Samboga, Rif'at Arya (2026) Evaluasi Kinerja Struktur Balok Jembatan Beton Bertulang Retak Pasca Perkuatan CFRP pada Access Bridge PT Terminal Petikemas Surabaya. Masters thesis, Institut Teknologi Sepuluh Nopember.
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Abstract
Access Bridge PT Terminal Petikemas Surabaya merupakan jembatan beton bertulang yang dibangun pada tahun 1989 dan beroperasi sejak tahun 1992. Pada periode 2010–2014, retak pada elemen balok diperbaiki menggunakan injeksi epoksi dan diperkuat dengan Carbon Fiber Reinforced Polymer (CFRP), tetapi retak kembali ditemukan pada tahun 2021. Penelitian ini bertujuan mengevaluasi kondisi eksisting, mutu material, durabilitas, kapasitas struktur, hubungan pola retak dengan respons struktur, serta pengaruh pembebanan berulang pada balok pasca perkuatan CFRP. Evaluasi dilakukan melalui inspeksi visual dan pemetaan retak, pengujian core drill, rebound hammer, rebar detector, dan kandungan klorida, pemodelan SAP2000, perhitungan kapasitas manual, serta analisis fatik terbatas. Hasil pengujian core drill menunjukkan kuat tekan silinder ekuivalen rata-rata sebesar 54,74 MPa, sehingga kuat tekan 50 MPa digunakan secara konservatif dalam analisis. Pemetaan pada Bentang 53 menunjukkan retak dominan vertikal dengan panjang sekitar 55,18–59,88 cm yang terkonsentrasi pada sekitar 59% panjang bentang dan secara global berkorelasi dengan daerah momen positif. Kapasitas lentur rencana sebelum memperhitungkan kontribusi CFRP sebesar 2.330,72 kNm dan meningkat menjadi 2.515,30 kNm setelah kontribusi CFRP diperhitungkan, sedangkan kapasitas geser rencana sebesar 819,94 kN. Sebagian besar kendaraan operasional memenuhi kapasitas, tetapi Truk Tipe 1, Tipe 2, dan Tipe 3 pada muatan 69 ton tidak memenuhi kapasitas lentur; batas muatan sekitar 60,96 ton direkomendasikan khusus untuk konfigurasi kendaraan tersebut. Penyaringan lendutan menunjukkan seluruh skenario melampaui batas L/480 yang digunakan, sehingga diperlukan verifikasi lebih lanjut terhadap kekakuan efektif, kondisi tumpuan, dan lendutan aktual. Model klorida menghasilkan waktu inisiasi korosi 21,12 tahun, dengan kapasitas lentur diprediksi menurun menjadi 2.444,36 kNm pada 10 tahun dan 2.373,10 kNm pada 20 tahun. Analisis fatik Truk Tipe 2 muatan 40 ton menghasilkan rentang tegangan tulangan maksimum 173,36 MPa dan kapasitas sekitar 2,81×10^6siklus; nilai tersebut tidak dikonversi menjadi umur aktual karena data traffic counting berdasarkan jenis dan muatan kendaraan belum tersedia. Hasil penelitian menunjukkan bahwa kinerja balok masih memadai untuk sebagian besar kendaraan operasional, tetapi memerlukan pengendalian muatan dan konfigurasi gandar, inspeksi retak dan CFRP secara berkala, verifikasi lendutan, serta pemantauan durabilitas.
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The Access Bridge at PT Terminal Petikemas Surabaya is a reinforced concrete bridge constructed in 1989 and commissioned in 1992. During the 2010–2014 period, cracks in the beam elements were repaired using epoxy injection and strengthened with Carbon Fiber Reinforced Polymer (CFRP); however, cracking was observed again in 2021. This study aims to evaluate the existing condition, material properties, durability, structural capacity, the relationship between crack patterns and structural responses, and the effects of repeated loading on the beams after CFRP strengthening. The evaluation was conducted through visual inspection and crack mapping, core-drill, rebound-hammer, rebar-detector, and chloride-content tests, SAP2000 modelling, manual capacity calculations, and a limited fatigue analysis. The core-drill test results yielded an average equivalent cylinder compressive strength of 54.74 MPa; therefore, a conservative compressive strength of 50 MPa was adopted in the analysis. Crack mapping on Span 53 identified predominantly vertical cracks with lengths of approximately 55.18–59.88 cm, concentrated at approximately 59% of the span length and globally corresponding to the positive-moment region. The design flexural capacity before considering the CFRP contribution was 2,330.72 kNm and increased to 2,515.30 kNm when the CFRP contribution was included, while the design shear capacity was 819.94 kN. Most operational vehicles satisfied the beam capacity; however, Type 1, Type 2, and Type 3 trucks carrying 69-ton payloads exceeded the flexural capacity. A payload limit of approximately 60.96 tons is therefore recommended specifically for these vehicle configurations. Preliminary deflection screening indicated that all analysed scenarios exceeded the adopted L/480 limit, requiring further verification of the effective stiffness, support conditions, and actual field deflections. The chloride-ingress model predicted a corrosion-initiation time of 21.12 years, with the flexural capacity decreasing to 2,444.36 kNm after 10 years and 2,373.10 kNm after 20 years. The limited fatigue analysis of a Type 2 truck with a 40-ton payload produced a maximum reinforcing-steel stress range of 173.36 MPa and an estimated fatigue capacity of approximately 2.81×106 cycles. This value was not converted into an actual service life because traffic-counting data classified by vehicle type and payload were unavailable. The results indicate that the beams remain adequate for most operational vehicles, but require control of payload and axle configuration, periodic inspection of cracks and CFRP, verification of deflection, and continued durability monitoring.
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