Analisis Produktivitas Tower Crane Berdasarkan Waktu Siklus di Pembangunan Gedung Baru Universitas Sattya Terra Bhinneka

Abstract

Effective tower‐crane operation governs the reliability of vertical logistics on building projects. This study analyzes tower‐crane productivity using cycle-time components (T1 hooking/rigging, T2 outbound travel, T3 unloading, T4 return) with emphasis on TCT = T2 + T4, and compares measured productivity with theory adjusted by an operator factor Fa = 0.75 (operational and maintenance condition “good,” per the Circular of the Directorate General of Construction). The research was conducted on the New Building of Universitas Satya Terra Bhinneka project. A quantitative–descriptive method was applied through direct time–motion observation of individual cycles over 14 working days (09:00–17:00) at three destination floors (L3, L4, L7). The dataset includes T1–T4, material type (sand in bucket, concrete blocks on pallet, ready-mixed concrete in bucket, reinforcing bars/stirrups), and mass per trip. Non-productive cycles were excluded from aggregation; No-Return (NR) cases were handled via stepwise imputation of T4. Times recorded as “m:ss” were converted to decimal minutes; computed variables were Ttotal, TCT, Qact = mass/Ttotal, Qtheor, and PPI = Qact/Qtheor.Results show floor- and material-based differences consistent with operating mechanisms. L3 achieved the highest and most stable daily productivity (≈294–325 kg/min), followed by L4, while L7 was lowest due to elevation and material mix. For sand (bucket), clearance requirements made TCT L3 ≈ 4.49 min slightly longer than L4 ≈ 4.15–4.44 min. Conversely, for concrete blocks (pallet), TCT L3 ≈ 2.05 min was faster than L4 ≈ 3.02 min, indicating effects of staging and swing angle. Planned-versus-actual comparisons show PPI mostly within ±5% of 1.00 (e.g., sand ≈ 1.03–1.08; blocks ≈ 0.97; concrete at L7 ≈ 0.98; reinforcement at L7 ≈ 0.95), which is operationally acceptable. Implications include prioritizing TCT optimization (flight path and clearance), standardizing T1/T3 procedures (rigging/landing), and strengthening operator–rigger communication.