LRT JABODEBEK

LONG SPAN BRIDGE

KUNINGAN
KRONOLOGIS KONFIGURASI
STRUKTUR JEMBATAN
STRUKTUR JEMBATAN TERPILIH SEBELUMNYA
(ALTERNATIVE YANG TERPILIH DARI 3 USULAN SYSTRA)

Alasan keberatan mendetailkan usulan SYSTRA dengan konfigurasi ada tiang di tengah
bentang 148 m adalah :

1. KESULITAN PELAKSANAAN PONDASI DI BAWAH FLY OVER EKSISTING

2. BIAYA PELAKSANAAN PONDASI YANG RELATIF MAHAL
3. KETERBATASAN DIMENSI PIER YANG BISA MENYISIP DI ANTARA 2 FLY OVER
EKSISTING
LOCATION
GENERAL CONSTRUCTION METHOD

Gantry Crane
Jacking System

Ground Anchor inclinometer

Retaining Structure

Excavator
GENERAL CONSTRUCTION METHOD

FOR 25 m Caisson
GROUND ANCHOR WORKS
Friction along 25 meter will be neglected
Total Ground Anchor length 39 meter with
20 cm grouting diameter

Friction neglected, assume Prestessed Force 100 ton

any disturbance during SF temporary Works 1.2
deep excavation Number of Ground Anchor per jack 1
CLAY

N. SPT Cu 0.7 Cu Grout D Req Bond Length ( M)

40 20 14 0.2 14

Friction Calculated
14 m
GAMBAR UMUM JEMBATAN
BENTANG UTAMA148 M, RADIUS
115 M
DATA TEKNIS

Jumlah Bentang : 3 bentang

Konfigurasi Bentang : 86.5m – 148m – 86.5m
Total Panjang : 321m
Alignment Horizontal : Curved
Alignment Vertikal : Curved
Sistem Struktur : Balanced Cantilever, single-cell prestressed concrete box girder
Jumlah Track : Double
Pondasi : Tiang bor diameter 1.8 m
LOKASI
Perempatan Jl Gatot Subroto dan Jl Rasuna Said
DENAH
POTONGAN MEMANJANG
PENAMPANG BOX GIRDER

Pier
DIMENSI TRACK
KRITERIA DESAIN
PERATURAN YANG MENJADI ACUAN
MATERIAL
BETON
 MATERIAL

TULANGAN

PRESTRESSING STRAND
DESIGN LOAD
DEAD LOAD

SUPERIMPOSED DEAD LOAD

DESIGN LOAD
LIVE LOAD

Struktur direncanakan untuk memikul 6 gerbong

DESIGN LOAD

LONGITUDINAL LOAD

The longitudinal force should act simultaneously with vertical live load on all wheel and be
taken in the other direction, forward in braking or reverse in acceleration
DESIGN LOAD
CENTRIFUGAL LOAD
 DESIGN LOAD
NOSING LOAD

Nosing load shall be taken as 8% for unfactored

vertical vehicle load.
If centifugal and nosing load act simultaneously,
only the larger force will be considered
DERAILMENT LOAD
Derailment load include horizontal forces of 50% standard
vehicle to the top of the flange girder
• Situation 1
 DESIGN LOAD
DERAILMENT LOAD

• Situation 2
 DESIGN LOAD

WIND LOAD

UNIFORM TEMPERATURE LOAD

GRADIENT TEMPERATURE LOAD

 DESIGN LOAD

CREEP AND SHRINKAGE

DIFFERENTIAL SETTLEMENT
Differential settlement for multispan continuous concrete bridge is assumed to
be equal to 20 mm for long term

CONSTRUCTION LOAD FOR SEGMENTAL CONSTRUCTION

Berat Moveable Form-Traveler = 65 ton

DESIGN LOAD
SEISMIC LOAD Beban gempa mengacu pada SNI 2833:2016 dengan probabilitas terlampaui 7 persen
dalam 75 tahun
DESIGN LOAD
SEISMIC LOAD
DESIGN LOAD
SEISMIC LOAD
 DESIGN LOAD
SEISMIC LOAD

Dari peta gempa ditetapkan nilai :

PGA : 0.267
SS : 0.502
S1 : 0.267
Site Class : SE
 PEMODELAN DAN
METODA KONSTRUKSI
MODELLING
SOFTWARE

Analisa struktur menggunakan RMBridge

MODELLING
LONG SECTION

RMBridge Hybrid Cross

Modelling
MODELLING
CROSS SECTION PROPERTIES
MODELLING
BEARING LAYOUT
CONSTRUCTION SEQUENCES
CONSTRUCTION
SEQUENCES
KONDISI KHUSUS JEMBATAN
1. UNBALANCED STIFFNESS
AASHTO LRFD Seismic Bridge Design clause 4.1.2 : the ratio of
effective stiffness between :
• Any two bents within a frame or any two columns within a bent, with
𝑘𝑖𝑒
constant width frames ≥ 0.5
𝑘𝑗𝑒

• Adjacent bents within a frame or adjacent columns within a bent,

𝑘𝑖𝑒
with constant width frames, ≥ 0.75
𝑘𝑗𝑒

𝑘𝑖𝑒 for the smaller effective bent or column stiffness

𝑘𝑗𝑒 for the larger effective bent or column stiffness

DRAFT KONSENSUS KKJTJ
PERBEDAAN KEKAKUAN PIER

P203 = P205 =
Tinggi pier 16.441 m Tinggi pier 21.161 m
Lebar pier : 5 m Lebar pier : 4 m
Tebal pier : 1.5 m Tebal pier : 1.5 m
 BALANCE STIFFNESS
For LRT Long-Span Kuningan Bridge,
3𝐸𝐼
• In transverse direction, piers deform as cantilever. The stiffness of each pier is 𝑘=
𝐻3

• In longitudinal direction, assuming a stiff or rigid superstructure, the stiffness for a column in double
12𝐸𝐼
curvature bending with both ends fully constrained against rotation can be expressed as 𝑘 =
𝐻3

For L = 14.441 m For L = 16.441 m

1 1
3𝐸∗( ∗1.5∗5.0503 ) 3𝐸∗( ∗1.5∗5.0503 )
12 12
𝑘 𝑇−203 = = 0.016E 𝑘 𝑇−203 = = 0.01E
14.441^3 16.441^3
𝑘𝑖𝑒 𝑘𝑖𝑒
𝑒 = 0.1579 =0.233
𝑘𝑗 𝑘𝑗𝑒
1 1
3𝐸∗( ∗1.5∗4.03) 3𝐸∗( ∗1.5∗4.03)
12 12
𝑘 𝑇−205 = = 0.00253E 𝑘 𝑇−205 = = 0.00253E
21.161^3 21.161^3
1
1
12𝐸∗( ∗5.05∗1.53 ) 12𝐸∗( ∗5.05∗1.53 )
12
𝑘𝐿−203 = 12
= 0.00566E 𝑘𝐿−203 = = 0.00383E
14.441^3 16.441^3
𝑘𝑖𝑒 𝑘𝑖𝑒
= 0.2542 = 0.371
𝑘𝑗𝑒 𝑘𝑗𝑒
1
1
12𝐸∗( ∗4.0∗1.53 ) 12𝐸∗( ∗4.0∗1.53 )
12
𝑘𝐿−205 = 12
= 0.00142E 𝑘𝐿−205 = = 0.00142E
21.161^3 21.161^3
BALANCE STIFFNESS

While LRT Kuningan do not meet the relative stiffness requirement → not regular bridge
Some consequences are :
• Increased damage in the stiffer elements
• An unbalanced distribution of inelastic response throughout the structure

➔ Digunakan analis dengan metoda : Non Linier Time History Analysis

TIME HISTORY ANALYSIS

Ground Acceleration yang digunakan untuk Analisa:

1. Bigbear
2. Chile
3. Livermore
4. Michoacan
5. Miyagi
6. South Sumatera
7. Tohoku
TIME HISTORY ANALYSIS
Scaling PGA terhadap Respon Spektrum Jakarta
2. BIG TORSION
3. HOLD DOWN DEVICE
Bearing pada pier tepi tidak direncanakan menahan
tarik. Untuk itu ditambahkan semacam hold-down
devices, berupa stressbar untuk menahan tarik akibat
kombinasi beban gempa.
Dalam asumsi pemodelan diganti dengan spring yang
mewakili dimensi stress bar.
PRECAMBER DAN GEOMETRI CONTROL
VERTICAL PRECAMBER DATA
VERTICAL GEOMETRI CONTROL
TRANSVERSAL PRECAMBER DATA
TRANSVERSAL GEOMETRI CONTROL
MONITORING DURING
CONSTRUCTION