce strategy. demage caused by non metallic mining
Case study in Gunungkidul Regency, Yogakarta, Indonesia, Kholil and Rahma Oktaviani using
the AHP method is used to analyze strategies to control the impact of environmental damage
due to mining / mineral excavation class C in Gunung Kidul Regency, Yogyakarta. In this
study, the steps of the AHP method are used: criteria factor decomposition, making pairwise
comparison matrix, calculating priority weights and calculating consistency ratios. The criteria
analyzed are: availability of employment opportunities, increase in local revenue (PAD),
smallest risk, technology, largest economic income, policy and infrastructure support, support
from local communities.
2.2. Basic Theory

Construction is the activity of building facilities and infrastructure in the field of architecture
(building construction) and civil engineering. Construction can also be defined as the overall
object of a building consisting of parts of the structure. As an activity, construction consists of
a number of different activities. In one construction activity it is possible to have a sub-
qualification from the field of work carried out. Before implementation, construction activities
begin with integrated planning to determine the amount of costs required, engineering, the need
for OSH supporting equipment and equipment when construction work is carried out. A good
planning schedule will determine the success of a development related to funding,
environmental impact, availability of equipment, availability of building materials, logistical
public inconvenience related to construction work, preparation of documents and tenders, and
so on.
2.2.1. Definition of Construction Projects
Construction Project is an activity that has a certain period of time with limited allocation of
resources, to carry out a specified construction development objective. According to D.Id
Cleland and W.R. King (1987), the project is a combination of various resources, which are
collected in a temporary organization to achieve a particular goal. Activities or tasks carried
out in the project are in the form of construction / repair of facilities (buildings, roads, bridges,
dams and so on) or can also be in the form of research activities, development. Project activity
is a temporary activity that takes place in a limited period of time, with the allocation of certain
resources and intended (Suharto, 1995).
2.2.2. Definition of Community Empowerment
The definition of community empowerment refers to the word Empowerment, which is an
effort to actualize the potential that exists by the community. This is an approach to community
empowerment in community development efforts that are concerned with the emphasis on the
importance of independent local communities as a system in organizing themselves. Such a
community empowerment approach will give a role to individuals who are not objects, but as
community actors or actors in determining their own lives. Payne further (1997: 266) said that
empowerment is seen to help clients by generating energy in making decisions and determining
actions that they will do throughout life, including reducing the effects or consequences of
symptoms on the community or individuals to train so that the power grows by increasing self-
confidence capacity, among others through the transfer of power from the environment.
2.2.3. Analytical Hierarchy Process (AHP) Method
This AHP method is a support model developed by Thomas L. Saaty which is a decision
support model to describe complex multi-factor or multi-criteria problems into one hierarchy,
whereas according to Saaty (1994) hierarchy is defined as a presentation of a complex problem
from a multi-level structure, starting from the goal level, factor level, criteria, sub criteria and
so on to the lowest level or alternative level. So that from a very complex problem will be
broken down based on the groups that are arranged in the form of hierarchy, so that the problem
will be a form of structured and systematic problems.
The AHP method is often used in a problem solving compared to other methods, this is because:
1. The hierarchical structure is a consequence of the criteria chosen to the deepest sub criteria.
2. The AHP method takes into account validity up to the tolerance limit of various criteria and
alternatives chosen as decision making.
3. The AHP method can take into account the durability of the sensitivity analysis output
decision-making.
III. DATA ANALYSIS AND DISCUSSION

3.1 Research Object
The object of this research is the community empowerment-based construction project (PPIP)
in the period of 2015-2016 and the construction contract project located in Tuban Regency.
3.2 Decompotition
Decompotiton is breaking down a problem into its elements. At this stage, identification of
construction project factors from community empowerment (PNPM) and construction
contracts was carried out, then a hierarchy of factors for the implementation of construction
projects was carried out. Process hierarchy analysis is intended to analyze important factors
that influence the evaluation process in the implementation of construction projects at the
research location. As a tool to measure it, AHP (Analytical Hierarchy Process) questionnaires
are used. AHP (Analytical Hierarchy Process) variable is arranged based on the level that is
the Goal or goal is the implementation of the construction project and then the AHP model
criteria consist of time, cost, quality, community participation, administration and
independence which are then divided into several sub criteria based on the factors influential
in Criteria.
Table 1. Criteria Factors and Sub Criteria of AHP Model for Construction Projects
Kriteria Sub Kriteria Kode
1 2 3
Waktu (W) Ketepatan jadwal mulai pelaksanaan W1
Ketepatan penyelesaian pekerjaan W2
Penyelesaian pekerjaan mendahului waktu W3
pelaksanaan
Biaya (B) Kesesuaian dana yang digunakan B1
Transparansi dana B2
Adanya organisasi pemegang dana B3
Pelaporan pertanggungjawaban penggunaan dana B4
Rincian penggunaan dana B5
Mutu (M) Kemampuan untuk melaksanakan pekerjaan M1
Pengalaman kerja (personil) M2
Peralatan yang digunakan M3
Metode pelaksanaan yang diterapkan M4
Data pekerjaan yang sedang dilaksanakan M5
Partisipasi Keterlibatan masyarakat dalam perencanaan P1
Masyarakat (P) Peran aktif masyarakat dalam tahap kegiatan P2
Kelancaran pelaksanaan kegiatan P3
pengawasan oleh masyarakat P4
Administrasi (A) Rincian administrasi A1
Data pendukung administrasi A2
Tertib administrasi A3
Kemandirian (D) Sharing dana komunal D1
Dana sponsor D2
Tenaga / gotong royong D3
Source: Observation and interview
Figure 1. AHP model
Table 2. Weight of criteria for implementation of construction projects

Kriteria Kode Bobot Kriteria Rangking
Waktu W 0,198 2
Biaya B 0,203 1
Mutu M 0,178 3
Partisipasi Masayarakat P 0,118 6
Administrasi A 0,164 4
Kemandirian D 0,139 5
Source: Results of analysis
From the description of the respondents above, the respondents thought that the implementation
of construction projects in a construction contract was better carried out because the results of
the work were more maximal and accountable and with a short process. Respondents were of
the opinion that the contractual construction of the construction project would have an orderly
schedule, directed and had strict supervision. The schedule for the implementation of
construction projects in community empowerment tends not to be realized due to the cultural
culture of the local community, among others, the public's trust in the existence of good days
and the existence of prayer together before the start of work. Although the implementation of
construction projects in a contractual and community empowerment manner both do contract
signing, but contractual more clear and statutory responsibilities.
IV. CONCLUSIONS AND SUGGESTIONS
4 1. Conclusion
Based on the data analysis and discussion carried out, it can be concluded:
1. The Analythical Hierarchy Process (AHP) method is used to analyze the selection of
construction project implementation. The AHP method is used to choose whether the
construction project is carried out with a construction contract or community empowerment by
considering the factors that influence the implementation of the construction project.
Quantitative research is carried out with a pairwise comparison matrix and qualitative research
with interviews / interviews with respondents.
2. In the selection of construction project implementation between construction contract and
community empowerment, the criteria used based on survey, interview and combined with
KPIs Project Management (Key Performance Indicators) are time criteria, cost criteria, quality
criteria, community participation criteria, administrative criteria and criteria independence.
Cost criteria are the main factors for the selection of construction projects with a weight of
0.203, then the criteria for time with a weight of 0.198, quality criteria with a weight of 0.178,
administrative criteria with a weight of 0.164, independence criteria with a weight of 0.139 and
community participation criteria with a weight of 0.118. Sub criteria for the accuracy of the
start schedule for implementation in the time criteria occupy the highest score of 23 (twenty
three) sub criteria with a score of 0.102.
3. The results of the analysis of the implementation of the community empowerment and
contractual construction projects of 40 (forty) respondents thought that the implementation of
the construction project was better carried out in a construction contract. Based on the results
of the validation, the criteria analysis using the Analythical Hierarchy Process (AHP) method
in choosing a more effective construction project is a construction contract. Respondents were
of the opinion that the implementation of construction projects in a construction contract was
more optimal when compared with the implementation of construction by community
empowerment. In empowering the community, the planned time schedule tends to be
unrealized because of the cultural culture of the local community, including the public's trust
in the existence of a good day and the presence of joint prayer before the commencement of
work. Construction contract projects have more value because of the existence of a clear legal
entity and accountability.
4 . 2. Sugestion
The suggestions that can be given are:
1. Based on the factor analysis of the construction implementation selection taking into
account the various existing criteria and experience, the construction project should be
carried out with a construction contract with strict supervision.
2. The author's suggestion in the next research is to add criteria and more detail in dividing
the criteria with sub-criteria again. In this study sub criteria can be divided into more sub-
criteria.
BIBLIOGRAPHY
Wilayah.
Wilayah.
Prasarana Wilayah.
Jembatan, Jakarta.
Bandung, 2007
ANALYSIS OF RISK MITIGATION OF DEVELOPMENT
OF FLOOD CONTROL RESERVOIR OF JADI VILLAGE
TUBAN DISTRICT
Risma Marleno1, Budi Witjaksana1, Wateno Oetomo1, Arifatuzzahro1
1
E-mail : marleno.ts@gmail.com
Abstract : Facing the flood problem is a homework from the Tuban Regency Government that
must be completed in the near future, for that the Construction of the Village Flood Control
Reservoir Jadi Tuban Regency is one of the efforts to answer the task, and can be implemented
on time, a mitigation is needed in an effort prevent project delays.
This study uses the HOR method (House Of Risk) which is a framework consisting of HOR 1
and HOR 2 where in this method steps are taken by mapping the risk events with FMEA steps,
looking for risk-causing agents, analyzing risk agents by determining the Aggregate Risk
Potential (ARP), evaluates risk-causing agents with Pareto diagrams, and identifies proactive
actions, and determines priorities for handling / mitigating the causes of delays.
In this research, the risks are 18 risk events, 67 agents are the cause of risk, and the highest
priority is handling the determination of a qualified contractor in providing capital, materials,
labor, and equipment as well as a contractor who has a solid work team and has the right
implementation method and in accordance with Location and Weather, to be able to overcome
Project delaysProject delays
Keywords : HOR, Risk Event, Risk Agent,ARP, Mitigation,proactive action
I. INTRODUCTION
Tuban regency with the potential of very large quarrying materials encourages the emergence
of industries in the material processing sector of C-quarry mining, including Cement, currently
more than 4 (four) Cement factories are established in Tuban Regency, along with the
construction of large industries affecting the development of Tuban City, development cities
leading to the west and south include Semanding, Tuban and Merakurak Districts, covering 4
(four) villages and 9 (nine) villages. In this area there are long-standing residential blocks and
new housing including Semen Tuban Housing. Besides that various infrastructures such as
highways, markets, hospitals, shops, offices and various other buildings continue to increase
in number.
In the western part of the city there is a kemawing river or called Jambon afour, according to
the BAPPEDA study in Tuban District in collaboration with LPM ITS (2001) and the
preparation of Tuban City drainage network master plan (2003) the area around Jambon afour
is a residential area with technical irrigation flow from Boto Dam and Winong Dam. This area
is the most severely flooded every year, starting from 2001 until 2017
according to Radar Bojonegoro, Friday, December 9, 2016 and reinforced by data from BPBD
(Tuban District Disaster Management Agency that floods in the period of 2016 to 2017 have
occurred 5 (five) times, namely:
1. Afvour Jambon flood on February 23, 2016
2. Afvour Jambon flood on March 5, 2016
3. Afvour Jambon Flood on November 25, 2016
4. Afvour Jambon flood on December 9, 2016
5. Afvour Jambon flood on April 14, 2017
1. How to determine risk events and their causes (agents) for delays in project
implementation?
2. How to determine the linkages and priorities of risk events and their causes?
3. How to determine the priority of proactive steps in anticipating project delays?
1. Determine risk factors and risk agents for project delays;
2. Determine the priority of risk factors and risk agents;
3. Determine the proactive steps to be taken by first determining priorities.

2.1. Project Management
In order to work on the construction of the Flood Control Reservoir to run well and according
to expectations, it is necessary to have Project Management, considering that the notion of
project management is a new science that discusses projects which are the development of
conventional management which aims to regulate, manage limited resources ( Oetomo, 2014)
The main objectives of the project's goals and targets are to achieve performance or quality,
cost and time. No matter how small the Project activities must be able to complete three triple
constraints. Along with the development of the general definition era, Project management is
the art and concrete action of desires through a series of predetermined efforts to achieve the
desired results.
2.2. Management and Mitigation of Delay Risks in the Project
The implementation of a project to achieve the goals and targets of the project completes the
three constraints in its journey or in the life cycle of the project (life cycle) must be encountered
constraints / risks that arise. Risk Management is part of the project management process and
always accompanies the project process (Mulcahy, 2010) This process focuses on how risk
management can be applied in a project about who is involved and what procedures can be
applied by first implementing mitigation according to (Act Law Number 24 of 2007) is a series
of efforts to reduce disaster risk, both through physical development and awareness and
capacity building to face disaster threats. In the event of facing Project delays through steps:
✓ Risk Identification, Knowing who, What, how the causes of risk occur and knowing the
frequency and risk control
✓ Risk analysis, looking for causes and impacts
✓ Risk Evaluation, evaluating the results of risk analysis to determine the impact (severity)
caused
✓ Determine the risks that will be faced;
✓ Determine the priority of the proactive steps to be taken.

3.1 Activity Mapping Stage
Mapping what activities are carried out during the construction of flood controllers starting
from the Feasibility Study, Design Planning, Procurement, Construction Work, Hand Over
processes.
3.2. Risk Identification Stage
In this stage a risk register will be produced which contains:
1. What are the risks that occur (What)
2. Risk origin / where risk occurs (Where)
3. How do these risks occur / be discovered (How)
4. Why does the risk appear (Why)
where the risks mentioned above have an impact on the project life cycle and affect the project
completion time. From mapping the activities obtained by the type of work and looking for any
risks that may occur (risk events) by giving an assessment on a scale of 1 to 5 to the severity
(severity) of the risk that occurs (Severity Level) / Impact of severity.
3.3. Linkage Analysis of Risk Events
The linkages between risk events need to be known for a better mitigation process. The
distribution of questionnaires on the inter-risk linkages is only distributed to people who are
competent in their fields, such as project managers, owners, or contractors. After obtaining a
score for each relationship between risk events, then mapped into the correlation matrix of the
relationship between risk events.
3.4 Risk Analysis Phase
Risk Analysis is a process to analyze qualitatively and quantitatively the impact of risk
(severity) and the possibility of occurrence of risk (occurrence) of the project objectives that
have been set. The purpose of risk analysis is to sort out risks and separate them between risks
that are dangerous and insignificant risks and create a risk map profile according to its rank.
These results will be the basis for risk analysis and handling at a later stage. Impact (severity)
and correlation (correlation) between risk events and risk agents, and the likelihood of these
impacts occurring (occurrence) combined to determine the level / risk rating. This risk analysis
process is carried out by analyzing the causes of the risks that have been identified and then
calculating the Aggregate Risk Potential (ARP) value using the HOR1 Model. This ARP value
is obtained from the sum of the multiplication levels of severity with the occurrence level. The
results of this risk analysis stage are risk priorities and the classification of this ranking is based
on Pareto 80:20 which is then used as a reference for the preparation of risk management plans.
3.5. Risk Evaluation Stage
The risk evaluation phase aims to produce a sequence of risk priorities to be handled further
risk mitigation. What is done in this stage, which is comparing the Risk Profile with the Risk
Evaluation Criteria previously set, and estimating whether a risk is acceptable or not, in
accordance with the previous criteria, or considering the analysis of benefits and costs.
3.6 Risk Response Phase
The strategy design process is carried out using the second phase of the House of Risk (HOR)
matrix to develop mitigation actions in dealing with risks that could potentially arise in the
supply chain. HOR2 describes the steps at the strategy design stage, namely:
a. Choose a number of high-value risk agents
b. Identify possible actions to prevent risk.
c. Determine the correlation between each prevention action and each risk agent (Ejk).
d. Calculate the Total Effectiveness of each action.
e. Assess the level of difficulty in carrying out each mitigation action using a Likert scale or
other scale that describes the funds or other resources needed during the mitigation action.
In this study using the HOR method where the steps carried out are as follows:
1. HOR 1 is used to determine which risk causes (Risk Agents) will be given priority for
actions to prevent delays
2. HOR 2 determines which activity will be taken based on consideration of the costs and
available resources
From the results of the research conducted on the Project for the Implementation of the
Development of the Village Flood Control Reservoir, the District of Tuban was obtained with
the following results:
1. Risk Events or risk events of 18 risk events
2. Risk agents as 67 causes of risk
3. From the ARP calculation results of ≥200, and the Pareto Diagram, 22 large Risk Agents
were chosen to hinder the implementation of the Project,
4. Priority Ranking Proactive steps towards potential risk agents are in table 1 as follows:
Table 1 Ranking the effectiveness of proactive steps

No. Proactive Steps Ranking the Description
effectiveness of
proactive steps
1 2 3 4
1 Team work the contractor must be III
qualified in project management
2 The quality of the building must XI
comply with the technical
specifications
3 A good coordination between the V
owner, consultant and Contractor
4 Optimal planning and meticulous of VI
planners kosultan
5 The selection of the consultant for VII
quality Planner
6 The selection of the contractors of I
quality in the provision of capital,
material and equipment
7 Proper Planning survey with accurate VIII
data
8 The utilization of the available material X
around the location of the job
9 Incorporate environmental factors and XII
sociological society in planning
10 hold a renewal survey data IV
11 Team work Owner is a solid team and IX
ably and integrate
12 The proper implementation of the II
method and in accordance with the
conditions of the pitch and the weather
Source: Processed Researchers
4 1. Conclusion
From the results of research conducted on the implementation of the construction of the flood
control village so that the Tuban District using HOR application, the following conclusions
were obtained:
1. Through the identification stage with the HOR I method obtained Risk Events or risk events
as many as 18 risk events with risk agents as many as 67 causes of risk;
2. From the ARP calculation results, and the Pareto Diagram is taken 22 risk agents with high
potential to inhibit the implementation of the Project with ARP values above 200;
3. With the HOR Method 2, ranks 1 through 12 Priority Proactive Steps are obtained
4 . 2. Sugestion
From the results of the above conclusions, suggestions that we can convey so that this research
is useful and as expected are:
1. In using this method the accuracy in data input is very influential, and if done manually, it
should be done carefully and even better if there is already a calculation application.
2. The use of this method is very dependent on the type and model of the activity to be studied,
should be adjusted to the conditions of work to be studied.
References
Wilayah.
Wilayah.
Prasarana Wilayah.
Jembatan, Jakarta.
Bandung, 2007
Risk Analysis on the Construction Project of the Basement
Building Under Jalan Pemuda-Yos Sudarso, Surabaya
Suntana Sukma Djatnika1, Budi Witjaksana1, Wateno Oetomo1, Bambang W1
1
E-mail : suntanadjatnika @gmail.com
Abstract : The basement project that will be built under the Pemuda-Yos Sudarso Surabaya
road is located in the center of Surabaya and in the Class A cultural heritage area. The
condition is likely to cause many problems during the construction. Such problems could be a
risk factor and would have an effect on the completion of the outcome of the work, therefore
the identification of risks to determine how to control risk becomes very important in an effort
to improve the successful implementation of the project.
This study uses questionnaire distributing instruments for respondents and interviews of
resource persons deemed competent for risk allocation and risk response. Determination of
risk identification variables is based on common risk checking where initial risk identification
is compiled based on interviews with competent resource persons, previous theoretical and
research studies. Data analysis technique is assisted by probability impact matrix and statistical
calculation to measure correlation level with spearman rank followed by interview with
resource to confirm risk allocation and risk response technique.
There are identified 28 (twenty eight) risks, there are 4 (four) risks affecting the cost of
completion of the project that is dominant (Unaceptable) and 16 (six)) risks including the
category of being or not expected (Undesirable). For the risk of impacting project completion
time there are 5 (five) dominant risks and 17 (seventeen) risks including medium or
unexpected category. From the analysis there are 16 (sixteen) risks that correlate to cost and
23 (twenty three) risks that correlate to the project completion time. There are 9 (nine) risks
allocated by Owner, 4 (four) risks allocated by Design Consultant 8 (eight) risks ownership of
Contractor, 1 (one) risk allocation of Supervisory Consultant /CM, 4 (four) risks allocated by
Service Provider (Deigner, Supervisor /CM, & Contractor), 4 (four) risks as joint risks.
Keywords: Basement, Risk Identification, Risk Response, Risk Ownership
I. INTRODUCTION
Urban land problems are often faced with problems regarding limited availability of land,
resulting in skyrocketing land prices, because of that an appropriate alternative is needed to
overcome these problems. One alternative solution that is often done at this time is
development with principles that are contrary to the principle of skycraper buildings, namely
by building underground which is known as a landscaper.
The form of the landscraper is by building a basement or commonly referred to as a basement.
In the construction of high-rise buildings and locations that require a larger area of land for
supporting areas (parking areas) and services (MEP equipment area) is often finally resolved
by building additional basement spaces.
Basement construction in a dense area requires good planning, appropriate implementation
methods, taking into account the conditions of the project site, limited access, limited
possibilities of heavy equipment use, and other conditions and limitations. Problems that arise
often occur due to uncertainty from risk sources. So many technical variables that cannot be
ascertained and so many other risk sources that cause the possibility of problems that
sometimes fail to be anticipated.
The Surabaya City Government currently intends to build and develop the Youth Center area
with better and better conditions with limited land, so it is deemed necessary to develop a
basement building.
The basement building that will be built is located in the area of the Youth Hall Building,
located inside the area until it is located just below Pemuda-Yos Sudarso road.
Previously in the first phase the construction of a 1-story parking basement was carried out,
located in the center of the Youth Hall and Surabaya Arts Council area. The implementation
of phase 1 development lasted 8 months with the top down method successfully implemented
well with several construction problems that could be largely overcome properly.
The next phase that will be built is the parking Basement stage 2-3 and in the fourth stage and
then in the 5th stage a functional Basement will be built for the needs of the gallery of UMKM
activities, arts, youth activities and parking in the area under Pemuda-Yos Sudarso road.

1. What risks were identified in the plan to construct a Basement Under Road building
project in the Surabaya Pemuda Hall area?
2. What risks correlate with cost and time?
3. What about the allocation of risk ownership (ownership of risk)?
4. What is the control plan or response to the dominant risk that will occur?

1. Knowing what risks are identified in the planned construction of the Lower Road Basement
building in the Surabaya Youth Center area.
2. Knowing what risks correlate with costs and time.
3. Knowing the allocation of risk ownership (ownership of risk).
4. Determine a control plan or response to the dominant risk that will occur.

2.1. Risk
Risk is a danger, the consequences or consequences that can occur as a result of an ongoing
process or future event. (Anonymous, Wikipedia). Risk can be interpreted briefly as a condition
of uncertainty, where if an undesirable situation occurs, it can cause a loss in the future.
Dominant risks (major risk) are risks that fall into the Unacceptable category (risks that cannot
be accepted) and risks that are categorized as Undesirable (risks that are not expected). The
existence of dominant risks (major risk) will have a major effect on the project. (I Wayan Muka,
2015).
Risk Response is an activity to determine prevention or solutions when an event risk occurs.
Risk Response, consists of 4, namely: Accept, Reduce, Divert and Avoid.
Ownership of risk responsibility (ownership of risk) is allocated with the principles developed
by Flanagan and Norman (1993) including: (a) Which parties have the best control over events
that pose a risk; (b) Which party can handle when the risk arises; (c) Which party takes
responsibility if risk is not controlled. If the risk is outside the control of all parties, it is assumed
to be a joint risk.
2.2. Risk management
Project risk (project risk) is an event (event) or an uncertain condition (uncertaint), if it occurs
has influence, and brings consequences or impacts. (Budi Santosa, 2009).
For an event, it can be seen in terms of probability (likelihood) and the impact of the event. An
event can have a small probability with a large impact, or a large probability with a small
impact. From this we can calculate which events are more dangerous or riskier, so the risk is
expressed as Risk = f (probability, impact).
In general, risk management defines it as a process, identifying, measuring and ensuring risks
and developing strategies to manage these risks. In this case risk management will involve
processes, methods and techniques that help project managers maximize the probability and
consequences of positive events and the minimum probability and consequences of opposite
events.

3.1 Brief Description of Research Object
The Regional Youth Center project is a regional development project which consists of several
stages, while the project stages are as follows:
Construction of the Parking Basement (2016 to 2019)
The 1-story parking basement project is carried out in three stages according to the budget
capabilities of the Surabaya City Government which include the following:
1. Phase I 2016: It has been completed with the construction of a parking basement to access
ramp in and out; capacity of 18 cars and 50 motorbikes. Budget of Rp. 20 Billion.
2. Phase II 2017: Will build a basement that accommodates 36 cars and 27 motorbikes, a
budget of Rp. 20 billion.
3. Phase III 2018-2019: will be built for an additional capacity of 33 cars will be
accommodated. So the total parking capacity can accommodate 87 cars and 77 motorbikes.
4. Construction of Surabaya City DPRD Tower Building (2017-2018): construction of the
Surabaya City DPRD Tower building which is planned to be prepared for 7 floors to be built
which will include the functions of the DPRD workspace, Library, Limited Meeting Room.
Built with financing of multi-year systems. Functional Basement Development (2020-
2022): Functional basements are basements intended for MSME galleries; Youth activities;
Art and other functions and parking. The basement position is below Jl. Pemuda-Yos
Sudarso. This stage requires traffic engineering in the form of flow switching, because there
is a development that causes no crossing from Jl. Governor Suryo to Jl. Yos Sudarso (Bambu
Runcing) and Jl. Youth to Jl. Yos Sudarso (City Hall).
Figure 1. The Phasing Plan District Youth Hall

Figure 2. Piece Concept (Elongated North-South)
Figure 3. Lay Out Your Basement

Table 1. Tables Of Probability Impact
4 1. Conclusion
Risk Identification
From the results of the analysis of risk identification on the construction of a basement building
down the road on Jl. Pemuda-YosSudarso Surabaya is identified as follows.
There were 28 (twenty eight) risks identified. These risks come from several risk sources as
follows:
a. 7 (seven) Management risks
b. 3 (three) contractual risks
c. 3 (three) Social and Political risks
d. 3 (three) design and technology risks
e. 5 (five) risks of Construction Implementation
f. 1 (five) Material & Equipment risks
g. 1 (five) resource risks
h. 4 (four) Force Mayeur
Of the risks identified and risk acceptance level analysis, the cost of project completion is
impacted:
a. There are 4 (four) dominant risks including dominant / high or unacceptable categories.
b. 16 (sixteen) risks are categorized as undesirable.
c. 8 (eight) risks are categorized as low or acceptable (Acceptable).
Of the risks identified and carried out an analysis of the level of acceptance of the risk impact
on the project completion time are:
a. There are 5 (five) dominant risks including dominant / high or unacceptable categories.
b. 17 (seventeen) risks are categorized as undesirable.
c. 6 (six) risks are categorized as low or acceptable (Acceptable).
4 . 2. Sugestion
From the results of the above conclusions, suggestions that we can convey so that this research
is useful and as expected are:
1. The existence of risks that belong to the dominant or high risk category (Unacceptable)
must get special attention to be able to reduce the negative impacts caused such as
mitigation measures for the risk of natural disasters (force majeure) which is also a joint
risk because it is outside the control of all parties to do risk reduction by making initial
preparations to anticipate the implementation of construction that is more ready and risk
transfer can also be done by insuring work. While the risks included in the medium (not
expected-unwanted) category should also receive attention by taking preventive measures
to reduce the negative impacts they cause.
2. Construction implementation activities with the most identified risks must be given special
attention to Unacceptable risks including risks that are joint risks and should also pay
attention to risks of Undesirable.
3. The source of force majeure risk which is included in the dominant and moderate risks
should be anticipated by the Service Provider with a technical response so that the force
majeur risk allocation is the full allocation of the Service Provider..
References
A Guide to the Project Management Body of Knowledge, (PMBOK® Guide) Fourth Edition,
Project Management Institute. 2008.
Ali Hasmy, 2012, Analysis Data, [cited on 2017]. Available from URL: http://omegahat-
statserv.blogspot.co.id
Anonim, 2008. Manajemen Risiko dan Fungsi Pengawasan. [cited on 2017]. Available from:
URL: http://www.bppk.depkeu.go.id
Anonim, 2008. Manajemen Risiko. [cited 2017]. Available from: URL:
http://www.wikipedia.com
Anonim, 2016. Penelitian Kualitatif. [cited 2017]. Available from: URL:
Anonim, 2016. Penelitian Kuantitatif. [cited 2017]. Available from: URL:
Bambang Wisanggeni, 2010, Analitycal Hierachy Process (AHP.) [cited 2017]. Available
from: URL: https://bambangwisanggeni.wordpress.com/2010/03/02/analitycal-
hierarchy-process-ahp/
Bagus Yuntar Kurniawan (2011), Analisa Risiko Konstruksi pada Pembangunan Apartment
Petra Square Surabaya, Penelitian Tugas Akhir- FTSP ITS Surabaya.
Budi Santosa, 2009, Manajemen Proyek; Konsep & Implementasinya, Graha Ilmu.
Darmawi, H., 2000. Manajemen Risiko, PT. Bumi Aksara. Jakarta.
DjojoSudarso, Soeisno, 2003. Prinsip-prinsip Manajemen Risiko Asuransi. Penerbit Salemba
Empat, Jakarta
Duffield, C & Trigunarsyah, B. 1999. Project ManagementConception to Completion.
Engineering Education Australia. (EEA). Australia
Flanagan, R., Norman, G., 1993. Risk Management and Construction. Cambridge University
Press.
Galih Satriya Prayoga, 2012, House of Risk, [cited on 2017] available from: URL:
http://statistiser.blogspot.co.id/2015/03/house-of-risk-hor.html
Godfrey, P. S., 1996. Control of Risk, A Guide to The Systematic Management of Risk from
Construction. Connstruction Industry Research And Information Association (CIRIA).
Westminster London.
Hanafi, Mamduh. 2006. Manajemen Risiko.Unit Penerbit dan Percetakan Sekolah Tinggi
Ilmu Manajamen YKPN. Yogyakarta
Hasan, Iqbal. 2010. Pokok-pokok Materi Statistik 2 (Statistik Inferensif). Jakarta: Bumi
Aksara.
I Wayan Muka (2015), Analisis Risiko pada Proyek Pembangunan Parkir Basement Jalan
Sulawesi Denpasar, Jurnal pada Media Komunikasi teknik Sipil.
Iman Soeharto (1997), "Manajemen Proyek", Erlangga, Jakarta.
Jonathan Sarwono (2006), Metode Penelitian Kuantitatif dan Kualitatif, Yogyakarta: Graha
Ilmu.
Kerzner Harold Kerzner PhD, (2001). Project Management: A System to Planning,
Scheduling and Controlling, 7th Edition , John Wiley & Sons.
M. Nashihun Ulwan (2014), Proporsive random sampling (cited on 2017) available at URL:
http://www.portal-statistik.com/2014/02/teknik-pengambilan-sampel-dengan-
metode.html
Mistra. 2012. Struktur dan Konstruksi Bangunan Tinggi Sistem Top and Down. Jakarta :
Griya Kreasi.
Nur Indriantoro& Bambang Supomo; 2012, Metodologi Penelitian Bisnis, Edisi 1, BPFE
Jogjakarta
Rita Mulcahy, Risk Management; tricks of the trade for Project Manager, and PMI-RMP
Exam Prep Guide, Second edition, RMC Publication Inc, USA.
Wagiran. 2014. Meodologi Penelitian Pendidikan. Teori & Implementasi. Yogyakarta:
Depublish
ESTIMATION OF COSTS USING "COST SIGNIFICANT
MODEL" ON THE STRUCTURE OF BEAM GIRDERDI
DEVELOPMENT OF DPU BINA MARGA BRIDGE
PROVINCE OF JAWA TIMUR
Esti Wulandari1, Budi Witjaksana1, Wateno Oetomo1, Hadi Pramoedjo1
1
E-mail: estiwulandari@gmail.com
Abstract: Cost estimation is one of the construction process to know the amount of cost for
completion of a project. The cost model on the project should be simple, easy, accurate and
the results are accountable. This study is intended to find out the work affecting the total cost
of bridge construction, model and cost model. Cost method realization model with cost model
used in DPU Bina Marga East Java Province.
This research chose location in East Java area with research object of Bridge Girder
Construction at DPU Bina Marga East Java Province. The research data were taken using a
census of development work packages in the same province of East Java whose funds were
sourced from APBD, from 2011 to 2014. The research data consisted of nearly equal 6 (six)
job project data. Data analysis technique used in this research is using descriptive statistical
analysis and inferential analysis.
Based on the calculation, there is a procurement of top and installation buildings, stone and
masonry work, pavement and asphalt work, reinforcement work, foundation work and
concrete work significantly to the cost of building girder bridge, 84.72% additional cost,
otherwise 15.28 % Caused by other causes, Model cost of development of the Bridge with the
Model Significant Cost is: Y = 22.971.133,97 + 1,513 X7 + 1,161 X9 + 2,108 X3. A curation
of significant models is ranged from -10.20 % to + 6.75 %. Estimates with the Cost Significant
Model resulted in better results when compared to parameters using long road parameters that
have been used in DPU Bina Marga East Java Province with an accuracy ranging from -38.68
% to + 38.05 %.
Keywords: Significant Cost Model, accounting, development cost, bridge length parameters
I. INTRODUCTION
The preparation of the development budget of a project requires accuracy in the estimated costs,
in this case the estimated costs play an important role in budgeting. The estimated cost is one
of the construction processes to know the magnitude of the cost to the completion of a project.
On a construction project in the Government estimated cost is calculated based on the quantity
of the results of calculation of the plan implemented by the image consultant Planner. However,
in certain cases, e.g. natural disasters floods or landslides that resulted in a bridge collapse and
the bridge is a vital access which must be quickly dealt with, then the required speed of
handling. To handle such cases required speed and accuracy estimation of the costs for the
budgeting on the construction of the bridge cost estimation process, building upon the very
structure of the affect the in the amount of the fee required. Types of building structures over
commonly used for construction of the bridge. The estimated cost of the construction of bridge
structures over it using concrete prestressing. The methods that will be used to examine the
cost estimation is Significant Cost Model. Cost Model is a Significant way of estimating costs
by means of collecting data Bill of Quantity of some similar contracts have been implemented
in the previous year on projects PU Bina Marga. To get the perfect research required data
collected from the construction contract Bill of Quantity bridge DPU Bina Marga East Java
Provincial fiscal year 2011 – 2014.

1. What type of work has significantly affected the overall cost of building a bridge?
2. What is the estimation model of the cost of the girder beam bridge construction using the
"Cost Significant Model" method in the East Java Province Highways DPU?
3. What is the accuracy of the estimation model of the cost of the girder beam bridge
construction using the "Cost Significant Model" method towards the realization of costs?
4. What is the comparison between the accuracy of the estimated model cost of the girder
beam bridge construction using the "Cost Significant Model" method with the estimation
model that has been used in the DPU Workers' Office of East Java Province?

1. Knowing the type of work that has a significant effect on the overall cost of building a girder
beam bridge.
2. Find an estimation model for the construction of girder beam bridges using the "Cost
Significant Model" method in the DPU of Bina Marga in East Java Province.
3. Knowing the accuracy of the estimated cost model of the construction of the press girder
bridge with the method "Cost Significant Model" to the realization of costs.
4. Comparing the accuracy of the estimation model of girder beam bridge construction costs
using the "Cost Significant Model" method with an estimation model that has been used in
the DPU of the Highways of East Java Province.

2.1. Previous research
Previous research and studies related to the estimated cost of development using the Cost
Significant Model method to support this research are as follows:
1. Bakar (2014), entitled Estimated Cost by Using "Cost Significant Model" on Steel Frame
Bridge Work in the South Cross Road Construction Project in East Java Province. This study
analyzes the bridge frame of the South Java provincial south road development project. The
results of this study are the procurement of building and installation, reinforcement work,
earthworks, foundation work and concrete work significantly influence the cost of building
a steel frame bridge, where 85.39% of the bridge construction costs, while the remaining
14.61% is influenced by the other reasons. The estimated cost of development model of the
South Cross Bridge of East Java with "Cost Significant Model" is: y = Y = 75,709,920,922
+ 0,709 X7 + 0,573 X5 + 0,917 X3. The accuracy of the estimation model of bridge
construction costs using the "Cost Significant Model" method is in the range of -3.47% to +
27.26%, with an average of + 1.17%.
2. Kaming et al (2009), entitled Development of "Cost Significant Modeling" for Estimating
Water Project Costs. This study describes the nature and usefulness of the cost model, and
the principle of significant costs can produce a simple, structured and accurate measurement
method. The results of this study are the accuracy rate for the consolidation dam ranges from
7% - 15%, the sediment retaining range is around 7%, and the channel ranges from 6%.
While the level of accuracy in tender activities ranges from 5% -15%.
3. Dewita (2013) entitled Model Facilities Maintenance Costs at Bali's Ngurah Rai Airport.
This study analyzes the maintenance cost model to identify maintenance activities in Ngurah
Rai Airport by collecting data on facility maintenance costs in the last 5 years (2007-2011).
The results of this study are using the Cost Significant Model and multiple linear regression
equations, resulting in significant maintenance of facilities that affect the cost of maintaining
facilities at Ngurah Rai Airport, namely passenger terminal building maintenance costs
(X6), maintenance costs (X1), taxiway maintenance costs ( X2), maintenance costs for AC
installation (X14), road maintenance costs (X4), vehicle parking maintenance costs (X5),
and air transportation maintenance costs (X10). The regression equation model obtained is
3, namely 1) Y = 11873745878,77+ 0,993X1 + 0,826X2 + 0,334X4 + 1,181X6, 2) Y = -
698840481,94 + 1,327X1 + 1,716X2 + 5,516X5 + 3,060X14, and 3) Y = 82110363478.07
+ 1,013X1 - 17,223X5 + 22,406X10 - 12,035X14. After testing the Cost Model Factor
(CMF) on the three multiple linear regression equations, the most accurate equation is the
linear regression equation Y = 82110363478.07 + 1.013X1 - 17.222X5 + 22.406X10 -
12.035X14 with the average ratio of the difference of the equation this is 0.006% of the
actual cost, so this estimation model is very good to be used to model facility maintenance
costs at Bali's Ngurah Rai Airport.
2.2. The Basics Of Cost Significant Models
According to Poh and Horner (1995) in the journal "Cost-significant modeling-its potential for
use in south-east Asia", states that the tender process in Indonesia is sometimes influenced by
local culture. Relationships based on trust between the customer (owner) and the contractor
can reduce the calculation of project estimates in detail. The contractor simply identifies and
roughly describes the project needs and carries out price negotiations (Bakar, 2014).
As the basis of the Cost Significant Model is to rely on well-documented findings that 80% of
the total value of the project is contained in 20% of the most expensive work items. For projects
that have similar characteristics, costly items are roughly the same.
Cost significant items can be collected using a variety of techniques into the same number of
cost-significant work items, which can present the exact proportion of the total budget costs
that are usually close to 80%. The total value of the project can usually be calculated by
multiplying the total price of the cost-significant packages with the right factor, approaching
1.25. The value of these factors varies depending on the category and analysis of historical
data. Plans of planned work can reflect field implementation, thus feedback and control can be
facilitated. In common, only about 10% of the total items from conventional budgets.
Simplification of this model reduces the time for Estimating costs compared to traditional cost
budgets, which can consist of thousands of items. Cost Significant Models can be used to
estimate costs better than 5%, and the final calculation is better than 1%. The accuracy can be
increased or decreased by improving the model and depending on the data which are available.

3.1 Identification Of Variables
These studies involve a single variable and ten free variables. As free variables include: the
cost of the work mobilization, cost jobs, the costs of earthwork, drainage, concrete job cost,
cost, cost of the reinforcement work of the Foundation work, building upon the procurement
cost, installation cost, cost of building upon the the work of the pair of rock and stone, and the
cost of the job returns job conditions and minor. While the variable is bound in this study is the
amount of the value of the job/real cost. The relationship between the free variables with the
variable It can be illustrated in the research model as follows:
X
X
X
X
Y
X
X
X8
X
Figure 1. The relationship between the free variables with variables bound
Image captions:
X1 = The cost of the work mobilization
X2 = The cost of the drainage work
X3 = The cost of earthwork
X4 = The cost of the concrete work
X5 = The cost of the work of reinforcement
X6 = The cost of the work Foundation
X7 = The cost of procurement of building upon the
X8 = The installation cost of building upon the
X9 = The cost of the brick and stone couples jobs
X10 = The cost of the job returns job conditions and minor
Y = The amount of the value of the job/real cost
Table 1 Comparison Of Model Estimation Of The Cost Of Construction of The Bridge
THE THE METHOD
COST SIGNIFICANT
LENGT PARAMETER IS THE
PACKAGE TOTAL COST of MODEL
H OF LENGTH OF THE BRIDGE
NO NAME IMPLEMENTATI
THE
PROJECT ON (2017) ESTIMATIO ACCURAC ESTIMATIO ACCURAC
BRIDG
N OF COSTS Y N OF COSTS Y
E
(Rp.) (m) (Rp.) (Rp.)
1 2 3 4 5 6 7
50 12,643,893,6 8,750,000,00
1 PLAPAR 12,955,693,310 34 -2.41% 0 -32.46%
21 2,993,415,72 3,675,000,00
2 CUMPLENG 2,966,905,521 2 0.89% 0 23.87%
KADEMANGA 40 8,360,487,61 7,000,000,00

3 N 7,855,887,997 0 6.42% 0 -10.89%
24 6,634,439,87 4,130,000,00
4 MOROWUDI I 6,734,686,631 6 -1.49% 0 -38.68%
KEDUNG 38 5,646,591,96 6,650,000,00

5 SUMBER I 5,289,507,850 4 6.75% 0 25.72%
TEMBERU 34 3,870,517,44 5,950,000,00

6 ALIT 4,310,034,096 2 -10.20% 0 38.05%
Max 6.75% 38.05%

Min -10.20% -38.68%
Source: Analysis Results
From comparisons of models such as table 1 accuracy model which is positive stated that the
estimated costs are greater than the cost of implementation (actual cost). While on the contrary,
the accuracy of the model is negative States that estimated the cost of implementation costs
(actual costs). Accuracy with "Significant Cost" Model in the range-10.20% up to + 6.75. While
using the method parameter length of road which is used on the public works agency Bina
Marga province of East Java, ranging between-38.68% up to + 38.05%. Estimated cost with
"Significant Cost" Model "developed a better estimation of yield compared to the estimate by
using the parameters of the length of the bridge.
4 1. Conclusion
Based on the results of research that has been carried out, the following conclusions were
obtained:
1. Procurement, building upon the work of the pair of stone and brick, and asphalt roughness
berbutir work, is a work that greatly affect the overall costs significantly to construction of
the bridge.
2. The model estimated the cost of construction of the bridge in Agency PU Bina Marga
Eastern provinces with "Significant Cost" Model was: Y = 26,217,681.38 + X 7 + 1.161
1.513 X9 2.108 + X 3
3. The accuracy of model estimates of the cost of construction of the bridge with the method
of "Significant Cost" Model "is in the range-10.20% up to + 6.75%. The value of accuracy-
10.20% indicates that the costs to the "Cost Model" Significant smaller 10.20% of the actual
cost and so did the value of accuracy + 6.75% indicates that the costs to the "Cost Model"
Significant larger than 6.75%% of actual cost.
4. Estimation with "Significant Cost" Model "produces a better estimation when compared
with the estimated parameters using the long path that has been used on the public works
agency Bina Marga East Java province that its accuracy range between-38.68% up to +
38.05%.
4 . 2. Sugestion
On the basis of the conclusions of the study as described previously, then things may be
suggested as follows:
1. Based on the accuracy of the model is obtained, then the estimated cost with "Significant
Cost" Model "used in the early stages planning to arrange the building of the bridge project
budgets in East Java province by using beam girder.
2. For estimation beam bridge girder construction costs in the construction of the bridge
project in East Java province next year, is expected to take into account the magnitude of
inflation applicable to the year in question.
References
Anonim. 2004. Undang - Undang Republik Indonesia No. 38 Tahun 2004 Tentang Jalan.
Jakarta: Departemen Pekerjaan Umum Dirjen Bina Marga.
Anonim. 2006. Peraturan Pemerintah Republik Indonesia No. 34 Tahun 2006 Tentang Jalan.
Jakarta: Departemen Pekerjaan Umum Dirjen Bina Marga.
Anonim. 2007. Klasifikasi Jaringan Jalan Menurut Fungsi (Peranan) Dan Status (Wewenang
Pengaturan). Jakarta: Departemen Pekerjaan Umum Dirjen Bina Marga.
Bakar, Abu. 2014. Bakar (2014), yang berjudul Estimasi Biaya Dengan Mengunakan “Cost
Significant Model” Pada Pekerjaan Jembatan Rangka Baja Di Proyek Pembangunan
Jalan Lintas Selatan Provinsi Jawa Timur. Surabaya: Universitas 17 Agustus 1945.
Dewita, Reni. 2013. Model Biaya Pemeliharaan Fasilitas Pada Bandar Udara Ngurah Rai Bali.
Jurnal Spektran.
Dipohusodo, Istimawan 1996. Manajemen Proyek dan Konstruksi Jilid 2. Yogyakarta:
Kanisius.
Giatman, M. 2007. Ekonomi Teknik. Jakarta: Raja Grafindo Persada.
Hajek, Victor G. 1994. Manajemen Proyek Perekayasaan. Jakarta: Erlangga.
Indrawan, Gede Sony. 2011. Estimasi Biaya Pemeliharaan Jalan Dengan “Cost Significant
Model” Studi Kasus Pemeliharaan Jalan Kabupaten di Kabupaten Jembrana (tesis).
Denpasar: Universitas Udayana.
Istimawan, D. 1996. Manajemen Proyek dan Konstruksi Jilid 2. Yogyakarta: Kanisius.
Kaming et al. 2009. Pengembangan “Cost Significant Modelling” Untuk Estimasi Biaya
Proyek Pengairan. Jakarta.
Pemayun, I D.G.A. 2003. Praktek Estimasi Biaya Dengan Metode “Cost Significant
Model” Pada Bangunan Gedung Yang Memakai Arsitektur Bali (tesis). Yogyakarta:
Universitas Atma Jaya.
Poh, Paul SH dan Horner R Malcolm W .1995. Cost-Significant Modelling-Its Potential For
Use In South-East Asia: Paper in Engineering, Construction and Architectural
Management.
Roring, Hence. 2014. Model Estimasi Biaya Tahap Konseptual Konstruksi Bangunan Gedung
Dengan Metode Parametrik (Studi Kasus Pada Bangunan Gedung Publik Di Wilayah
Kota Manado Dan Kabupaten / Kota Sekitarnya). Jurnal Ilmiah Media Engineering.
EFFICIENCY AS A VARIABLE INTERVENING IN
ACTIVITY BASED MANAGEMENT OF CHANGE ORDER
AND ECONOMIC VALUE ADDED TO IMPROVE PROJECT
COST PERFORMANCE BUILDING CONSTRUCTION
Budi Witjaksana1
E-mail : asabarokaboel@yahoo.com
Abstract : Efficiency variables as intervening variables that have an important role in Activity Base
Management Change Orders (ABMCO) and Economic Value Added (EVA) on the performance of a building
construction project in the City of Surabaya. The independent variable in this study is Activity Base
Management Change Order (ABMCO) which is the development of Activity Base Management (ABM)
theory, and Economic Value Added (EVA), while the fixed variable is the performance of building
construction projects. This research method uses quantitative and qualitative approaches, the population in
this study is the classification of K1-K3 Contractors with a maximum project value of 2.5 billion Rupiah. The
sample selection method in this study uses nonprobability sampling method with purposive sampling
technique. This study uses a sample of 100 respondents. Data processing method uses SEM (Equational
Structure Modeling) with AMOS version 18.
The results show that efficiency variables are important variables in the process of identifying activities
carried out on the project.
Keywords: Efficiency, Intevening Variable, Activity-Based Management Change Order, Economic Value
Added, and performance of construction project cost building
INTRODUCTION
Efficiency is an important variable in contract changes for building construction projects carried
out in Surabaya, East Java. Use of parameters Activity Based Management Change the frame in
the execution of work to do new things done, in this study the measurement of Activity Change
Management Order (ABMCO) is measured in the performance of building construction; large
measurement of Economic Value Add Add (EVA) for performance when working in building
construction; Large Measurement of Changes in Activity-Based Management Sequences
(ABMCO) and Economic Value Added (EVA) jointly on the performance of building construction
projects. Changes in Activity Based Management Ordering focus on control. Activity analysis to
find out what activities provide and do not contribute to the project, and added value to improve
the performance of building construction projects.
LITERATURE REVIEW
Activity Based Management Change Order (ABMCO)

Activity Based Management Change Order (ABMCO) is a concept to know that if the company
uses its resources, then the company must first understand the activities that occur within the
company, the activities that consume resources through identification of cost drivers or cost
drivers. Activity Based Management Change Order (ABMCO) is an integrated and comprehensive
approach that keeps the attention of management centered on the activities undertaken with the
aim of increasing the value of the customer and the profits earned by giving that value, that the
Activity Based Management Change Order (ABMCO) model has two dimensions, namely the cost
dimension and process dimension.
Economic Value Added (EVA)

Stewart & Stern, a financial analyst of the company Stern Stewart & Co. in 1993 developed a new
concept of EVA (Economic Value Added). Economic Value Added (EVA) is a new approach in
assessing company performance by paying fair attention to the expectations of funders. Unlike
conventional performance measures, the EVA concept can stand on its own without the need for
comparative analysis with similar companies or create trend analysis. What we use today to follow
up a company's profitability and value creation is inconsistent with the capital market's mechanism,
and what the market considers determines value-it is therefore imprecise and irrelevant. The
accounting used will not any longer be a sufficient provider of financial information. Companies
will experience a demand for more precise tools, both when it comes to metrics and the tool's
ingredients (relevance) due to the increasing activity among shareholders/investors. The relevance
in financial management must be dramatically improved. Companies must now identify the Value
Based Management (VBM) concept that will best initiate a higher degree of Shareholder Value
awareness in the company
Change Order
Change orders are very common in almost every construction project nowadays, often resulting in
increases of 5–10% in the contract price. Understanding the consequences of such trends, several
studies have attempted to quantify the impact of change orders on the project cost. Most of the
studies aimed at the quantification of the change orders were sponsored by contractors’
organizations, where statistical models used to quantify the impact of the change orders on the
project cost were based on data supplied by the contractors; a situation that can lead to owner-
contractor disagreements related to the quantification method used. In addition, most of the studies
tackled commercial and electromechanical work, and very rare studies tackled the field of heavy
construction; a field that suffers from change orders because of errors and omissions, scope of
work changes, or changes because of unforeseen conditions. This study addresses the need for a
statistical model to quantify the increase of the contract price due to change orders in heavy
construction projects in Florida. The model is based on data collected from 16 Florida DOT
projects with contract values that ranged between $10–$25 million, and that encountered an
increase in the contract price from 0.01 to 15%. Eleven variables were analyzed to test their impact
on the cost of the change orders. The study concluded that most significant variables that impact
the value of the change order, which are (1) the timing of the change order and (2) when the reason
for issuing the change order is unforeseen conditions. Two regression models are developed and
validated as follows: (1) a model to quantify the percentage increase in the contract price due to
the change orders that increase the contract price from 0.01 to 5% and (2) a model to quantify the
percentage increase in the contract price due to the change orders that increase the contract price
from 5 to 15%. Those models will provide the owner with a retrospective or forward pricing of the
change orders, and hence, allow the owner to estimate and utilize contingency amounts.
Project Performance
The construction industry is generally considered to have under performed compared to other
industries. Not only that, the UK construction industry has been criticised for not performing at
the same level as that of other developed countries. In relation to this, the UK working groups on
Key Performance Indicators (KPIs) have identified ten parameters for benchmarking projects, in
order to achieve a good performance, in response to Egan's report. These consist of seven project
performance indicators, namely: construction cost, construction time, cost predictability, time
predictability, defects, client satisfaction with the product and client satisfaction with the service;
and three company performance indicators, namely: safety, profitability and productivity. Most of
these indicators can be regarded as having results orientation, except for predictability of design
cost and time, and predictability of construction cost and time, which can be regarded as
procurement orientated, and safety, which can be regarded as process orientated. It is the
contention* of this paper that successful construction project performance can be divided along
three orientations: procurement, process and result orientations. In addition, although these
indicators provide a generic framework criterion for successful construction project performance,
this current paper will provide a review of measurements developed to assess project performance
and propose a model that will help to identify the performance of the stakeholders involved in a
construction project.
RESEARCH METHOD
Research Approach
This research approach uses quantitative and qualitative approaches commonly called Mixed
Method. According to the opinion states that the method of research combination (Mixed Method)
is a research method that combines or combine quantitative methods with qualitative methods to
be used jointly in a research activity, so that obtained data more comprehensive, valid, reliable and
objective. The purpose of Mixed Method is to identify the concept component (sub concept)
through quantitative data analysis and then collect qualitative data to expand the available
information.
Population and Sample
Population can be defined as a generalization region consisting of objects or subjects that have a
certain quantity and characteristics set by the researchers to be studied and then drawn conclusions.
The population in this study is the Contractor registered in Construction Services Development
Board of Indonesia (LPJK) Surabaya as much as 121 contractors. The sample is part of the number
and characteristics possessed by the population. The method of sample selection in this study using
non-probability sampling method with purposive sampling technique is the technique of
determining the sample with certain considerations. The criteria used in this study are:
1) Has K1-K3 Classification
2) Total project work for 2016 max 2.5 Billion.
3) Minimum 1 time working on project in 2016.
To calculate the number of samples to be used, Slovin formula according to (Sekaran & Bougie,
2014), are :
n= N
1 + Ne 2
Information:
N = Total Population
n = Number of Samples
e = Percent of inaccuracy 5%
n= 121
1 + (121 (0,05 2 ))
n = 92.9  93 contractors
Model Conceptualization
Figure 1: Conceptualization Model
Conclusion
Relationship Activity Based Management Change Order (ABMCO) with Efficiency
Based on the results of the study note that Activity Based Management Change Order (ABMCO)
has a significant effect on efficiency. This can be seen from the t-statistic value of 2,802 which
means greater than 1.96, which means that the more strategic use of Activity Based Management
Change Order (ABMCO) will be able to improve project efficiency. In other words Activity Based
Management Change Order (ABMCO) operationally can improve operating efficiency and asset
usage rate and lower cost. The focus is to do things right and do more activity.
The significant effect of Activity Based Management Change Order (ABMCO) on efficiency
shows that efficiency improvement can be done with good Activity Based Management Change
Order (ABMCO) implementation. With Activity Based Management Change Order (ABMCO), a
company can evaluate the cost and value of a process activity so that there will be improved
competitive position and increased process efficiency.
Relationship Economic Value Added (EVA) with Effectiveness
Based on the results of the research note that Economic Value Added (EVA) has a significant
effect on Effectiveness.
The significant effect of Economic Value Added (EVA) to Effectiveness shows that Effectiveness
improvement can be done with the existence of a good Economic Value Added (EVA). The result
of the analysis shows that the variable of Economic Value Added (EVA) has a positive influence
on project effectiveness. This means that project effectiveness can be established through good
Economic Value Added (EVA). Based on the description above it can be concluded that the first
hypothesis reads "Economic Value Added (EVA) effect on the effectiveness of building
construction projects" otherwise accepted.
Relationship Economic Value Added (EVA) with Efficiency
Based on the results of the study note that Economic Value Added (EVA) has a significant effect
on efficiency.
The significant effect of Economic Value Added (EVA) on efficiency shows that efficiency
improvement can be done with good EVA. The result of analysis shows that the variable of
Economic Value Added (EVA) has a positive influence on project efficiency. This means that
project efficiency can be established through good Economic Value Added (EVA).
Based on the description above it can be concluded that the first hypothesis reads "Economic Value
Added (EVA) effect on the efficiency of building construction projects" otherwise accepted.
Relationship Activity Based Management Change Order (ABMCO) with Project Performance
Based on the results of the study note that ABMCO has no significant effect on project
performance.
Based on the description above it can be concluded that the first hypothesis reads "Activity Based
Management Change Order (ABMCO) affect the performance of building construction projects"
otherwise not accepted.
Relationship Efficiency with Project Performance
Positive direction of efficiency to project performance indicates that there is a unidirectional
relationship which means increasing efficiency will be able to improve project performance.
Relationship Economic Value Added (EVA) Relationship with Project Performance
The significant effect of Economic Value Added (EVA) on performance shows that performance
improvement can be done with good Economic Value Added (EVA). The result of analysis shows
that the variable of Economic Value Added (EVA) has a positive influence on project performance.
This means that project performance can be established through sound Economic Value Added
(EVA).
Based on the description above it can be concluded that the first hypothesis reads "Economic Value
Added (EVA) effect on the performance of building construction projects" otherwise accepted.
Relationship Activity Based Management Change Order (ABMCO) with Economic Value Added
(EVA)
The significant effect of Activity Based Management Change Order (ABMCO) on Economic
Value Added (EVA) shows that the increase of Economic Value Added (EVA) can be done with
good implementation of Activity Based Management Change Order (ABMCO). The result of
analysis shows that Activity Based Management Change Order (ABMCO) variable has positive
influence on Economic Value Added (EVA). This means that EVA can be established through the
implementation of a good Activity Based Management Change Order (ABMCO).
Based on the description above it can be concluded that the first hypothesis reads "Activity Based
Management Change Order (ABMCO) effect on Economic Value Added (EVA) building
construction project" otherwise accepted.
SUGGESTION
To improve project performance, it is necessary to improve the effectiveness of project

implementation through Activity Based Management (ABMCO) process; provide cost
information and provide information about what activities are undertaken in the project
REFERENCES:
[1] D. R. Hansen and M. M. Mowen, Cost Managment Accounting & Control. 2006.
[2] Lisa Linawati Utomo, “Economic Value Added Sebagai Ukuran Keberhasilan Kinerja
Manajemen Perusahaan,” J. Akunt. dan Keuang., 1999.
[3] L. Peter and M. Skitmore, “Approaches to Organisational Effectiveness and their Applications
to Construction Organisations,” 12th Annu. Conf. Annu. Gen. Meet. Assoc. Res. Constr.
Manag., 1996.
[4] R. Kenley, “Productivity improvement in the construction process,” Construction
Management and Economics. 2014.
[5] E. I. A. Lester, “Project-Success Criteria,” in Project Management, Planning and Control,
2017.
[6] M. Mirnayani, ST, “Manajemen Konstruksi,” Modul Perkuliahan, 2015.
[7] H. Sunardi, “Pengaruh penilaian kinerja dengan ROI dan EVA terhadap return saham pada
perusahaan yang tergabung dalam indeks LQ 45 di bursa efek Indonesia,” J. Account., 2010.
[8] F. Weissenrieder, “Value Based Management: Economic Value Added or Cash Value
Added?,” Soc. Sci. Res. Netw., 1997.
[9] S. Jakub, B. Viera, and K. Eva, “Economic Value Added as a Measurement Tool of Financial
Performance,” Procedia Econ. Financ., 2015.
[10] E. Serag, A. Oloufa, L. Malone, and E. Radwan, “Model for Quantifying the Impact of
Change Orders on Project Cost for U.S. Roadwork Construction,” J. Constr. Eng. Manag.,
2010.
[11] E. R. Fisk and W. D. Reynolds, “Claims and Disputes,” in Construction project
administration, 2006.
[12] American Institute of Architects California Council, “Integrated Project Delivery : A
Guide,” 2007.
[13] S. M. Levy, Construction Process Planning and Management. 2010.
[14] R. Takim and A. Akintoye, “PERFORMANCE INDICATORS FOR SUCCESSFUL
CONSTRUCTION PROJECT PERFORMANCE,” Assoc. Res. Constr. Manag., 2002.
[15] A. de Wit, “Measurement of project success,” Int. J. Proj. Manag., 1988.
[16] E. G. Too and P. Weaver, “The management of project management: A conceptual
framework for project governance,” Int. J. Proj. Manag., 2014.
[17] Sugiyono, “Metode Penelitian Kombinasi (Mixed Methods),” Bandung Alf., 2010.
[18] Sugiyono, Statistika Untuk Penelitian. 2012.

Seminar International Narotama PDF

Enviado por

Dados do documento

Título original

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Seminar International Narotama PDF

Enviado por

Direitos autorais:

Formatos disponíveis

DAFTAR ARTIKEL ILMIAH

International Conference, Workshop & Call For

Magister Teknik Sipil Fakultas Teknik

IOP CONFERENCE SERIES:

22 ! 2! " #$%0&'11311540(%( %1 32)

1.3. Research Objectives

2.1. Previous Research

2.2. Basic Theory

2.2.1. Definition Of The Road

The Classification Of Roads According To Its Class

Table 2.2. Class Path d an Infrastructure of roads Specifications

Source: 38/2004 ACT, article 10

2.2.2. Density and Power Ground Support

Table 2.3. Rated R For Calculation Of CBR Segment

2.2.3. Thick Roughness Index (ITP)

Table 2.4. The Minimum Thickness Of The Surface Layer

Table 2.5. Minimum Layer Thickness Of The Foundation

2.2.4. Regional Factors (FR)

Table 2.6. Regional Factors (FR)

2.2.5. Roughness Flexible (Flexible Pavement)

Table 2.7. Distribution Factor Strip (DL)

4. Regional factors are Rating FR obtained from the following table:

Table 2.8. Regional Factors (FR)

2.2.12. Budget Plan Project Costs

DATA ANALYSIS AND DISCUSSION

4.1. Data Collection

4.1.1. The calculation of the daily traffic average (LHR)

LHR 2016 + LHR 2026

4.1.2. The traffic Plan

b. the value of the coefficient Distribution vehicles (C)

c. Cross Value Equivalents the beginning (LEP)

d. Value Final Cross Equivalent (LEA)

e. the value of Equivalent Cross Central (LET)

Table 4.7. The Value Of The Equivalent Traffic Central (LET)

LEP LEA LET

f. Nilai Lintas Ekivalen Rencana (LER)

Tabel 4.8. Nilai Lintas Ekivalen Rencana (LER)

Table 4.9. Measurement Of CBR Foundation Tier

Tabel 4.10. Measurement Of CBR Lapis Class B Aggregate Foundation

Table 4.11. Measurement Of CBR Heap Options

4.1.4. Regional Factors

4.1.5. The surface Index

Table 4.12. The Cumulative Standard Axle Load For Two-way

b. Axle load standard for Lanes Plan per day

LHR 2016 = 5.85 junior/day

4.2. Thick Road Roughness

4.4. RAB Implementation Of Road Roughness

CONCLUSIONS AND SUGGESTIONS

MATERIAL AND METHODS

The Parties In The Project

a. The Owner Of The Project

b. Implementing projects or Contractors

c. Project Consultant (planners and Supervisors)

The Constraints Of The Project

The Performance Of A Construction Project At The Stage Of Implementation Of The

Reliability and Validity

RESULTS AND DISCUSSION

Questionnaire Feasibility Test

Table 1. Item Test Results

Table 2. KMO and Bartlett Test Results

Tabel 3. Total Variance Explained

Table 4. Reliability test results Cronbach's Apha

Table 5. The data is an average score of the questionnaire each variable

22! 2!"#$%0&'11311540(%(%1 32)