Hasil Pencarian  ::  Simpan CSV :: Kembali

"Urban road improvement programs, such as geometric intersection improvement or recalculation of cycle time for traffic lights, should include road safety and accessibility considerations. These components could be evaluated in a short time without waiting for accident data from police departments or accident events by using a tool known as a traffic conflict study. With a traffic conflict analysis, the effectiveness of any road improvement could be evaluated, and any traffic event involving two or more vehicles, or single vehicles taking evasive action to avoid crashes, could be investigated. Traffic conflict studies have been used in many countries, but less extensively for analyzing road improvement projects. This paper describes traffic conflict studies which have been applied at intersections in Bandung, resulting in a new Special Stopping Space (SSS) for motorcycles at a major intersection, intersection design improvements, and traffic management improvements at intersections. This research shows the applicability of the traffic conflict study technique to road facility improvement projects in Indonesia."

"Urban road improvement programs, such as geometric intersection improvement or recalculation of cycle time for traffic lights, should include road safety and accessibility considerations. These components could be evaluated in a short time without waiting for accident data from police departments or accident events by using a tool known as a traffic conflict study. With a traffic conflict analysis, the effectiveness of any road improvement could be evaluated, and any traffic event involving two or more vehicles, or single vehicles taking evasive action to avoid crashes, could be investigated. Traffic conf lict studies have been used in many countries, but less extensively for analyzing road improvement projects. This paper describes traffic conflict studies which have been applied at intersections in Bandung, resulting in a new Special Stopping Space (SSS) for motorcycles at a major intersection, intersection design improvements, and traffic management improvements at intersections. This research shows the applicability of the traffic conflict study technique to road facility improvement projects in Indonesia."

"A median is required for a two-way road to separate the opposite traffic and prevent head-on collisions. In road capacity calculation, the median factor contributes in terms of its existence regardless of the difference in median types. Road capacity is determined by a number of geometric factors such as road types, width of carriageway, shoulder/curb characteristics, and the presence/absence of medians, etc. The contributions of these factors are represented by the coefficients in the capacity calculations. Despite the different types of medians, the Indonesian Highway Capacity Manual (IHCM) does not adopt different coefficients to accommodate the effects in the capacity. The aim of this study is to obtain an adjustment factor for road capacity calculation based on median types. The method of this study adopts video recordings of real traffic moving along three different types of medians: raised medians, fenced medians, and line medians. As it is assumed that the effects of different median types are expressed in the vehicles’ safety distances from medians, the capacity of the road will also vary by types of medians. The adjustment coefficients for roads with raised medians, fenced medians, and line medians obtained are: 0.79, 0.78, and 0.81, respectively. The results of this study confirm that in addition to the presence of the medians, the types should essentially be considered in calculating the road capacity. The result of this study will contribute to the enrichment of the road capacity calculation in the IHCM."

"Indonesia yang memiliki kondisi geografis yang sebagian besar terdiri dari perbukitan dan pegunungan dengan geometrik jalan tanjakan maupun turunan. Kriteria teknis yang membedakan kategori medan tersebut berupa angka lengkung horizontal serta vertikal alinyemen jalan (Bendiness dan hilliness) Salah satunya berada di kawasan Wonosobo, Jawa Tengah. Salah satu daerah di Jawa Tengah yang memiliki kondisi geografis jalan pegunungan. Kecelakaan yang sering terjadi pada Turunan dan Tanjakan. Sehingga pada penelitian ini, untuk menganalisa model hubungan Alinyemen Vertikal yaitu Bendiness dan Hilliness dan potensi kecelakaan yang berada di daerah Pegunungan maupun perbukitan sehingga dapat menekan serta mengurangi tingginya angka kecelakaan pada daerah pegunungan. Didapatkan hubungan antara variabel geometrik jalan maupun karakteristik lalu lintas terhadap jumlah terjadinya kecelakaan secara total maupun meninggal dunia berdasarkan pendekatan binomial negatif. Berdasarkan pemodelan yang telah dilakukan sebelumnya diperoleh variabel prediktor yang berpengaruh adalah Average Gradien, Lebar Rata, Bendiness, Volume, Percent Truck, dan Slow Truck yang meningkatkan kecelakaan. Sedangkan untuk kecelakaan meninggal dunia diperoleh variabel prediktor yang berpengaruh adalah Average Gradien, Volume, Percent Truck, dan Slow Truck yang meningkatkan kecelakaan meninggal dunia.

---

Indonesia, which has geographical conditions that mostly consist of hills and mountains with geometric roads going up and down. The technical criteria that distinguish these terrain categories are the horizontal and vertical curves of the road alignment (Bendiness and hilliness). One of them is in the Wonosobo area, Central Java. One of the areas in Central Java which has the geographical conditions of mountain roads. Accidents that often occur on Derivatives and Ascents. So in this study, to analyze the Vertical Alignment relationship model, namely Bendiness and hilliness and the potential for accidents in mountainous and hilly areas so that it can suppress and reduce the high number of accidents in mountainous areas. There is a relationship between road geometric variables and traffic characteristics to the total number of accidents and deaths based on the negative binomial approach. Based on the modeling that has been done before, it is obtained that the influential predictor variables are Average Gradien, Average Width, Bendiness, Volume, Percent Trucks, and Slow Trucks which increase accidents. Meanwhile, for fatal accidents, the influential predictor variables were Average Gradien, Volume, Percent Trucks, and Slow Trucks which increased the number of fatal accidents."

"Direktorat Lalu Lintas Polda Jatim mencatat angka kecelakaan di jalan tol Trans Jawa masih tinggi diikuti dengan peningkatan jumlah korban jiwa, luka berat dan luka ringan. Kecelakaan di Tol Nganjuk menuju Jombang juga cukup tinggi pada periode 2018-2020 yaitu 87 kasus dengan 22 kasus pada 2018, 37 kasus pada 2019, dan pada 2020 sebanyak 28 kasus kecelakaan. Banyaknya kecelakaan lalu lintas terjadi karena kelalaian pengemudi dan kendaraan yang tidak layak, serta sedikitnya faktor karena kondisi jalan dan lingkungan. Tingginya fatalitas korban kecelakaan pada ruas jalan tol perlu dikaji untuk berbagai faktor infrastruktur jalan dan lingkungan yang dapat mempengaruhi terjadinya kecelakaan berdasarkan analisis keselamatan jalan. Oleh karena itu, dibuatlah penelitian yang berjudul “Analisis Pengaruh Faktor Geometrik dan Lingkungan terhadap Jumlah Korban Kecelakaan di Jalan Tol”. Didapatkan hubungan antara faktor geometrik dari infrastruktur dan lingkungan jalan, serta karakteristik lalu lintas terhadap Korban Kecelakaan terdistribusi dengan pendekatan poisson. Variabel bebas yang berpengaruh signifikan yaitu Akses ops, Tipe Objek Sisi Jalan, Lengkungan dan Mean Speed dengan pengaruh sebesar 21,29 % terhadap jumlah korban kecelakaan. Rekomendasi dapat dilakukan dengan menciptakan desain jalan yang berkeselamatan dan memaafkan (forgiving road) melalui faktor geometrik dan lingkungan yang berpengaruh signifikan di ruas jalan Tol Nganjuk – Jombang.

---

The Directorate of Traffic for the East Java Regional Police noted that the number of accidents on the Transjawa toll road was still high, followed by an increase in the number of fatalities, serious injuries and minor injuries. Accidents on the Nganjuk Toll Road to Jombang were also quite high in the 2018-2020 period, namely 87 cases with 22 cases in 2018, 37 cases in 2019, and in 2020 there were 28 accident cases. Many traffic accidents occur due to negligence of drivers and improper vehicles, as well as a few factors due to road and environmental conditions. The high fatality of accident victims on toll roads needs to be studied for various road infrastructure and environmental factors that can affect the occurrence of accidents based on road safety analysis. Therefore, a research entitled "Analysis of Geometric and Environmental Factors on Numre of Accident Victims on Toll Roads" was made. There is a relationship between the geometric factors of the road infrastructure and environment, as well as the traffic characteristics of the Accident Victims distributed using the Poisson approach. Independent variables that have a significant effect are ops access, type of roadside object, curvature and mean speed with an effect of 21.29% on the number of accident victims. Recommendations can be made by creating a road design that is safe and forgiving (forgiving road) through geometric and environmental factors that have a significant effect on the Nganjuk - Jombang toll road."

"Pada lalu lintas campuran terjadi interaksi antar jenis kendaraan yang berbeda. Komposisi kendaraan mempengaruhi karakteristik lalu lintas. Peningkatan penjualan sepeda motor yang tinggi menyebabkan perubahan pada komposisi lalu lintas yang berdampak pada perubahan karakteristik lalu lintas.Pengumpulan data pada lokasi yang sesuai kriteria dengan panjang segmen 50 meter melalui rekaman video di peroleh data volume lalu lintas dengan rekapitulasi dalam interval 1 menit dan rata-rata kecepatan lalu lintasnya. Dengan menggunakan model Greenshield, Underwood dan Greenberg dianalisis hubungan Arus - Kecepatan - Kepadatan pada 4 kelas persentase Sepeda Motor, berdasarkan sebaran frekuensi persentase sepeda motor.Hasil analisis dengan ketiga model menunjukan bahwa nilai kecepatan arus bebas (Uf), kepadatan macet (Kj), Kecepatan Optimum (Uo), Kepadatan Optimum (Ko) dan Arus maksimum (Qmaks) tiap kelas persentase sepeda motor terdapat perbedaan, yang menunjukan adanya pengaruh persentase sepeda motor terhadap karakteristik lalu lintas campuran. Dengan menggunakan analisis regresi nilai arus maksimum dan derajat kejenuhan dianalisis hubungannya dengan persentase sepeda motor. Diperoleh hubungan yang sangat erat yang ditunjukan dengan nilai koefisien determinasi (R2) dari hubungan tersebut mendekati 1.

---

Vehicle composition on mixed traffic affect the characteristic of traffic flow. In Indonesia typically traffic composition consist of 60%, 8% and 32% for light vehicle, heavy vehicle and motorcycle respectively. A high increasing of the motorcycle sale cause a change of traffic flow composition.

The Location research are some of urban road which is passed through by a high composition of motorcycle. By performing data collection on a road with 50 meters segmen length using video recorder have been obtained traffic flow data, average speed and density of traffic flow in a minute interval survey. And then, by using traffic flow relationship model, i.e. Greenshiled, Underwood and Greenberg, the relationship of Traffic Flow -Speed - Density could be analyzed for 4 (four) classes of motorcycle percentage on flow of traffic based on the distribution of percentage frequency of motorcycle.

The results of analysis with the three models indicate that the free flow speed (Uf), stuck density (Kj), optimum speed (Uo), optimum density (Ko) and maximum flow (Qmax) for each class percentage of motorcycles are different.

The results show that there are a significant influence of composition (percentage) of motorcycles on a traffic flow toward the characteristics of mixed traffic. By Using a regression technique, the relationship between the percentage of motorcycles and the maximum flow value and degree of density can be analyzed. There are a significant relationship showed by the coefficient of determination (R2) of the relationship are closed to the value of 1."

"Prevalensi sangat tingginya beban sosial akibat kecelakaan lalu lintas di tahun 2020 di negara-negara sedang berkembang memberi sinyal yang mengkhawatirkan bagi banyak pihak. WHO kemudian mengambil inisiatif untuk melakukan perbaikan terhadap keselamatan di jalan di tahun 2004. Butuh waktu 6 tahun bagi WHO untuk meminta PBB mengeluarkan resolusi mendesak negara-negara anggota untuk beraksi bagi keselamatan jalan selama satu dasawarsa sampai tahun 2020. WHO tidak sendiri dalam menyuarakan pentingnya keselamatan di jalan. Beberapa nama penting mencakup Global Road Safety Partnership, International Federation of Red Cross and Red Crescent Societies, masyarakat transportasi nasional dan regional seperti European Transport Safety Council, TRL, NRSC, dan lainnya. WHO belajar dari pengalaman buruk yang pernah menimpa negara-negara di Amerika Utara dan Eropa di masa lalu, beberapa dasawarsa yang lalu. Untuk mengatasi masalah keselamatan di jalan, kebijakan dan aksi tidak bisa dilakukan seperti sekarang ini, apa adanya, dan secara parsial. Masalah keselamatan di jalan harus diselesaikan secara terintegrasi. Pernyataan ini merupakan tesis dalam laporan ini. Bila tidak dilakukan secara terpadu, alokasi sumber daya bisa menjadi tidak efisien dan tidak efektif. Langkah pertama yang harus dilakukan adalah tersedianya data yang cukup tentang kecelakaan di jalan. Indonesia harus belajar dari Kamboja yang sudah berhasil mengimplementasikan RCVIS (Road Crash and Victim Information System) sejak tahun 2004. Di Indonesia, sebutan untuk RCVIS Kamboja adalah IRSMS-AIS. IRSMS-AIS sudah diimplementasikan oleh Korlantas belum lama ini, yakni sejak pertengahan tahun 2012. Setelah mempelajari dengan seksama berbagai laporan praktek keselamatan di jalan di Indonesia dan SOP bagi TPTKP kecelakaan lalu lintas di beberapa Polda, tulisan ini bisa menyimpulkan bahwa Korlantas Polri belum memiliki SOP untuk IRSMS, dan pada umumnya belum mengimplementasikannya secara massal di seluruh Polda. SOP yang ada pun tidak menyebutkan kebijakan dan tindakan yang harus dilakukan Korlantas dan/atau Ditlantas terhadap lokasi rawan kecelakaan, kecuali menerima apa adanya.

---

The alarming trends of increasing social burden caused by traffic accidents in developing countries by the year 2020 has led WHO to step forward to make improvements in road safety in 2004. It took 6 years for WHO to ask the UN to issue a resolution urging the state parties to take action for road safety in the coming decade. WHO was not alone in communicating the urgency of road safety. There are Global Road Safety Partnership, International Federation of Red Cross and Red Crescent Societies, regional and national transport societies such as European Transport Safety Council, TRL, NRSC, and so on. WHO has learnt the worst experiences from the North America and European countries in the past, decades ago. To deal with the road safety issues, policies and actions can not be taken for granted and partially. Road safety issues must be addressed integrally. This is the thesis in this report. Otherwise, the resources could be allocated inefficiently and ineffectively. The first step that must be taken is that there must be sufficient data on traffic accidents. Indonesia must learn from Cambodia who has implemented successfully the RCVIS (Road Crash and Victim Information System) since 2004. Cambodian RCVIS is the Indonesian name for IRSMS-AIS that has been implemented by the Indonesian Traffic Police recently, that is since mid-2012. After studying road safety reports and learning SOPs for TPTKP of traffic accident (First Actions in Crash Scene) from several Poldas, it can be concluded that the ITP has not had the SOP for IRSMS, neither implementing it, yet in general and at all Poldas. Yet, the SOPs have not mentioned how to treat the blackspots, but taken it for granted. "

"Kebijakan pembatasan akses kendaraan pengangkutan pada tahun 2011 telah berdampak pada kinerja sistem Jalan Tol Dalam Kota atau Jakarta Intra Urban Toll Road JIUT. Segmen jalan tol yang memiliki perundang-undangan Tomang tampaknya memiliki kinerja yang lebih baik, namun tidak untuk segmen sebaliknya Ancol. Pada dasarnya, kendaraan berat HV mengalihkan rute mereka ke segmen Ancol untuk menghindari wilayah yang memiliki peraturan atau larangan akses dari pukul 05.00 sampai 22.00. Persentase kendaraan berat yang melintasi ruas Ancol pada jam tersebut mencapai 6 dari total kendaraan berat sebesar 10.Penelitian ini bertujuan untuk mengetahui dampak komposisi HV terhadap kinerja lalu lintas segmen Ancol JIUT. Data diperoleh dari perekaman lalu lintas selama 48 jam pada hari Kamis ndash; Sabtu di ruas jalan terpilih. Ditetapkan bahwa Model Underwood eksponensial dapat menggambarkan hubungan antara tiga parameter utama lalu lintas menuju Pluit pada segmen Ancol, yaitu volume, kecepatan dan kepadatan.Berdasarkan model arus lalu lintas yang dikembangkan dan dikelompokkan atas komposisi HV, terlihat bahwa kecepatan aliran bebas uf untuk komposisi HV le; 6 144,91 km/jam lebih baik 35,41 dari HV > 6 107,02 km/jam. Kapasitas jalan maksimum qm pada komposisi HV le; 6 4442 smp/km juga menunjukkan nilai yang lebih besar 12,83 dari HV > 6 3937 smp/km. Hasil dari penelitian ini dapat dimanfaatkan oleh otoritas transportasi untuk pembuatan kebijakan pembatasan akses HV.

---

Freight vehicle access restriction policy in 2011 has had an impact on the performance of Jakarta Intra Urban Toll way JIUT system. The statutory segment Tomang of this toll road system seems to have better performance, but not for the advisory segment Ancol . Basically, heavy vehicles HV shift their routes to the advisory segment to avoid the statutory segment at which they are prohibited to access from 05.00 am to 10.00 pm. The average percentage of HV passing by that time reached 6 of the total of 10.

This study aims to investigate the impact of the HV composition on the traffic performance of the advisory segment of JIUT. Data were obtained from 48 hours of traffic recording on Thursday ndash Saturday at selected JIUT segment. It was determined that the Underwood Model exponential can illustrate the relationship between the three main parameters of traffic to Pluit on the advisory segment, i.e volume, speed and density.

Based on the developed traffic flow models which are classified on the HV composition, it is shown that the free flow speed uf for HV composition le 6 144.91 km h is higher 35.41 than HV 6 107.02 km h. The maximum road capacity qm in HV composition le 6 4442 pcu km also shows a larger value of 12.83 from HV 6 3937 pcu km. The results will benefit to the transport authority to justify the truck access restriction policy."