ISSN : 2338-9087

Proceedings of the

AISCE2013 Aceh International Symposium on Civil Engineering “Infrastructure Planning and Management for Sustainable Development”

Banda Aceh, 19-20 September 2013

Organized by CIVIL ENGINEERING DEPARTMENT FACULTY OF ENGINEERING - SYIAH KUALA UNIVERSITY DARUSSALAM - BANDA ACEH

Supported by

EDITORIAL BOARD ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) 2013

Steering Committee



1. 2. 3. 4.

Dean of Engineering Faculty of Syiah Kuala University Head of Department of Civil Engineering of Syiah Kuala University Head of Study Program of Master of Civil Engineering of Syiah Kuala University Director of Civil Engineering Institute of Aceh

International Editorial Board



1. 2. 3. 4. 5.

Prof. Shigeru Kato, Toyohashi University of Technology, Japan Prof. Mohamed Rehan Karim, University of Malaya, Malaysia Dr. Shin‐ichi Aoki, Osaka University, Suita, Japan Dr. Marjolein Dohmen‐Janssen, University of Twente, Netherland Dr. Muhammad Subhan, University Utara Malaysia, Malaysia

Local Editorial Board 1. Prof. Dr. Ir. Munirwansyah, M.Sc. 2. Dr. Ir. Masimin, M.Sc. 3. Dr. Ir. Sofyan M. Saleh, M.Sc.Eng. 4. Dr. Ir. Alfiansyah Yulianur BC. 5. Dr. Ir. Taufiq Saidi, M.Eng. 6. Dr. Ir. Abdullah, M.Sc. 7. Dr. Ir. Moch. Afifuddin, M.Eng. 8. Dr. Ir. Muttaqin, MT. 9. Dr. Ir. T. Budi Aulia, Dipl.Ing. 10. Dr. Ir. Muhammad Isya, MT. 11. Dr. Ir. Eldina Fatimah, M.Sc. 12. Dr. Renni Anggraini, ST., M.Eng 13. Dr. Azmeri, ST., MT. 14. Dr. Ella Meilianda, ST., MT. 15. Dr. Syamsidik, ST., M.Sc.

ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE)  UNIVERSITY OF SYIAH KUALA  Banda Aceh, 19 – 20 September 2013   

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SPEECH OF RECTOR UNIVERSITY OF SYIAH KUALA ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) 2013 Honourable guests, Symposium’s participants, Ladies and Gentlemen Assalamualaikum wr. wb. Let us pray to Allah SWT for giving us this important opportunity to gather in this first Aceh International Symposium of Civil Engineers. On behalf of Syiah Kuala University, I would like to extend our warmest welcome remarks to all special guests who have come from overseas, such as the Netherlands, Japan and Malaysia. These remarks are also aimed to guests from our University’s partners in Aceh who have been being consistent colleagues to enhance our capacity. I am informed by the AISCE’s committee that this symposium is also to mark the Faculty of Engineering’s 50th Anniversary. As most of us may be understood that the Faculty Engineering’s establishment was marked by the Department of Civil Engineering, therefore, we are actually also celebrating the Department of Civil Engineering Anniversary. The theme of AISCE symposium is strongly related to the objectives of our University. After the Indian Ocean Tsunami in 2004, we learned that we need to consider constructing our infrastructures by considering a sustainable development and should be based on disaster mitigation measures. Otherwise, we may encounter a bigger risk in the future. This paradigm is in line with our national development program to put all of our development in a sustainable way and to carefully taking into a consideration of disaster. Japan and the Netherlands are the two countries where sustainable development has been practicing for long time. Finally, I would like specially convey a warmest congratulation for Department of Civil Engineering and Faculty of Engineering for celebrating its 50th Anniversary. May fruitful works come in the future and may strength be granted to all members of the Civil Engineers to extend your precious works to community and to the region. Congratulations for the Department of Civil Engineering, the symposium committee, and to all participants. Have a nice symposium. Thank you very much Wassalamulaikum wr. wb. Prof. Dr. Ir. Samsul Rizal, M.Eng Rector of University of Syiah Kuala

ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE)  UNIVERSITY OF SYIAH KUALA  Banda Aceh, 19 – 20 September 2013   

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SPEECH OF CHAIRWOMAN ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) 2013 Honorable guests, ladies and gentlemen, Assalamualaikum wr wb, First of all, I would like to express my appreciation to all of those who have joined Aceh International Symposium on Civil Engineering, or for short AISCE 2013. The AISCE constitutes as the first international symposium ever held by Department of Civil Engineering, Faculty of Engineering at Syiah Kuala University, Banda Aceh, Indonesia. The symposium has been designed as a platform to share the advances of civil engineering technology and best-practices in solving problems of infrastructure management in different sectors of developments. Therefore, the theme of the conference is given as “Infrastructure Management and Planning for Sustainable Development”. As may be well known, this year we are celebrating the 50th anniversary of Faculty of Engineering, and as the first department in the faculty, civil engineering department play important role for Aceh development, in particular in terms of infrastructure. Along 50 years, we have witnessed the graduate students have been contributing remarkably to the development of this region. In addition to that, Department of Civil Engineering also leads to the establishment of other departments at Faculty of Engineering. Hence, on behalf of the organizing committee, we are proudly present this symposium as partial event of the 50th Anniversary of Faculty of Engineering. Although, we understand there are still a lot of weaknesses occurred for the first international event, by learning from experience we hope that we can do much better for the following years, and we do expect that this event can be done either annually or biannually. Last but not least, I would like to thanks those who support this event. Appreciation goes to the committee that has been working hard for the successful of this event, Head of Departments of Civil Engineering and Head of Master Program of Civil Engineering, colleagues, sponsors, keynote and invited speakers, all of presenters and participants, and students who help and involved in this special event. Thank you for accepting our invitation and coming to participate to this conference. I appreciated your determination and contributions in making this conference successful and beneficial. Finally, we wish you a pleasant stay and enjoy the conference and we are happy to accept any critics or comments for a better international event in the following years. Thank you very much. Dr. Renni Anggraini, M.Eng Chairwowan of AISCE 2013 ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE)  UNIVERSITY OF SYIAH KUALA  Banda Aceh, 19 – 20 September 2013   

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CONTENT ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) 2013

EDITORIAL BOARD 

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SPEECH OF RECTOR 

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SPEECH OF CHAIRWOMAN 

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CONTENT 

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BIO‐PHYSICAL INTERACTIONS IN MANGROVES           C. Marjolein Dohmen‐JANSSEN, Erik M. HORSTMAN  COASTAL MANAGEMENT IN JAPAN              Shigeru KATO 

 

FROM DEVELOPMENT TO RESTORATION ‐ENVIRONMENTAL IMPACTS OF  CONSTRUCTING INFRASTRUCTURES IN JAPAN‐            Shin‐ichi AOKI 

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A PILOT STUDY ON HIERARCHICAL IMPORTANCE EXAMINATION OF COMPETITIVE  STRATEGY COMPONENTS FOR PENANG PORT GROWTH 

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          Muhammad SUBHAN, Nik Ab Halim NIK ABDULLAH  VARIABILITY OF SURFACE SEDIMENT RE‐DISTRIBUTION IN THE HIGH‐ENERGY  COASTAL SHELF ENVIRONMENT AT GERMAN BIGHT, NORTH SEA 

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          Ella MEILIANDA, K.HUHN, Dedi ALFIAN, A.BARTHOLOMAE, A.KUBICKI  A PREDICTION ON THE IMPACT OF COMPREHENSIVE SAFETY AUDIT  IMPLEMENTATION ON INDONESIA ROAD TRAFFIC FATALITIES 

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          Yusria DARMA, Mohamed Rehan KARIM  DESIGN OF URBAN DRAINAGE SYSTEMS AS ECOLOGICAL DRAINAGE TO EXTENSIVE  INUNDATION REDUCTION              AZMERI, Amir FAUZI, Muhammad NAZAR 

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ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE)  UNIVERSITY OF SYIAH KUALA  Banda Aceh, 19 – 20 September 2013   

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CONSTRUCTION ANALYSIS OF NON ENGINEERED STRUCTURE FOR MATERIAL USE IN  AREA  WETLANDS AT BENGKULU CITY 

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          Muhammad FAUZI, Dwi SETYAWAN, Budhi SETIAWAN, Ridhah TAQWA  ABILITY TO PAY AND WILLINGNESS TO PAY OF STUDENTS ON PUBLIC TRANSPORT  (CASE STUDY: TAKENGON CITY) 

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          Gustina FITRI, Renni ANGGRAINI, Sofyan M.SALEH  THE EVALUATION OF IRRIGATION EFFICIENCY IN IRRIGATION NETWORK  OF PANDRAH IRRIGATION PROJECT, BIREUEN 

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          Maimun RIZALIHADI, Amir FAUZI, Reza TANZIL  A PRELIMINARY STUDY ON BEHAVIOR OF FERRO FOAM CONCRETE CHANNEL  PROFILE (C) AS AN ALTERNATIVE MATERIAL FOR BRIDGE GIRDER 

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          Mochammad AFIFUDDIN, ABDULLAH, HUZAIM  A STUDY ON BIKE TRACK PROVISION AT SYIAH KUALA UNIVERSITY CAMPUS BANDA  ACEH 

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Muhammad ISYA, Renni ANGGRAINI, Hardiva LISMARYANDI  CAUSE OF OVERHEAD COST OVERRUN IN BUILDING PROJECT IN BANDA ACEH  126           NURISRA , MUBARAK  ANALYSIS OF SOIL LAYER AND PILE FOUNDATION BEARING CAPACITY WITH SPT  METHOD ON NAGAN RAYA PLTU UNIT 3‐4 ACEH PROVINCE 

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          Banta CHAIRULLAH  STUDY OF RIVER WATER POTENCY IN BIREUEN DISTRICT            ZIANA, Alfiansyah YULIANUR, Cut AZIZAH 

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COST OPTIMIZATION OF ROAD CONSTRUCTION PROJECT USING VALUE  ENGINEERING APPLICATIONS (Case Study ofRoad Construction Project Package  JNB1,District of West Aceh)   

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          Sofyan M. SALEH, MUBARAK, Astiah AMIR 

ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE)  UNIVERSITY OF SYIAH KUALA  Banda Aceh, 19 – 20 September 2013   

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ABILITY TO PAY AND WILLINGNESS TO PAY OF STUDENTS ON PUBLIC TRANSPORT (CASE STUDY: TAKENGON CITY) Gustina FITRI1, Renni ANGGRAINI2, Sofyan M. SALEH2 1)

Master Student at Master Program of Civil Engineering, Syiah Kuala University, Banda Aceh, Indonesia 2) Master Program of Civil Engineering, Syiah Kuala University, Banda Aceh, Indonesia Email: [email protected]

Abstract: As a capital city of Kabupaten (Regency) of Central Aceh, Takengon has experienced an increase demand on public transport. Labi-labi (as commonly known for public transport in Takengon) applies different fares for adults and students as established by local government. Fare is determined the same for all distances. This matter generates problem to Labi-labi operators, as their expenses is higher than their outcomes. As a consequence, those operators intend to increase the fare for both users. This study aimed at identifying the ability to pay (ATP) and willingness to pay (WTP) from students’ point of view on public transport. The results showed that ATP of students based on family income is Rp. 660,- per trip, still higher than prevailing fare (Rp. 350,- per trip). Similar to that, WTP of students is also higher than that of current fare, about Rp. 563,- per trip. In conclusion, operators is able to increase the fare with the agreement of local government. Keywords: public transport, Ability to Pay (ATP), Willingness to Pay (WTP), student

1.

INTRODUCTION Takengon city, as a capital city of Kabupaten (Regency) of Central Aceh, has been

experiencing an increase demand on public transport, since a few years ago.With three main routes service available, i.e. PayaTumpi – Takengon, Toa (Pedekok) – Takengon, and Kebayakan – Takengon,the individual demand on public transport is quite high. According to Vuchic (2005), transit fares are a major factor in attracting passengers. The amount of the transit fare, its relationship to the quality of provided service, and the convenience of fare payment greatly influence transit system ridership. In Indonesia, transit fare is commonly determined by government policy. Consequently, it leads to problems, either to transport providers or the passenger. Takengon City has also faced such problem. The prevailing transit faresdetermined by local governments to public society and students are different.Fare applies to students is only Rp. 350; whereas it applies to public passenger is Rp. 1,000. In addition, the applied fare is not based on distance, yet a flat fare. As a result, transport service providers (Labilabi) argue that the fares are too low, unaffordable to cover the recent operational and maintenance costs. In contrary, transport usersare satisfied enough to the applied fares as they expectto get ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) UNIVERSITY OF SYIAH KUALA Banda Aceh, 19 – 20 September 2013

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thelowest fare, in particular the students.In that sense, trade off should be conducted. This study aimed to examine the ability to pay and willingness of pay of students, as transit passenger, to obtain a reasonable fare. It is also as recommendation to local government for a reasonable fare based on ability- and willingness to pay of students on Labi-labi in Takengon City, Province of Aceh. 2.

LITERATURE REVIEWS

2.1 Transit Fare Determination According to Vuchic (2005), in order to plan fares for a given transit systems, it is necessary to define what the fares should achieve. The primary objectives for a fare system are as follows: 1. To attract the maximum number of passengers 2. To generate the maximum revenue for the transit agency 3. To achieve specific goals, such as increasing the mobility of the labor force, students, or seniors; improving access among certain areas; promoting the use of a note efficient transit mode, etc To set up fares, Vuchic (2005) stated the common requirements and constraints that must be considered, such as: 1. Elasticity of demand may limit the choice of fare level and structure 2. Equity among transit travelers in terms of value of service (trip length, local or express, comfort level, safety and security, etc) versus the fare paid by different user group 3. Social and political aspects, such as the need for service and ability to by different population groups, often play an important role 4. Fares should be understandable and convenient for passengers to pay 5. Fare type should allow easy and low-cost colletion and control by the agency 2.2

Fare Structures According to Matz&Usry (1975), fare structure is one factor considered in travel decision-

making. The fare structure is a mechanism or procedure of fare payment, such as uniform fare, kilometer fare, graduated fare, and zonal fare. Similar to that, Vuchic (2005) defines that fare structures are classified on the basis of the relationship between fare amount and distance traveled on a transit line. The fare is classified into: flat fare, zonal fare and sectional fare. The last two fares are considered as graduated fares.

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Flat fare A flat fare is constant regardless of the distance a passenger travels on a single vehicle or throughout the transit network (Vuchic, 2005). The flat fare structure applies the simplest possible fare so that passengers easy to understand and use. The advantage of the flat fare is easy and rather fast, when it is used for individual lines, it is usually collected at fare gates in a station or upon boarding the transit mode. In contrary, the basic disadvantage of a flat fare is that it is a fixed amount that does not reflect the quantity of service that the rider receives. A passenger traveling short distance pays the same amount as a passenger traveling farther. In that sense,benefit is gained by passengers traveling long distances. Zonal Fare The simplest way for charging graduated fares proportionally to the lengths of passenger trips is achieved by dividing the city or urban area into fare zones, at least to two zones (Vuchic, 2005). The main advantage of a zone fare structure is that it provides a uniform base fare for a given small geographic area, as well as a correspondingly higher amount of revenue from longer trips. In comparison with a flat fare, a zonal fare has the advantage of charging increasing amounts for longer trip lengths. This makes fares more equitable and acceptable to the users. The disadvantages of zonal fare structures are: (i) complexity in fare collection and control of fee payments, and (ii) disproportionately high fare charges that apply to passengers traveling short distance across zone boundaries. Sectional Fare As stated by Vuchic (2005), another way of making fares related to travel distance is obtained by dividing transit line into sections. The fare then increase with the number of sections traveled. On the other hand, sectional fares are more complicated to compute, collect and control than zonal fares. Sectional fares can therefore be readily on lines with light-to-moderate passenger volume with manual fare collections. In conclusions, both zonal and sectional fares haveamounts that vary with trip lengths, but they are computed differently: zonal fares are determined on the basis of geographically defined zones, while sectional fares are based on the distance traveled on a single transit line. 2.3 Ability to Pay (ATP) Joewono (2009) implied that the basic premise underlying the use of economic variables to reflect the impacton users is that the demand function for a group of users shows the values theyplace on different levels of service. According to Manheim, 1979, (in Joewono, 2009), the demand function expresses the users’relative willingness to pay for different service levels. There ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) UNIVERSITY OF SYIAH KUALA Banda Aceh, 19 – 20 September 2013

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arethree alternative views on how to measure the benefit to users: the gross-benefitview (corresponding to the willingness to pay argument), the consumer-surplusview, and user-cost view. Theimportant limitation of these measures of user benefit is that, if used carelessly,they are biased toward upper-income travelers. The generaleffect is that projects benefiting high-income travelers would show greater userbenefits than those benefiting low-income users. Ability to Pay (ATP) is a person's ability to pay for services based on income received that is considered ideal (Abrams et al, 2006). The approach used in the analysis of ATP based on the allocation of costs for transportation and household income. In other words, ATP is the ability of communities to pay for travel. Several factors affecting the ATP include: a. b. c. d. e. f. g.

The amount of income; Transportation needs; Total transportation costs; The intensity of the trip; Total expenditure per month; Types of activities; The percentage of income used for transportation costs. ATPvaluesare calculatedwiththe following equation: ATP

where : ATP = Ix = Pp = Pt = Tr =

I x Pp Pt

(1)

Tr

ATP based on total family income ; Family income per month; percentage of the family budget for transportation per month; Percentage allocation of transportation costs families who used toPp; Total trip length per family months.

2.4 Willingness to Pay (WTP) Willingness to Pay (WTP) is the willingness of users to issue a reward for services obtained. The approach used in the analysis of WTP is based on the user's perception on transit fares.Similar to ATP determination, the determination of WTP is also expressed in the unit of currency IDR per trip (Abrams, et al, 2006). Some factors affecting WTP include: 1. 2. 3. 4.

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Production of transportation services provided by the employer; Quality and quantity of service provided employers; Utility for public transport users are; User income

ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) UNIVERSITY OF SYIAH KUALA Banda Aceh, 19 – 20 September 2013

3. METHODOLOGY This section explains about methodology of research used in this particular study. It explains primarily about data collection that consists of primary and secondary data. Data Collection Data collection was obtained from primary data and secondary data. Primary data was conducted by doing on-site survey, distributing questionnaire to respondents. Secondary data was obtained from the relevant authorities, such as Department of Transportation and Tourism of Kabupaten Central Aceh and Central Bureau of Statistics. Population Population considered in this particular study is those residents residing in three kampungs, i.e. Kampung Kemili, Kampung Blang Kolak II, and Kampung Bukit Kebayakan, Takengon City. Individual data was acquired from Central Bureau Statistics (BPS) of Kabupaten Central Aceh. Households distribution are as follows: Kampung Kemili = 1,376 households, Kampung Blang Kolak II = 881 households, and Kampung Bukit Kebayakan = 136 households. Sampling Sampling technique used in this certain study was stratified random sampling. Stratified random sampling is a technique which attempts to restrict the possible samples to those which are ``less extreme'' by ensuring that all parts of the population are represented in the sample in order to increase the efficiency (that is to decreasethe error in the estimation). Stratified sampling for three kampungs was conducted by using Slovin formula:

ni =

.n

(2)

where: ni = a number of sample by stratum; n = total sample; Ni = a number of population by stratum; N = total population Questionnaire Questionnnaire questions was arranged somehow so that respondents are able to fill it in. It consists of information about individual and household data as well as trip information and fares, such as follows: 1. Household structures; ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) UNIVERSITY OF SYIAH KUALA Banda Aceh, 19 – 20 September 2013

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2. Gender; 3. Age; 4. Education level; 5. Job Status; 6. Income per month; 7. Origin and Destionation of Trip; 8. Distance; 9. Trip purpose; 10. Transport expenditure per month; 11. Paid fare; 12. Preferred fare

4. RESULTS AND DISCUSSION This section shows the characteristic of respondent and results obtained from data analysis. Characteristics of Respondents by Family Income Based on individual survey, it is found that the family income of respondent is quite vary, within the ranges of Rp. 500,000 - Rp. 5,500,000 per month. The majority respondent having household income between Rp. 1,600,000 - Rp. 2,500,000 is about 52% of total respondent. The second majority respondent (16%) is taken by household earning income between Rp.500,000 Rp.1,500,000 per month. Remaining respondents earn household income above Rp. 2,600,000 per month, with the distribution respectively as follows: Rp. 2,600,000 - Rp.3,500,000 (14%); Rp.3,600,000 - Rp.4,500,000 (10%); Rp.4,600,000 - Rp.5,500,000 (7%); and over Rp.5,500,000 (1%). It showed the tendency that the higher household income the less students use public transport. Analysis ofthe Average Transit FareforStudents Survey results showed, about 35% of total respondents was students. In order to obtain the average transit fare for students the percentage of student respondent multiplied by current transit fare for student, i.e Rp. 1,000, hence it is found the average transit fare for students, about Rp. 350 per trip. Analysis ofATPof Students onTransitFares To determinethe ATP of students on city's transit fares, this study assumes that the transit faresare based onfamily expendituresonpublic transport,from family incomepermonthand trip rate offamilypermonth.The averageamount offamilyincomepermonthis Rp. 2,573,390, where on average, the lowest familyincomeis Rp.1,000,000 and the largestis Rp.6,500,000 per month. In addition to that, it is found that the family expenditures on public transport is about 3% of family

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income per month. However, the range distribution is quite large, as low as 1% to as big as 11% from the family income. By using Eq. (1), the ATP value of students is found. ATP value is then accumulated and divided by total sample of students located in three kampungs (area) in Takengon City, i.eKampung Kemili, Kampung Blang Kolak II, and Kampung Bukit Kebayakan. It is found that the ATP of students is Rp. 660 per trip, which is 88.57% higher than the current public transport fare for students, Rp. 350pertrip. Figure 1 shows that about 100% students are able topaythe transit fare at least equal or more than the average transport fare.

Tarif (Rp/Perjalanan)

 1,400 y = ‐188.9ln(x) + 1399.1 R² = 0.9099

 1,200  1,000

KURVA

 800  600

TARIF RATA-RATA

 400  200  ‐ 0

10

20

30

40

50

60

70

80

90

100

Jumlah Responden (%)

Figure 1. The Average of ATP on Transit Fares by Students

Analysis of WTP of Students on Transit Fares Based on the interview survey done to students, as transit user, it was known that the most preferred fares by the students were vary between Rp. 500 - Rp. 1,000 per trip (90.20%). Only 4.40% of respondents preferred fare less than Rp. 500, while remaining students preferred fare upper than Rp. 1,000 per trip. Of the most suitable fare divided by trip length, WTP value was obtained. WTP value was then accummulated and divided by total sample. Hence, the WTP value from three kampungswas obtained aboutRp. 563 per trip, about 60.86% higher than the average public transport fare for students, which is Rp. 350 per trip.

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 1,400 y = ‐268ln(x) + 1685.7 R² = 0.9236

Tarif (Rp/Perjalanan)

 1,200 TARIF RATA-RATA

 1,000  800

KURVA

 600  400  200  ‐ 0

10

20

30

40

50

60

70

80

90

100

Jumlah Responden (%)

Figure 2. The Average of WTP on Transit Fares by Students

As can be seenin Figure 2, the number of students willing to pay for Labi-labi fare is greater than or equal to the current public transport fare is 98%, while the remaining students afford to payless (2%).

5.

CONCLUSIONS AND RECOMMENDATIONS

1.

The average amount of family income per month is Rp. 2,573,390, where on average, the lowest familyincomeis Rp.1,000,000 and the largest is Rp.6,500,000 per month.

2.

Family expenditures on public transport is quite low, only 3% of family income per month.

3.

ATP of students is Rp. 660pertrip, which is 88.57% higherthan the current public transportfareforstudents,Rp. 350pertrip. About 100% students are able topaythe transit fare at least equal ormorethanthe averagetransport fare.

4.

WTP of students is Rp. 563 per trip, about 60.86% higher than the average public transport fare for students, Rp. 350 per trip. About 98% of students are willingto pay for Labi-labi fare is greater than or equal to the current Labi-labi fare,while the remaining students afford to payless (2%).

5.

Considering the ATP and WTP of students that are higher than current fare, then operators is able to increase the fare with the agreement of local government.

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REFERENCES Joewono, T.B. (2009). Exploring the Willingness andAbility to Pay for Paratransit inBandung, Indonesia.Journal of Public Transportation, Vol. 12, No. 2, pp.85-103 Matz, A &Usri, M, F, 1975, Cost Accounting Planning and Control, South Western Publishing, Ohio. Triwibowo, 2000, Karakteristik Pergerakan dan Hubungannya dengan Perkembangan Kawasan Pinggiran Kota. Vuchic, R.V. (2005). Urban Transit: Operations, Planning, and Economics. John Wiley & Sons, New Jersey and Canada Wicaksono, Riyanto. B, &Kusumastuti, D.R , (2006), AnalisisKemampuanMembayarTarifAngkutan Kota (StudiKasusPenggunaJasaAngkutan Kota padaEmpatKecamatan Di Kota Semarang), Jurnal, JurusanTeknikSipilFakultasTeknikUniversitasDiponegoro, Semarang.

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COST OPTIMIZATION OF ROAD CONSTRUCTION PROJECT USING VALUE ENGINEERING JOB PLAN (Case Study of Road Construction Project Package JNB1, District of West Aceh) Sofyan M. SALEH1, MUBARAK2, and Astiah AMIR3 1,2)

Univerity of Syiah Kuala, Banda Aceh, Indonesia Email: [email protected], [email protected] 3) University of Teuku Umar, Meulaboh, Indonesia Email: [email protected] Abstract: The study was conducted to optimize the road construction cost using the application of Value Engineering (VE).The study is applied to the road construction project of Package JNB1: Lueng Gayo - Arongan Lambalek at STA 198 - STA 216, West Aceh District of Aceh Province. The value engineering application is developed thru phases called Value Engineering Job Plan. The job plan consists of information phase, creative phase, analysis phase, and recommendation phase. As the result in information phase, the components of decent work potentially to be optimized are asphalt pavement and earthwork which are contributed more than 50% of total cost. During the creative phase, there are 2 alternatives created; Vertical Vibre Drain (VVD) combined with Horizontal Sand Drain (HSD) and Cakar Ayam Modification (CAM), while the existing construction uses Geotextile dan Geogrid (GG). Furthermore, the analysis phase is established to evaluate advantages/disadvantages and Life Cycle cost (LCC) of all alternatives. The result informed that LCC values are Rp. 120,865,300,964 (VVD-HSD), Rp. 115,639,315,748 (CAM), and Rp. 128,487,519,598 (GG-existing). The CAM alternative shows the greatest potential cost saving (10.22%) while it compare to the exixting. This alternative is demonstrate benefits in various aspects, such as lower initial cost, lower maintenance cost, environmental friendly, and the technology is easily applied. Keywords: cost, optimization,value engineering, road construction

1. INTRODUCTION Today, the infrastructure development is becoming to be one of many important aspecs to accelerate economic growth. Meanwhile, the government funds available is limited, so the cost savings and efficiencies needed. The transport infrastructure is one job that often needed a very large budget. In Province of Aceh, one of which is included in this kind of work is a road project connected City of Banda Aceh and City of Meulaboh. Referring to the Regulation of the Minister of Public Works number 06/PRT/M/2008, the role of maintenance and supervision guidelines for the implementation of construction inspection with

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in the Ministry of Public Work, when in the checking process was found inefficiencies, it is recommended to the owner to apply the methods of Value Engineering (VE). Objectives and preferred benefits of this study are to identify components of the work that potential for appling Value Engineering (VE) and specify alternatives proposal to be evaluated using Value Engineering (VE) job plan. Furthermore, the research is intended to provide information of cost optimization among alternatives. 2. VALUE ENGINEERING (VE) JOB PLAN WVDOH (2004) define value engineering as the systematic application of recognized techniques by multidiscipline teams that identifies the function of a product or service; establishes a worth for that function; generates alternatives through the use of creative thinking; and provides the needed functions, reliably, at the lowest overall cost. The VE uses certain stages named the VE Job Plan. The job plan is an organized plan of action for accomplishment of VE studies (Wilson, 2005). According to Dell'Isola (1975), the job plan of value engineering consists of four phases: 1) Information phase; 2) Creative phase; 3) Analysis phase; and 4) Recommedation phase. Information Phase Generally, this phase is used to obtained intial information related to project. The information will use as basis knowledge of the design to be studied and to assess its major functions, cost and relative worth, as follow: a. Project information Project information obtained from the documentation of project, for instance data of bill of quantity, drawings, and specifications. b. Cost model and analysis of function Zimmerman (1982) describe cost models could be developed using Pareto diagram. Pareto Principle states that 80% of the total cost normally occurs in 20% of the work activity. Another cost model named cost matrix model which separates the construction components and distribute these components into the various elements of the project. A Function Analysis

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System Technique (FAST) diagram is then uses to classify the functions of construction components (Marzuki, 2007). Creative Phase The objective of the Creative Phase of the Value Engineering Job Plan is to "brainstorm" the functions of the design elements isolated by the investigation Phase, and to develop a number of alternatives to each (WVDOH, 2004). This stage develops a number of alternatives considering the functions describe in the previous phase. It is needed to use creative technique to get a fresh poin of views. In the implementation, there are several techniques; for instance brainstorming, Gordon technique and some organizes technique (check list, catalog, morphological analysis, and attribute listing) can be used. Analysis Phase The objective of the Analysis Phase of the Value Engineering Job Plan is to analyze the results of the Creative Phase and, through review of the various alternatives, select the best ideas for further expansion (WVDOH, 2004). According Dell'Isola (1975), there are three stages of the analysis process, which are the advantages and disadvantages analysis, feasibility analysis, and matrix analysis. Recommendation Phase The objective of the Presentation Phase of the Value Engineering Job Plan is to put the recommended alternatives before the decision-makers in such convincing terms that they will accept them (WVDOH, 2004). Decision-makers are those individuals who will ultimately approve the VE Team’s recommendations. The proposal covers information related to summary of study, identification of expected benefits/disadvantages, recommendation of specific action, and suggestion of action implementation plan. 3. APLICATION VE JOB PLAN TO HIGHWAY PROJECT 3.1 Information phase Project Overview Projects selected as the research object is JNB1 of Road Project Package: Lueng Gayo Arongan Lambalek at Stationing (STA) 198 to STA 216, West Aceh District of Aceh Province. The existing site conditions across peat lands along 8 km out of the 18 km of handling in this package. The project is funded by the Multi Donor Trust Fund for Aceh and North Sumatra (MDF) Grant TF: 098 082. The rate loan funds for Indonesian government is 0% for the year 1-10 period, 2.5% ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) UNIVERSITY OF SYIAH KUALA Banda Aceh, 19 – 20 September 2013

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for the year 11-20 and 5% for the year 21-35 (World Bank, 2013). The Ministry of Public Work releases a regulation No. 13/PRT/M/2011 on procedures for road maintenance and surveillance, road classification and improvement program (Table 1). Table 1 Classification and Road Condition Maintenace Program (Permen PU, 2011) % Damage Limitation to the Surface of Pavement Layers

Road Condition Good

Improvement Program

%

Routine Routine /Periodic Rehabilitation Reconstruction/ Upgraded Structure

Work and Cost Model The project of road construction consists of nine division of work. The ranked price of works shown in Table 2. The major of work items are asphalt pavement, earthwork, and structures. The model of cost represented by the Pareto diagram informs that almost 80% of total cost engages by those three works (Figure 1). Table 2 Work Description dan Price

No 1 2 3 4 5 6 7 8 9

Description Asphalt Pavement Earthworks Structures Granular Pavement Pavement widening & sholders General Reinstatement and minor works Drainage Day Work Sum of Division 1 to 9 Provisional Sum for EMC Works Lump Sum for Preparation of Environmental Action Plan, Environmental Agreement, monitoring Equipment and Testing Value Added Taxes Total Bid Price Rounded Total Price

158

Price (Rp.) 31,031,240,096.25 16,668,717,818.22 13,867,568,416.91 10,865,217,825.00 7,875,160,020.00 1,933,430,500.00 1,106,804,272.64 592,197,613.48 48,325,708.84 83,988,662,271.34 500,000,000.00

Price (%)

Price cumulative (%)

36.95 19.85 16.51 12.94 9.38 2.30 1.32 0.71 0.06

36.95 56.79 73.30 86.24 95.62 97.92 99.24 99.94 100.00

100.00

100.00

120,000,000.00 8,460,866,227.13 93,069,528,498.47 93,069,528,000.00 93,069,528,000.00

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Figure 1 Pareto Diagram Analysis of Function Analysis of function present information of function type (basic, B or secondary, S) and cost-worth ratio of works components. This research will focus on the two highest cost of work. The result of analysis of function to asphalt pavement and earthwork present in Table 3. Table 3 Analysis of Function Asphalt Pavement Function Analysis Work Item : No 1 2 3 4

Component Tack Coat Prime Coat AC-WC AC-BC AC-BC leveling

Work Item : No 1 2 3 4

Component Common excavation Excav. EAE Material without Milling Selected embankment Garade Preparation

Asphalt Pavement Function Noun Verb binding steep hold channel leveling

element element load load element

Type S S B S S Total Cost/Worth

Cost 1,577,066,732.50 908,899,623.75 15,841,494,000.00 12,169,447,200.00 534,332,540.00 31,031,240,096.00 1.959

Worth

15,841,494,000.00

15,841,494,000.00

Earthworks Function Noun Verb replace the existing material subgrade hold hold hold

subgrade

Type S

S subgrade B subgrade S Total Cost/Worth

Cost

Worth

337,518,239.00 31,568,329.00 16,283,960,000.00 15,671,250.00

9,941,337,071.00

16,668,717,818.00 1.677

9,941,337,071.00

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Based on Table 3, the cost-worth ratio to asphalt pavement is 1.95 and earthwork is 1,677 which are greater than 1 (one). It is mean that potential cost saving could be achieved from those two works. Futher VE job plan will focus on those works. 3.2 Creative Phase The result of study on the information phase indicated that the work which has the highest cost is the selected embankment and asphalt (AC-WC and AC-BC). In the creative phase, alternatives propose to optimize the cost will consider the functions describe in the previous phase. A brainstorming technique use to develop proposes alternatives. The two selected alternatives to the case study are: 1) Erection Vibre Vertical Drain (VVD) and Horizontal Sand Drain (HSD); and 2) Cakar Ayam Modification (CAM), as seen in Figure 2 and Table 4. Table 4 the Alternatives of Construction No

I

Construction Methods Erection VVD and HSD combined with Geomembrane Eliminate Geotextile

II

Chicken Claws Modification (CAM) and Eliminate geogrid on STA 00+000-0+950 dan STA 13+000STA 17+900 Eliminate Geotextile

STA 02+075 - 4+800 01+000 - 02+075 04+800 - 08+950 00+000 - 00+950 13+000 - 17+900 02+075 - 4+800 01+000 - 02+075 04+800 - 08+950 00+000 - 00+ 950 13+000 - 17+900

Geotextile dan Geogrid (Existing)

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Long

Unit

7.95

Km

5.85

Km

7.95

Km

5.85

Km

Vertical Vibre Drain D(VVD) and Horizontal Sand Drain (HSD)

Cakar Ayam Modification(CAM)

Figure 2 Typical Cross Section of Alternatives 3.3 Analysis Phase Analysis phase is to determine the best alternative in contributing of the highest cost reduction. The steps in this stage consist of: a. Determination of assessment criteria Assesment is initiated by determination of assessment criteria. Assement criteria are developed considering number of factors suggested by experts of road construction. The criteria are then ranked and weighted as seen in Table 5. The next step is evaluation of advantages and disadvantages of alternatives. b. Analysis of advantages and disadvantages The advantages and disadvantages of among alternative are evaluated using zero-one analysis. The analyses provide information of advantages comparison between existing and proposed alternatives (Table 6). ACEH INTERNATIONAL SYMPOSIUM ON CIVIL ENGINEERING (AISCE) UNIVERSITY OF SYIAH KUALA Banda Aceh, 19 – 20 September 2013

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Table 5 Assessment Criteria Code

Criteria

Rangk Value

Weight (%)

A

Quality of Constuction

9

20

B

Initial cost

8

17.8

C

Maintenance Cost

7

15.6

D

Easy Implementation

6

13.3

E

Age Plan

5

11.1

F

Environment friendly

4

8.9

G

Duration

3

6.7

H

Time of Booking

2

4.4

Technology

1

2.2

45

100

I

Total

Table 6 Zero-One Analysis

No 1 2

No 1 2

Alternative Alt. I (Existing) Alt. II (VVD dan HSD) Alternative Alternatif I (Existing) Alt. III (CAM)

A 20 0 0 1/1

B 17.8 1/1 17.8 0

C 15.6 1/2 7.8 1/2

Assessment Criteria D E F 13.3 11.1 8.9 1/2 1/2 0 6.66 5.55 0 1/2 1/2 1/1

G 6.7 1/2 3.35 1/2

H 4.4 1/2 2.2 1/2

I 2.2 0 0 1/1

20

0

7.8

6.66

8.9

3.35

2.2

2.2

56.66

A 20 0 0 1/1 20

B 17.8 1/1 17.8 0 0

C 15.6 0 0 1/1 15.6

Assessment Criteria D E F 13.3 11.1 8.9 1/2 1/2 0 6.66 5.55 0 1/2 1/2 1/1 6.66 5.55 8.9

G 6.7 1/2 3.35 1/2 3.35

H 4.4 1/2 2.2 1/2 2.2

I 2.2 0 0 1/1 2.2

Total

5.55

Total

43.36

35.56 64.46

c. Feasibility Analysis of Benefits The analysis is aimed to justify feasibility of an alternative. The analysis use the life cycle costing analysis techniques. The analysis considers intial cost, maintenance and replacement cost, and annual cost (Table 7). The result of analysis present in Table 8. Table 7 Cost of Alternatives No 1 2

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Description Initial cost Age plan

3

Interest Rate

4

Annual Maintenance Cost

GG Rp. 93,069,528,000 15 year Year 0-10 (0%), 11-20(2.5%) Rp. 3,584,183,652.48

VVD and HSD Rp. 96,243,462,000 15 year Year 0-10 (0%), 11-20(2.5%) Rp. 2,607,515,970.52

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CAM Rp. 94,091,037,000 15 year Year 0-10 (0%), 11-20(2.5%) Rp. 2,032,072,361.87

Table 8 Analysis Result of Life Cicle Costing Alternative (in Rupiah) No 1 2

3 4 5

Cost Analysis Initial Cost Maintenance cost Routine Priodic Total Maintenance Cost Salvage cost Life cycle cost Potential Cost Saving (Existing-Alt.)

GG (existing, Alt. I) 93,069,528,000

VVD and HSD (Alt. II) 96,243,462,000

CAM (Alt. III) 95,332,016,000

9,887,299,482 25,530,692,115

9,887,299,482 14,734,539,482

5,713,031,545.01 14,304,626,806

35,417,991,597 0 128,487,519,597

24,621,838,964 0 120,865,300,964

20,017,658,351 0 115,349,674,351

-

7,622,218,633

13,137,845,246

3.4 Recommendation Phase Recommendation is the final stage of the overall job plan of VE. This stage is also called the stage of development and presentation. According to the result of previous analysis, it is recommended to choose Alternative III (Cakar Ayam Modified) as the best alternative which provided the highest value of cost reduction (optimum). This alternative offer more benefit while it compare to other alternatives as shown in Table 9. Table 11 Benefit of the Selected Alternative Benefit of Alternatives No

1

2

3

4 5

Alternative

GG Existing (Alt. 1)

less more perishable than alt.2, 3 excess Initial Cost cheaper than alt 2, 3 Rp. 93,069,528,000 less maintenance costs are greater Maintenance Cost than the alt. 2, 3 Rp. 35,417,991,597 less Environment not environmentally friendly Friendly because of uses of wood less Technology less than alt. 2, 3 Quality of Connstruction

VVD dan HSD (Alt. 2)

CAM Selected (Alt. 3)

better better than alt 1. less more expensive than alt. 1, 3 Rp. 96,243,462,000 less maintenance costs are greater than the alt. 3 Rp. 24,621,838,964 good

better better than alt 1. 2 less more expensive than alt. 1 Rp. 95,737,231,000 excess lower maintenance costs than alt. 1, 2 Rp. 19,902,084,749 good

environmentally friendly

environmentally friendly

easier better than alt. 1

more easier better than alt. 1, 2

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4. CONCLUSIONS 1) The selected embankment and asphalt pavement are demonstrated the greatest potential value to apply Value Engineering analysis, while those works take a portion of more than 50% of total cost. 2) Alternatives proposed to optimize the cost by considering the functions of work are 1) Erection Vibre Vertical Drain (VVD) and Horizontal Sand Drain (HSD); and 2) Cakar Ayam Modification (CAM), whiles the existing use Geotextile and Geogrid (GG). 3) The alternative selected is Cakar Ayam Modification (CAM), which provides the highest cost savings more than 10% to initial cost (Rp. 12,848,203,849), and also demonstrated number of benefits comparing to the other alternatives. References Dell’Isola, AJ 1975, Value Engineering in the Construction Industry, Van Nostrad Reinhold, New York. Marzuki, PF 2007, Rekayasa Nilai: Konsep dan Penerapannya di dalam Industri Konstruksi, Institut Teknologi Bandung. Peraturan Menteri Pekerjaan Umum Nomor 06/PRT/M/2008, Pedoman Pengawasan Penyelenggaraan Pelaksanaan Pemeriksaan Konstruksi Di Lingkungan Departemen Pekerjaan Umum. Peraturan Menteri Pekerjaan Umum Nomor 13/PRT/M/2011tentang Tata Cara Pemeliharaan Jalan dan Penilikan Jalan. World Bank 2013, Bagaimana tingkat bunga Bank Dunia dibandingkan dengan sumber pembiayaan pemerintah lainnya, Viewed 23 April 2012, . WVDOH Ofice Service Division 2004, Value Engineering Manual. West Virginia Department of Transportation. Wilson, DC 2005, NCHRP Synthesis 352: “Value Engineering Applications in Transportation”, A Synthesis of Highway Practice, Transportation Research Board, Washington D.C. Transportation Research Board, Washington D.C. Zimmerman, LW & Hart, GD 1982, Value Engineering A Practical Approach for Owners, Designers, and Contractors, Van Nostrand Reinhold Company, New York.

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