Optimalisasi Biaya dan Waktu Proyek Kontruksi Pelebaran Jalan Menggunakan Earned Value

2021 ◽  
Vol 4 (2) ◽  
pp. 1
Author(s):  
Sentot Tri Wibowo ◽  
Suwarno Suwarno ◽  
Ahmad Ridwan ◽  
Haris Wicaksono ◽  
Fitry Rahmawaty

In a construction project, there are several aspects that cause the project not to go according to plan. Cost and time are aspects that need to be considered to avoid losses incurred in a project. Jombang-ploso-legundi-gresik road project is one of the road widening projects carried out by PT. Mix Pro Indonesia. The project was carried out with the aim that access to (Surabaya-Mojokerto) or further trans Java toll road is quicker safe and smoother. This research aims to optimize the cost and time on the project using the Earned Value method. Calculations include the calculation of ACWP (Actual Cost of Work Performance), BCWS (Budgeted Cost Work Schedule), and BCWP (Budgeted Cost for Work Performed) using the Earned Value method. From these parameters, estimate aspects of cost and time. As well as project analysis of acceleration on a critical trajectory of work. The results of calculations in the 12th week obtained a BCWS value of Rp 1,216,677,846,400 BCWP = Rp 3,040,372,140,080, ACWP = Rp 3,678,560,000. CV value = -Rp 109,203,495.92, SV = Rp 895,646,816.82, CPI = 0.827, and for SPI = 2,499. From these results it can be seen that the CPI value < 1 which means that there are project expenditures that exceed the original plan. With the results, it can be used as a reference in the implementation of project activities.

Author(s):  
A.A Astri Dewi ◽  
P. Alit Suthanaya ◽  
D. M. Priyantha Wedagama

By Pass Ngurah Rai is the only primary arterial road linking the traffic flow of people and goods from Ngurah Rai Airport to Nusa Dua. Peak hour traffic flow condition has exceeded the capacity of the road. To solve the above problems, it is planned to build toll roads Benoa-Bandara-Nusa Dua. The objectives of this study were to analyze the performance of existing roads with and without the toll road, the rates applicable to service users and to analyze the financial feasibility of the investment of the project.   Analysis was performed for several scenarios, including the scenario-1, assuming traffic growth factor of i = 9.96% / year, the interest rate 16% / year, inflation accounted for 8.506% / year and the toll rates using rates set by the Jasa Marga. All of the cost including land acquisition and construction costs were provided by investors. It was found that for the scenario-1, the  NPV is Rp 1,586,137,984,347, -, BCR: 0.4754 and IRR 3, 8676%. The results of the financial analysis indicated that investment of the toll roads Benoa-Bandara-Nusa Dua is not financially feasible. In order for this project to be financially feasible, the growth rate of vehicles should be at least i = 14.7% / year.


2021 ◽  
Vol 2 (6) ◽  
Author(s):  
Irriene Indah Susanti ◽  
Fahmizan Rimawan

The development of Depok-Antasari Toll road construction was delayed by the work  on the  implementation of land work of 30.70%  from the original plan presentation so that  The initially planned time was completed in August 2019 extended to be completed in December 2019. In this study will analyze the acceleration of completion duration on The construction project of Depok–Antasari Toll road with an alternative to the number of heavy equipment. The purpose of this research is to know the cost of project that is physical  and duration of time is  faster by using the alternative. The results of the analysis was obtained  that total project cost under normal conditions is IDR. 9,860,552,249.00 with the duration of project execution 130 working days. In the condition after accelerated with the addition of the number of heavy equipment alternative– 1 obtained a fee of Rp. 10,030,638,486.00 or more expensive 1.02% of the project cost in normal conditions and duration Project execution of 109 business days or faster 21 days from the normal duration. While the total cost of the project in the alternative condition–2 obtained Rp. 10,153,918,103.00 or more expensive 1.04% of the project cost under normal conditions and duration of project execution 104 days or faster 26 days from the normal duration. It can concluded that the acceleration of work by alternative method-1 is a more effective and economical acceleration alternative, because By applying an alternate acceleration–1. The duration of project work is faster than normal circumstances and does not experience a delay of employment from the planned time of 120 days. And the total budget cost of the project is cheaper compared to the alternative acceleration method-2.


2021 ◽  
Vol 2021 (23) ◽  
pp. 31-42
Author(s):  
Anatolii Tsynka ◽  
◽  
Andrii Hrinchuk ◽  
Ivan Rakovych ◽  
◽  
...  

Introduction. In the modern conditions of the pricing system in the construction of Ukraine, the key value have the estimated norms, which are presented in separate collections, the main purpose of which is to determine the standard quantity of resources required to perform a particular type of work as a basis for the transition to the cost indicators. In order to determine the cost of road work objectively and accurately, it is essential that the indicators of estimated norms meet the requirements of regulatory documents and modern methods of execution of road works.Problematics. In connection with the active improvement of the regulatory base of the road construction industry, permanent upgrade of road organizations technique fleet, the introduction of new technologies and materials in construction and operation of roads, improving the methods of work there is a discrepancy between the existing resource element of estimated norms and the actual conditions of work in terms of built-up labor costs, the operation time of machines and mechanisms and the range of materials. Accordingly, it affects the reliability and accuracy of determining the cost of road works.Purpose. Improvement and harmonization with actual working conditions and requirements of regulatory documents of industry regulatory and estimate base of resource elementary estimated norms for work performed during construction, reconstruction, repair and operational maintenance of roads and bridges to ensure reliable and valid technical, economic and estimated calculations.Materials and methods. During work performance the analysis of the regulatory documentation, establishing the requirements to the technology of road works and materials has been carried out. A number of chronometric observations with the measurement of time of road works in full-scale conditions was carried out. The obtained data were summarized, averaged and on their basis the indicators of the resource element of the estimated norms were estimated.Results. A review of the main amendments and additions, which came into force after the approval of Amendment No 2 SOU 42.1-37641918-035:2018 [1] and Amendment No 2 SOU 42.1-37641918-071:2018 [2], which were developed to improve the regulatory-estimate base for the calculation of road works, taking into account the requirements and provisions of existing regulatory documents taking into account the current state of scientific and technological progress in the road sector.Conclusions. The above analysis of the amendments that came into force with the approval of [1]. and [2] will systematize the innovations provided by the requirements of current regulatory documents on the calculation of the cost of road works and the development of relevant documents at all stages of the investment process, planning and organization of road works, as well as the writing-off of material resources. Review and systematization of recent improvements in the estimated regulatory documents for road works will provide an opportunity to optimally plan the use of available material, labor and financial resources, often limited.Keywords: public road, operational maintenance, investment documentation, overhaul and current repairs, machine, mechanism, regulatory document, resource element estimate norm, Standard of Organization of Ukraine.


Author(s):  
Ni Putu Mega Astiti ◽  
I N. Norken ◽  
IBN. Purbawijaya

Benoa-Bandara-Nusa Dua toll road project is the first toll road project in Bali. This highway connects region Nusa Dua with Benoa Harbour area. Construction of toll roads-Benoa-Bandara-Nusa Dua is claimed as the fastest highway development in Indonesia as completed within 14 months. With time so short that the implementation of development it is necessary to research on the risks that arise in the implementation phase of the construction of the toll road The existence of the risks that arise in the implementation of toll road construction will directly impact the cost and development time. It is necessary in order to study the risks that might occur notably members of the dominant risk category can be used as a basis for decision making by the parties concerned to overcome the negative consequences that occur in the construction of toll roads. The research was conducted by means of interviews with various parties and has expert competence in the implementation of toll road construction to determine how the possibility (likelihood) against a variety of risks and to determine how much influences (Consequences) risk. The number of risks identified in this study was as many as 54 risks. The distribution of revenue risk of the project is a total of 18 (33.33%) classified as unacceptable risk, 25 (46.29%) classified as undesirable risk, 9 (16.67%) classified as acceptable risk, 2 (3.7%) classified as negligible risk. Handling risk (risk mitigation) is only performed on the dominant risks are risks that are categorized as unacceptable and undesirable. Risk mitigation conducted on a total of 18 risk unacceptable risk. 25 risk mitigation undesirable risk. Based on the results of this mitigation is then performed risk management ownership (ownership of risk) to the parties involved in the implementation of toll road construction project.


2021 ◽  
Author(s):  
C. Jayalath ◽  
◽  
K.K.G.P Somarathna ◽  

Scope creep has been a day-to-day occurrence in almost every major road project causing a considerable cost overrun with no early dimple. This paper offers a critical appraisal on the dominant causes behind scope creep in the road projects. A comprehensive literature survey was undertaken to explore the factors specifically contributing scope creep and various control measures that are adopted, among other purposes, in at least reducing the impact due to scope creep in the final delivery of road projects. The study included interviews with 15 experts to identify major issues and add their hands-on experience. A questionnaire survey was subsequently administered among 100 industrial personnel having a cost management background in order to evaluate the effectiveness of the key performance indicators (KPIs) in terms of taming scope creep. Results from the study showed that concomitant client instructions on additional features, unclear scope and incremental changes cause scope creep throughout the project. Among 53 KPIs identified, the most effective KPI that enables adequate control of scope creep in road projects is the cost efficiency ratio. The results enable comprehending the causes of scope creep and its resultant net effect on cost control.


2019 ◽  
Vol 2 (1) ◽  
pp. 39
Author(s):  
Agung Kurniawan ◽  
Sigit Winarto ◽  
Yosef Cahyo

The design improvement of the road, and cost estimate of the south path project, segment Giriwoyo-Duwet Sta.10+000 – Sta.15+00 aims to calculate the geometric, widening, thickness of the rigid pavement, thickness of the flexible pavement overlay, and cost estimates of the improvement road project. 2017 Traffic data and California Bearing Ratio data to calculate the thickness of the rigid pavement. The method used to design the geometric is “Tata Cara Perencanaan Geometrik Jalan Antar Kota Bina Marga 1997”. The thickness of the rigid paving is calculated by means of a 20-year design plan; life uses “AASHTO 1993”. The thickness of flexible pavement overlay with 20 years design life uses “Perencanaan Tebal Perkerasan Lentur Jalan Raya Dengan Metode Analisa Komponen Bina Marga 1987” and “Panduan Analisa Harga Satuan Bina Marga 1995” to calculate the cost estimation. From the calculation of the road known that thickness of rigid pavement for improvement is 15 cm with 10 cm lean mix concrete for subbase, and 5 cm with 2 meters roadside, flexible pavement for the surface. And the calculation of the flexible pavement overlay results is 6 cm. From the calculation, the cost estimation of the improvement road is IDR. 5,015,899,000Perencanaan Peningkatan Jalan Serta Rencana Anggaran Biaya Proyek Jalan Jalur Lintas Selatan Pada Ruas Giriwoyo – Duwet STA. 10+000 – STA. 15+00 bertujuan untuk menghitung pelebaran jalan, tebal perkerasan kaku jalan, tebal lapis tambahan (overlay) perkerasan lentur dan rencana anggaran biaya (RAB) proyek. Data lalu lintas tahun 2017 dan data California Bearing Ratio (CBR) untuk merencanakan tebal perkerasan kaku jalan. Metode yang digunakan untuk perhitungan tebal perkerasan kaku dengan umur rencana 20 tahun menggunakan panduan “AASHTO 1993”. Untuk perhitungan lapis tambahan perkerasan lentur dengan umur rencana 20 tahun menggunakan panduan “Perencanaan Tebal Perkerasan Lentur Jalan Raya Dengan Metode Analisa Komponen Bina Marga 1987” dan untuk rencana anggaran biaya menggunakan “Panduan Analisa Harga Satuan Bina Marga 1995”. Dari analisa perhitungan tebal perkerasan komposit untuk pelebaran jalan didapatkan  tebal pelat beton 15 cm, lapis pondasi bawah dengan campuran beton kurus (lean mix-concrete) setebal 10 cm dan lapis permukaan dari perkerasan lentur 5 cm dengan bahu jalan sepanjang 2 meter pada setiap sisi jalan. Untuk lapis tambahan (overlay) perkerasan lentur didapatkan penambahan setebal 6 cm. Untuk perencanaan peningkatan jalan seperti terdapat pada uraian diperlukan biaya sebesar Rp 5.015.899.000,-


CANTILEVER ◽  
2020 ◽  
Vol 8 (2) ◽  
pp. 51-57
Author(s):  
Muhammad Nur Sahid ◽  
Anto Budi Listyawan ◽  
Abdul Rochman ◽  
Rim Dzaky Haidar Rim

The implementation of the road project in Wonogiri Regency was often different between the planning with has be held that making problem for contractor like as late work and cost overrun. Therefore, the purpose of this research is knowing what is cost overrun factors and also amount of cost overruns of the road project in Wonogiri Regency which used APBD 2017 and 2018 experienced by contractor. This research was conducted by asking questions to the contractor who worked on the road project in 2017 and 2018. The analysis of this research has using the SPSS program. Based on the analysis has been done, field regulation become dominant of cost overrun. The lack of provision of field support facilities and the limited size of the project area are the reasons why field regulation factors can be a major factor causing cost overruns on road projects in Wonogiri Regency. Based on the answers from respondents it can be concluded that the contractors who experienced a swelling cost of 1% -5% there were 44 respondents, then for the cost swelling of 6% -10% there were 28 respondents, and 11% -15% there were 2 respondents, and 16% -20% only 1 respondent.


2018 ◽  
Vol 7 (1) ◽  
pp. 51-60
Author(s):  
Fitri Wulandari ◽  
Nirwana Puspasari ◽  
Noviyanthy Handayani

Jalan Temanggung Tilung is a 2/2 UD type road (two undirected two-way lanes) with a road width of 5.5 meters, which is a connecting road between two major roads, namely the RTA road. Milono and the path of G. Obos. Over time, the volume of traffic through these roads increases every year, plus roadside activities that also increase cause congestion at several points of the way. To overcome this problem, the local government carried out road widening to increase the capacity and level of road services. The study was conducted to determine the amount of traffic volume, performance, service level of the Temanggung Tilung road section at peak traffic hours before and after road widening. Data retrieval is done by the direct survey to the field to obtain primary data in the form of geometric road data, two-way traffic volume data, and side obstacle data. Performance analysis refers to the 1997 Indonesian Road Capacity Manual (MKJI) for urban roads. From the results of data processing, before increasing the road (Type 2/2 UD), the traffic volume that passes through the path is 842 pcs/hour and after road widening (Type 4/2 UD) the traffic volume for two directions is 973 pcs/hour, with route A equaling 528 pcs/hour and direction B equaling 445 pcs/hour. Based on the analysis of road performance before road enhancement, the capacity = 2551 pcs/hour, saturation degree = 0.331, and the service level of the two-way road are level B. Based on the analysis of the performance of the way after increasing the way, the direction capacity A = 2686 pcs/hour and direction B = 2674 pcs /hour, saturation degree for direction A = 0.196 and direction B = 0.166, service level for road direction A and direction B increase to level A


2019 ◽  
Author(s):  
Andy Read ◽  
Chris Gittins ◽  
Jan Uilenreef ◽  
Tom Jonker ◽  
Filip Neele ◽  
...  
Keyword(s):  
The Road ◽  

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