UNDANG-UNDANG REPUBLIK INDONESIA NOMOR 22 TAHUN 2009 TENTANG LALU LINTAS DAN ANGKUTAN JALAN

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

STANDARD PRACTICE FOR CONCRETE PAVEMENTS

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

CONCRETE REPAIR

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

Download File

CONCRETE CRACK AND PARTIAL DEPTH SPALL REPAIR

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

Tools for forensic analysis of concrete structures

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

Builder’s Foundation Handbook

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

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

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

Engineering Journal '93

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

Engineering Journal '92

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

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

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

Reliability of Transfer Length Estimation from Strand End Slip

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

Tensile Headed Anchors with Large Diameter and Deep Embedment in Concrete

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

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

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

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

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

Seismic Design Criteria for Slab Column Connections

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

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

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

Flexural Behavior of Concrete Beams Strengthened with Near Surface Mounted CFRP Strips

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

Influence of Shear Reinforcement on Reinforced Concrete Continuous Deep Beams

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

Shake Table Studies of Bridge Columns with Double Interlocking Spirals

The current seismic design philosophy for reinforced
concrete structures relies on confinement of concrete to
provide the necessary ductility and energy dissipation
capacity of structural members. Confinement is mainly
provided by the transverse reinforcement, which in columns
usually consists of spirals in members with circular or square
shape and ties in those with square or rectangular cross
sections. Spirals confine concrete more effectively than
rectilinear ties because they counteract the dilation of
concrete through hoop action instead of a combination of
bending and hoop action that takes place in rectilinear ties.
As a result, to provide the same level of confinement, the
amount of tie reinforcement is greater than that provided by
spirals. Another advantage of spirals is that they are generally
easier to construct. The circular shape of spirals makes them
suitable for circular and square columns. To use the benefits
of spirals in rectangular columns, two or more sets of
interlocking spirals are used.
The Caltrans Bridge Design Specifications (BDS) and
Seismic Design Criteria (SDC)
2
are currently the only codes
in the U.S. that include provisions for the design of columns
with interlocking spirals. Because the amount of research on
interlocking spirals has been limited, the design provisions
are driven mainly by research on single spirals. Studies
3-5
were conducted on the effect of several design parameters,
including a comparison between interlocking spirals and
ties, horizontal distance between centers of the spirals,
quantity of transverse reinforcement, variation of the axial
load ratios, appropriate size and spacing of longitudinal bars
in the interlocking region, and cross section shape. These
studies generally concluded that flexural and shear
capacities of columns with interlocking spirals can be
conservatively estimated using current procedures. Conflicting
80% of the gross area (SDC).
2 A shear stress index was
defined as the average shear stress divided by 0.083√f ′
c
(MPa) (√f ′
c [psi]). This index represents the level of shear in
the column. In this study, two levels of shear were selected:
low index equal to 3 and high index equal to 7. These indexes
represent column shear stresses in real bridges. Actual
bridge columns are designed to be ductile and the load
capacity is controlled by flexure, although shear damage is
expected to increase as the shear index increases.
Download File

Compression Field Modeling of Reinforced Concrete Subjected to Reversed Loading Formulation

The need for improved methods of analysis and modeling
of concrete subjected to reversed loading has been brought to
the fore by the seismic shear wall competition conducted by
the Nuclear Power Engineering Corporation of Japan.
1
The
results indicate that a method for predicting the peak strength
of structural walls is not well established. More important, in
the case of seismic analysis, was the apparent inability to
accurately predict structure ductility. Therefore, the state of
the art in analytical modeling of concrete subjected to general
loading conditions requires improvement if the seismic response
and ultimate strength of structures are to be evaluated with
sufficient confidence.
This paper presents a unified approach to constitutive
modeling of reinforced concrete that can be implemented
into finite element analysis procedures to provide accurate
simulations of concrete structures subjected to reversed
loading. Improved analysis and design can be achieved by
modeling the main features of the hysteresis behavior of
concrete and by addressing concrete in tension.
Download File

Buckling of Prestressed Steel Girders 2

Prestressing of steel girders, in order to gain economy of
material, is starting to become popular in the United States.
An inherent danger in the stressing operation is loss of
stability of the girder between the points of attachment of the
tendon. The paper presents design charts for the elastic
buckling load induced by stressing an eccentric tendon, and
uses this to obtain a design buckling strength in accordance
with the LRFD Specification.
Download File

Buckling of Prestressed Steel Girders

Prestressing of steel plate girders may lead to substantial
economies of material. Densford et al. quote savings of 30%
in steel tonnage and 27% in concrete tonnage gained by
prestressing a short composite steel-concrete bridge that was
designed by the Oklahoma Department of Transportation.
Similar savings may be obtained for steel girders. Although
the use of prestressed steel girders is relatively new in the
United States, the technology is well-established in eastern
Europe.Perhaps the easiest way to prestress a steel girder is to
use straight high-strength rods, which are anchored at the
ends of the beam as shown in Fig. 1, and stressed in a manner
analogous to that for prestressing concrete beams. These
"hard" anchorages may have a number of "soft" anchorages
between them, allowing relative movement of the tendons.
Other methods of prestressing steel girders are discussed in
Ref. 1. Stressing the high-strength rods induces substantial
compressive stresses in the bottom flange of the beam before
the external loads are applied, and raises the question of the
stability of the girder under this loading. If the attachment of
the tendon to the web is at large spacing intervals, then the
girder may buckle between the points of attachment in an
overall or lateral mode.
The designer must be certain that the
prestressing force is not large enough to cause buckling of the
girder. The use of LRFD design methods and the method in
this paper may be used to calculate the buckling strength.
Download File

Damage Model Based Reinforced Concrete Element

In the design and analysis of reinforced-concrete (RC) structures,
the bond between there inforcement bar (rebar) and concrete is
one of the important factors that must be properly accounted for.
Thes searbond,inparticular,isthemainload-carrying mecha-
nism between the concrete and its reinforcement in the longitudi-
nal direction of the rebars.Although perfect bonding can be as-
sumed when little or no stress trans feroccurs between the
concrete and rebar,slipat the concrete-rebar interfaceusually
occurs when reinforced-concrete structures are loaded,especially
in cases when high stress at the contactinter face and at the end
anchorageexists.It has been shown that it is essential to include
bond-slipin the analysis of reinforced-concrete structures (Rots
1988).The bond stress is directly related to the slip of the inter-
face.The be havior of the interface will deteriorate after the slip
reachesacerta in level,and asaresult of damage development,
non linear and softening behavior will appearin the bond stress-
slip curves.The semust befully simulated in there in for ced-
concrete structure analysis.While the various bond problems can
be treated separately using contact elements (NgoandScordelis
1967;Schafer1975;Herrmann 1978) or interface elements
Download File

The Reinforcement of Steel Columns

There may be a need for a steel column to have load-
carrying capacity additional to that planned in the original
design. The column may be already in place and the
reinforcement may need to be carried out under load or with
the load temporarily relieved.
Columns may be reinforced by the addition of material in
the form of cover plates, or by changing the residual stress
distribution to a more favorable one, or by a method that
combines both of these effects. The effect of the addition of
material is obvious, and warrants no further consideration
here. This paper is concerned with those cases where welding
is used for the reinforcement, either alone or with cover
plates. The discussion is limited to rolled wide-flange shapes
as the shapes to be reinforced, and the loads are restricted to
static loads.
Reinforcement is usually understood to be the welding of
cover plates to the flange of the shape (Fig. 1). Figure 2
indicates the reinforcement of a shape by the laying of a weld
bead on the flange tip, which may be the only option
available in some conditions and which improves column
strength by changing the residual stress distribution.
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ANALISIS KAPASITAS SIMPANG BERSINYAL

Pertambahan penduduk yang cepat bertambah pula sarana transportasi, oleh
karena itu prasarana transportasi dituntut lebih mampu untuk menampungnya, agar
tidak terjadi kecelakaan dan tingkat antrian yang panjang pada suatu simpang
sehingga arus pergerakan lalu-lintas menjadi lancar. Diharapkan dengan adanya
penelitian ini dapat meninjau dan menganalisa permasalahan lalu lintas yang terjadi
pada Simpang Jrakah beserta alternatif pemecahan masalah yang maksimal.
Penyusunan perencanaan dalam pengambilan data diperlukan untuk
memperoleh efisiensi dan efektifitas waktu dan pekerjaan serta untuk memperoleh
gambaran umum dalam mengidentifikasi dan merumuskan masalah yang ada di
lapangan. Metode perhitungan analisis berdasarkan MKJI 1997 dan menggunakan
program komputer. Pengumpulan data diperoleh melalui dua cara yaitu studi pustaka
dan survei. Parameter yang diteliti dalam skripsi ini meliputi : jumlah kendaraan
yang melewati masing-masing lengan, kondisi existing dan waktu sinyalnya. Skripsi
ini meliputi : arus jenuh dasar, arus lalu lintas, waktu siklus, waktu hijau, kapasitas,derajatkejenuhan dan perilaku lalu lintas.
Dari hasil penelitian pada Simpang Jrakah, arus jenuh dasar pada Pendekat
Timur sebesar 5340 smp/jam, selatan 6000 smp/jam, barat 6300 smp/jam. Nilai arus
jenuh pada Pendekat Timur sebesar 4357 smp/jam, Selatan 6163 smp/jam, Barat
5758 smp/jam. Rasio arus simpang sebesar 0,799. Waktu hijau sebesar 129 detik.
Kapasitas pada Pendekat Timur sebesar 2618 smp/jam, Selatan 1793 smp/jam, Barat
3460 smp/jam. Derajat Kejenuhan pada Pendekat Timur sebesar 0,896 smp/jam,
Selatan 0,896 smp/jam, Barat 0,545 smp/jam. Jumlah antrian pada Pendekat Timur
sebesar 76,6 smp, Selatan sebesar 59 smp, Barat sebesar 40,3 smp. Panjang antrian
pada Pendekat Timur sebesar 234 meter, Selatan sebesar 162 meter, Barat sebesar 84
meter. Jumlah kendaraan terhenti seluruh simpang 0,71 stop/smp. Tundaan simpang
rata-rata sebesar 31,63 det/smp. Besarnya kapasitas dan derajat kejenuhan hampir
melewati batas yang disarankan, sehingga perlu perubahan lebar pendekat.
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PERENCANAAN KOORDINASI SINYAL ANTAR SIMPANG

Kota Bandung adalah kota yang memiliki perkembangan terpesat di
Propinsi Jawa barat. Sebagai kota mode, kota wisata belanja, kota pendidikan,
kota budaya, kota konveksi, dan berbagai julukan lainnya, Kota Bandung seperti
menjadi tempat tujuan satu-satunya bagi masyarakat sekitar. Dengan luas wilayah
1.167, 29 ha, setiap harinya Kota Bandung disesaki 2,3 juta orang. Di siang hari,
jumlahnya lebih dari 3 juta jiwa. Hal ini berdampak terhadap permasalahan lalu
lintas, kendaraan di jalan menjadi sangat banyak sehingga terjadi kemacetan
dimana-mana, berlanjut ke polusi udara, stres, dan banyak orang yang terjangkit
gangguan pernapasan.
Kota Bandung memiliki jalan-jalan utama yang membentuk sistem koridor
di pusat kota, salah satunya adalah Jalan Jl.Ir.H.Juanda merupakan jalan arteri
primer yang menjadi alternatif perlintasan akibat adanya rutinitas aktivitas
masyarakat Kota Bandung. Disepanjang jalan ini banyak terdapat pusat
perbelanjaan, perkantoran, dan pendidikan. Keramaian aktivitas ini menyebabkan
seringnya terjadi kemacetan lalu lintas dan tundaan serta antrian. Pada
persimpangan Jl.Ir.H.Juanda–Jl.Sulanjana–Jl.Diponegoro dan simpang
Jl.Ir.H.Juanda–Jl.Pasupati–Jl.Surapati Suci merupakan simpang bersinyal yang
antar simpangnya berjarak ± 130 meter, panjang lengan yang terlalu pendek ini
memberikan ketidaknyamanan bagi pengguna jalan terutama pada jam-jam
puncak. Walaupun pemasangan pengatur lampu lalu lintas pada masing-masing
simpang sudah dioperasikan secara optimum tetap saja kemacetan, antrian
kendaraan dan tundaan tak terhindarkan. Diharapkan adanya suatu koordinasi
sinyal antar simpang sebagai solusi untuk mengatasi konflik yang terjadi pada
arus persimpangan lalu lintas tersebut, sehingga arus pada jalan utama yang
memilki volume relatif lebih besar dapat menghindari hentian akibat lampu merah
sehingga kelambatan dan antrian panjang dapat diminimalisir.
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ANALISIS KOORDINASI SINYAL ANTAR SIMPANG

Mobilitas manusia dan barang dari suatu tempat ke tempat yang lain
merupakan aspek transportasi yang sangat penting guna kelancaran sistem
transportasi. Perkembangan sistem transportasi memiliki manfaat yang sangat besar
berupa semakin terpenuhinya kebutuhan akan sarana transportasi, akibat dari
perkembangan tersebut menimbulkan pula permasalahan dalam hal pemeliharaan,
operasional dan pengembangannya guna kelancaran lalu lintas pada jaringan jalan
agar lebih nyaman, aman, efektif dan efisien.

Untuk wilayah Kota Bandung dengan luas wilayah 1.167, 29 ha setiap harinya
Kota Bandung disesaki 3,5 juta orang. Di siang hari, jumlahnya lebih dari 4 juta jiwa.
Jika mereka bergerak serempak, timbullah permasalahan. Kendaraan di jalan menjadi
sangat banyak sehingga terjadi kemacetan di mana-mana. Menurut Wali Kota
Bandung, Dada Rosada setiap hari jumlah kendaraan kurang lebih 800.000 lalu lalang
di kota Bandung, jumlah tersebut bisa meningkat lebih dari 1 juta kendaraan pada
saat memasuki akhir pekan atau musim liburan. Angka traffic growth pada ruas jalan
maupun pertemuan jalan tentunya lebih tinggi dibandingkan angka vehicle growth,
tetapi hal tersebut tidak diikuti oleh peningkatan kapasitas sarana transportasi
sehingga kemacetan, antrian dan tundaan terjadi dimana-mana. Suatu penelitian
menyatakan kerugian akibat kemacetan di Kota Bandung mencapai Rp 1,78 miliar
per hari jika dikonversikan dalam bentuk nominal (Sumber : www. Pikiran
Rakyat .com edisi cetak Senin, 13 Maret 2006).
Persimpangan Jl. Merdeka – Jl. RE. Martadinata dan Jl. Merdeka – Jl. Aceh di
kota Bandung merupakan daerah padat arus lalu lintas, sehingga pada daerah tersebut
sering terjadi kemacetan terutama pada jam–jam sibuk karena terletak di pusat kota
Bandung. Berbagai jenis kendaraan baik kendaraan bermotor maupun kendaraan tidak bermotor, serta pejalan kaki yang melewati ruas jalan tersebut menjadi satu
kesatuan arus lalu lintas pada ruas simpang tersebut sehingga mengakibatkan
kemacetan, tundaan ataupun kecelakaan.
Oleh karena itu dibuat simpang bersinyal untuk meminimalkan terjadinya
kemacetan, tundaan ataupun kecelakaan yang terjadi. Berdasarkan hal–hal di atas
maka penyusun merasa perlu untuk menganalisis koordinasi sinyal antar simpang
pada daerah tersebut, dengan melakukan penelitian terhadap kapasitas dan kinerja
dari dua buah simpang bersinyal pada jalan tersebut.
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EVALUASI KINERJA SIMPANG BERSINYAL BANGKONG DAN MILO SEMARANG PADA SAAT DIBERLAKUKANNYA JALAN SATU ARAH BERDASARKAN KONSUMSI BAHAN BAKAR MINYAK

Jalan sebagai prasarana transportasi merupakan kebutuhan yang amat penting bagi
manusia. Pada era sekarang ini fungsi jalan terasa sangat berperan. Dengan adanya kondisi
jalan yang memadai, baik itu fisik maupun non fisik, baik itu dalam jumlah maupun tingkat
kebutuhannya, diharapkan hasil pembangunan yang telah dicapai dapat dirasakan oleh
segenap masyarakat.
Penggunaan kendaraan bermotor telah menjadi bagian penting dalam kehidupan
masyarakat saat ini baik sebagai alat mobilitas maupun sebagai tolok ukur tingkat
keberhasilan seseorang. Hal ini tercermin dari kenyataan semakin tingginya tingkat
motorisasi penduduk dari tahun ke tahun. Secara umum kendaraan bermotor terbagi
menjadi dua jenis yaitu kendaraan umum dan kendaraan pribadi, dimana penggunaan
kendaraan pribadi lebih menonjol dibandingkan dengan kendaraan umum. Jumlah
kendaraan pribadi yang lebih banyak pada saat-saat tertentu khususnya pada jam puncak
sering mengakibatkan kemacetan di beberapa ruas jalan di kota Semarang.
Maksud dari penelitian ini adalah untuk mengevaluasi kinerja persimpangan
dengan lampu lalu lintas pada kondisi eksisting. Variabel kinerja simpang yang akan
dievaluasi adalah kapasitas simpang dan derajat kejenuhan, panjang antrian, kendaraan
terhenti dan tundaan. Tujuan yang hendak dicapai melalui penelitian ini adalah untuk
mengetahui apakah pengaturan lalu lintas yang dilakukan saat ini merupakan suatu
tindakan yang tepat serta menampilkan kinerja simpang berdasarkan konsumsi bahan bakar
yang dipengaruhi tundaan.
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