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TRAFFIC SAFETY IMPROVEMENT PRORITY

ON THE PANTURA ROAD AND ITS PROPOSED HANDLING
(CASE STUDY OF TUBAN-LAMONGAN-GRESIK ROAD)

Fatih Muhammad 1, Prasyuda Alfishandi2, Zur'an 3

ÿBachelor of Applied Land Transportation, PTDI-STTD, Bekasi Regency

ÿBachelor of Applied Land Transportation, PTDI- STTD, Bekasi Regency

¹ Fatihmuhammad2906@[Link], ²yudaalfishandi156@[Link]

ABSTRACT

This study describes the level of traffic safety on the Pantura road Tuban - Lamongan - Gresik
which is the main highway that connects cities around the city of Surabaya. This lane is a
very congested lane, with all kinds of vehicles passing through it, from light vehicles to heavy
vehicles. Due to the sometimes uncontrollable density, this route is one of the traffic accident
prone lanes. This study involves research data collection methods, and also involves legal
aspects, technical aspects, identification of existing problems and their causal factors,
analysis of accident rates, analysis of key accident indicators, statistical analysis and countermeasures.
The recommended recommendations are based on scientific analysis of 13 accident-prone
points on the Gresik-Lamongan-Tuban pantura road, then taking the most accident-prone
points.
Keywords : safety, vehicle, accident, road, traffic

ABSTRACT

This study describes the level of traffic safety on the Pantura Tuban - Lamongan - Gresik
road which is the main highway that connects cities around the city of Surabaya. This lane is
a very congested lane, with all kinds of vehicles passing through it, from light vehicles to
heavy vehicles. Due to the sometimes uncontrollable density, this route is one of the traffic
accident-prone lanes. This study involves research data collection methods, and also involves
legal aspects, technical aspects, identification of existing problems and their causative factors,
analysis of accident rates, analysis of key accident indicators, statistical analysis and
countermeasures. The recommended recommendations are based on a scientific analysis of
13 accident-prone points on the Gresik-Lamongan-Tuban pantura road, then taking the most
accident-prone points.

Keywords : safety, vehicle, accident, road, traffic

PRORITY OF TRAFFIC SAFETY IMPROVEMENT ON PANTURA ROAD AND ITS PROPOSAL HANDLING

(CASE STUDY OF TUBAN-LAMONGAN-GRESIK ROAD)

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A. INTRODUCTION Tuban – Lamongan – Gresik. In addition, because of

the frequent occurrence of accidents and the large
Pantura Line is one of the lanes designed for
number of fatalities, it is necessary to analyze the parts
high-speed traffic. With the rapid increase in motor
that are prone to accidents and the causes of these
vehicle ownership, coupled with the growth in the
accidents.
number of young people
vehicle
and types,
the diversification
the accident
increasing
ofrate is
and the road safety situation is getting worse.
Formulation of the problem :

1. Analysis of the ranking of accident-prone areas

along the Pantura Tuban Lamongan-Gresik road section.
Jalan Raya Pantura Tuban Lamongan-Gresik
is the main highway that connects cities around
2. Identify the problems and factors that cause traffic
Surabaya which are filled with large and medium trucks,
accidents that are most prone to accidents.
inter-city and inter-provincial buses, city transport cars
and private cars. Especially considering that Gresik is
an industrial city that requires adequate transportation 3. Analyzing the occurrence of accidents in accident-
facilities to smooth the delivery of goods, and Ramongan prone locations.
and Tuban are tourist cities so that they are connected
to busy routes that vehicles pass every day. Many 4. Carry out the processing work well and follow up the
accidents occur along the Pantura road due to the processing work to make a beneficial contribution to
perception of the observed reality. In addition, the large road users.
number of heavy vehicles and the speed of the vehicles
that are not controlled by drivers makes this road prone
to accidents.
B. RESEARCH METHOD

The data collected in this research includes the

following data:

Other factors that contributed to this accident included a. Secondary Data

environmental and human conditions that created an
Secondary data was obtained from related agencies
adverse scenario. Additional information for this can be
found in people who are speeding and navigating on a such as Bina Marga branch offices, Poltabes Satlantas,
Bappeda. This data is collected to support primary data
four-lane road in the other direction.
which is then used for processing

It is necessary to carry out further analysis of

traffic accidents on the Pantura road in order to reduce b. Primary data
the number of accidents that occur on the Pantura
road, it is necessary to have knowledge about the This data was obtained by direct observation in the field
number of traffic accidents so that a solution can be
found.
The high volume of traffic on the Pantura route and the
lack of public awareness of the importance of road C. RESULTS AND DISCUSSION
safety and the importance of obeying traffic signs have
Geographical Conditions
resulted in several accidents occurring along the
Pantura Road. 1. Gresik Regency

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Gresik Regency has an area of 1,192 km², almost a has potential mineral content. ÿ The southern
third of the area of Gresik Regency is a coastal area, part is fertile agricultural land which is a
namely along the Kebomas sub-district, parts of Gresik potential rice production for Tuban Regency. ÿ
sub-district, Manyar sub-district, Bungah sub-district The southeastern part is the watershed of the
and Ujung Pangkah sub-district. Meanwhile, Tambak Bengawan Solo river.
District and Sangkapura District are on Bawean Island.
The boundaries of Gresik Regency are as follows:

The boundaries of the Tuban Regency area are as

follows:
ÿ North side ÿ East = Java Sea
ÿ Northern Boundary = Java Sea ÿ
side ÿ South side = Madura Strait
= Eastern Boundary = Regency
Lamongan
Kab. Sidoarjo, Kab. Mojokerto, and Surabaya
ÿ Southern Boundary = Regency
Municipality ÿ West side = Lamongan Regency
Bojonegoro ÿ
West Boundary = Java Province
Middle

2. Lamongan Regency
Road infrastructure
Lamongan Regency has an area of ‡ 181,280 Ha or
Transportation infrastructure, one of which is
equal to 3.78% of the total area of East Java Province
roads, is very important to accelerate the circulation of
with land use as follows:
economic activity in the regions. The increase in
working hours for development demands an increase
ÿ Rice fields ÿ = 82,772 Ha = in road construction to facilitate In 1999, the length of
Moor fields ÿ Yards 32,849 Ha = roads in Gresik Regency reached 555.92 km, and this
ÿ Forest ÿ Reservoir/ 12,306 Ha = condition increased compared to the previous year
pond ÿ Settlements 32,203 Ha = which reached 549.97 km. Compared to the previous
3. Tuban Regency 9,159 Ha = year, the number of roads increased by 549.97 km,
11,991 Ha. both quantitatively and qualitatively. Both quantitatively
and conditionally, the existing road conditions in 1999
were not much different from the previous year
Tuban Regency is one of the old cities along the north
compared to the previous year. 125.70 km, an increase
coast (Pantura). The area of Tuban Regency is 1,893.94
of 27.72% compared to the previous year. That road
km2 with a beach length of 65 km and an ocean area
surface. Asphalt in 1998 and 1999. The surface of the
of 22,608 km2. Based on the physical characteristics
asphalt road both in 1998 and 1999 experienced an
of the area, Tuban Regency is divided into 4 areas
including:
increase compared to the year

ÿ The northern part which is a coastal area, this

area is relatively infertile for Pistanian so it is
directed to the industrial area ÿ The central
part is an area of clusters of limestone
mountains which

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previously, namely from 310.52 km to 330.02 Gresik Regency in 1999 totaled 7685 including
km or an increase of 6.28 percent. 8 types of vehicles namely passenger cars,
buses, best vans, pickup trucks, vans, tandem
trucks, trailers, and accessory trains.
Infrastructure Road transportation in
Class 8 vehicles are divided into two types:
Lamongan Regency legally meets the needs of
general class and non-public class. Judging
transportation services, but with the rate of
from the existing public transport data, there are
population growth, technological advances,
1825 5860 non-public vehicles. while the types
regional developments and the increasing level
of vehicles that mainly pass through the Pantura
of demand for transportation services, the road
Gresik road are pickup trucks which are
transportation infrastructure of Lamongan
equivalent to 2549 vehicles.
Regency is suitable based on current and future
conditions. The condition of the road network in According to data obtained from the
Ramongan Regency is regulated by the Decree Tuban Police, motorized vehicles in Tuban
of the Governor of East Java Number 188/139/ Regency are divided into six types of vehicles
SK/014/1998 which explains that the length of such as motorcycles, jeeps, etc., cars, stations,
Regency roads is 346,732 km, the length of etc., trucks, heavy equipment, etc., and buses.
provincial roads is 91,602 km, and the length of According to data for 2002, car ownership was
national roads is 34,263 kilometers. 76,069, and in 2003 it was 82,011, an increase
of about 7.8% in one year, to about 5,942.

In Tuban Regency, there are 91.79

kilometers of national roads, 86.76 kilometers of
provincial roads and 726.12 kilometers of
regency roads. The national and provincial road
The research method used
surface conditions are generally good and
moderate, and the road surface type is asphalt roads.
The data collected in this study includes the
Meanwhile, the condition of regional road following data:
pavements ranged from good to badly damaged.
a. Secondary Data
In general, the condition of the road surface in
the area in 2003 was much better compared to Secondary data obtained from related agencies
the previous year. In 2002, the total length of such as branch offices
district roads in good condition was 446.76 km.
And in 2003 it increased to 538.02 kilometers. Bina Marga, Satlantas Poltabes, Bappeda.
In 2002, 91.35 kilometers of severely damaged This data is collected to support primary data
and severely damaged roads were repaired and which is then used for processing
10.55 kilometers of damaged roads were
repaired. In 2003, 58.82 kilometers of damaged
analysis. Required data ;
roads were reduced, and 5.14 kilometers from
severely damaged roads. 1). 3 year time series data of the number and
location of accidents

traffic and accident reports

2). Accident cause data

Road facilities 3). Historical data on accident handling and

accident locations
Vehicle inventory data based on District
LLAJR services 4). City map and street network
Gresik Dati II, number of vehicles in
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5). The geometric condition of the Tuban- micro analysis but enters into macro analysis
Lamongan-Gresik road because it is used as a comparison for micro
analysis.
6). Environmental conditions

b. Primary data The initial steps of the hypothesis:

This data was obtained by direct observation in Ho : there is no difference between the time of
the field, namely day and night as a cause of accidents

by conducting several surveys in order to obtain Hi : there is a difference between the time of day
and match the data that has been obtained with and night the cause of the accident.
the existing traffic conditions in order to get the
right solution later in handling and preventing
accidents in the future. Then calculate the value of X²:

c. Macro Analysis 2 = ÿ( ÿ ÿ) ÿ

This analysis carried out by weighting

to find out the year, month, day and time of the
Where :
year where the most accidents occur by taking
data from the previous 3 years on 13 accident- Fo : number of observed accidents
prone areas on Jalan Panatura Tuban - Lamongan
Fh : expected number of accidents (average
- Gresik.
count)

Macro analysis can be done with the following

steps:

1) Site study, paying attention to each accident The x² value obtained from the formula above is
location on the map called the calculated x².
2) Determine the road segment with the highest
The calculated x² value must be compared with the
number of accidents by means of weighting
table x² value (attachment)
each year according to the accident facilities.

If x² count > x² table with a confidence level

3) Analysis of the type of vehicle involved 4)
(=5%) then Ho is rejected and Hi is accepted.
Analysis of the characteristics of the driver according to This means that the assumption of the time of
age.
day and time of night as the cause of accidents,
means that time of day and time of night affect
the number of accidents.
Chi Square Hypothesis Test from macro
analysis
If x² count < x² table, Ho is accepted and Hi is
The kai square hypothesis test in this
rejected, it means that the opposite occurs,
analysis is used to test whether the tested
namely there is no difference between the time
samples come from the same population or not.
of day and night time in terms of the number of accidents.
This chi square analysis is not
PRORITY OF TRAFFIC SAFETY IMPROVEMENT ON PANTURA ROAD AND ITS PROPOSAL HANDLING

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Road geometric design is used

to produce infrastructure that is safe,
d. Micro Analysis
efficient for traffic flow services and
A collision diagram in accident data is maximizes the level of road use and
needed to show: the cost of implementing its construction.

1) How the accident happened and the

The surveyed geometric designs are:
possible causes. a) Horizontal radius of curvature (R)
2) The severity of the damage to the vehicle
and the severity of the accident for road The size of the horizontal curvature
users. radius is adjusted to the design
KEC e F R MIN D speed on the road section, the table
. MAK MAK DESAI Max below shows the size of the
REN S S N Desai horizontal curvature radius to the
C n 0.10 design speed.
40 0.166 47 30.48 0.08 51 28.09 0.160
0.10
76 18.85 0.08 82 17.47
112 12.79
0.10122
0.08
0.153
50 11.74 0.10 0.147 157 9.12 0.08
8.431700.
0.08 404 3.55 0.100.08
0.103
522470
2.74
0.10
3.05
60 0.090 597 2.4 0.08 667 2.15 Road
3) Table 1
conditions and thethe
environment
study location
canat be
70 known from the road inventoryandlist PLAN SPEED AND R
road cross-sectional
which
drawings,
showsize
the MINIMUM DESIGN
80 and physical arrangement ofroad
the
location and equipment .
90

100 R drink can be determined using

the formula below:
110

2
120
=
127( + )

R : radius / radius of the bend

V : speed e :
elevation f :
coefficient of friction

b) Road Curvature Degree (D)

Analysis of Possible Causes

The size of the degree of curvature of
1) Street Geometric Design the road is determined by the design
speed of the road and the curved radius
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horizontally, the greater the R the smaller 1) Flat ramps for roads on landfills that do not
the D and the more obtuse the planned have curbs.
horizontal curve. For more details, see The
table III.1 above.
cross slope of the road is considered
sufficient to drain the water over the road
body and then down the road slope.

To calculate D, the following formula can

2) 15% ramp is recommended for walks on
be used:
heaps of land with flat terrain and using
kerbs. This slope is enough to help drain
= × 360° rainwater into drainage or sewers.
2

D : degree of curvature 3) Minimum ramps of 3-5% are recommended

Ls : the length of the curved road to be used for roads in excavated areas
R : radius length or roads that use curbs. The transverse
slope is only sufficient to drain rainwater
c) Percentage of descent / slope / slope that falls on the road, while road ramps
are needed to slope the base of the side
On sloping roads and high volumes, often channel.
heavy vehicles moving at speeds below
the speed of about the speed of the type
of vehicle that often becomes an obstacle
is the type of truck plan,

The maximum grade standard on the outer-

city and inner-city routes can be seen in the
table below:
Specifications for Standard
Outer Path Geometric Planning
City of Bipran, Bina Marga
(Final Draft) provides the following conditions:

district Out of Town Road Intercity Road

Terrain Type Renc.
Average Transverse Slope
kms/h dat Hill gun Land Sloping
ar (%) ung ai max
Flat 0-9.9% max Absolute
(%) (%)
(%)
hills 10-24.9% Standard
40 - - - ar (%) 7 11
Mountains ÿ25.0% 50 - - - 6 10
60 - - - 5 9
64 568 - -
In planning the percentage of descent / slope
80 4 57 4 8
it is recommended to use:
96 346 - -

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113 345 - -
=ÿ2

d) Road Elevation
Determination of road elevation is
: curved angle :
used for cross sections at each point
curved angle
in a planned horizontal curve, the road
elevation is determined according to
×2××
the design of the road made inside =
360
the city or for outside the city, the
elevation for the city is 8% while the
elevation for outside the city is 10 %.

Lc : arc length

The minimum radius for this type of

= ÿ×
simple circular curve is determined by
the type of superelevation required,
a simple circular curve
for superelevation
only allowed
with
ÿ 3%, so the Rmin is determined by R
p* : constant
which produces an elevation of 3%.
p : the length from the straight line
to the middle of the curve

In the geometric design of the road = ÿ×

several formulas are used to get

results regarding the geometry, while
the formulas used are:
K : the length from the straight to the
bend
2 K* : constant
=ÿ×ÿ
1
=(+) ÿ2

e : elevation Rc : length from the center of the radius

d : perpendicular length of the road to the perpendicular
h : height perpendicular to the road Ts : the length of the straight line on
the curved road

+ = 2ÿ127 ×
1
=(+) ÿ2
ÿ

Es : the perpendicular length from the

e : elevation outer arc of the circle to the point of the circle's bend
f : coefficient of friction
V : speed
R : long radius / radius

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= 1ÿ2
4) Recommendations for Regional Improvement
vulnerable
=
90 After obtaining accident-prone
areas, suggestions for improvements to
these prone areas are then made, while
Ls : spiral/ arch the types of repairs carried out can be
transition length in the form of repairs to the road's
Rc : long radius/radius : facilities which can be in the form of:
degree of spiral curve : Markings, Signs, Median, Road Safety
angle of intersection Fences or improvements regarding the
geometric design of existing roads.
2) Accident Facility
To determine vulnerable locations
Accidents are carried out by means of
weighting in accordance with the
accident facilities, by carrying out
weighting it can be known which areas
are most prone to accidents according
to the weighting results with the largest CHAPTER IV

number of weighting results.

ANALYSIS AND SOLUTION
PROBLEM
3) Instantaneous Velocity Survey 5. DETERMINATION OF PRONE LOCATIONS
The spot speed survey aims to ACCIDENT
determine the speed
certain of the
point on vehicle
the
The at a
road.
point
The location of accident-prone areas is
is located on the road segment being
determined according to the level of accident
surveyed, in addition to conducting a
facilities. There are 13 accident-prone areas
survey using spot speed, this is also
with a large number of weights.
done by surveying when
the speed
the accident
at the
wastime
The year 2004 was the most accident-prone
highest, this is necessary to find out the year compared to 2002 and 2003, while the
average speed and highest speed at Lamongan road was the Lamongan road section
the time the accident occurred. The with the highest weighting result, namely 200,
statistical analysis used to process the which was the accident-prone location in 2004.
spot speed survey data is the 85th
percentile (P85). P85 is used to
On the Lamongan road there were 9
determine the speed limit traveled by
incidents of accidents where the number of
85% of surveyed vehicles. victims died as many as 10 people, 16 people
were seriously injured, and 8 people were
slightly injured, resulting in a weighting of 200.
6. POSSIBLE CAUSES
ACCIDENT

Analysis of traffic accident problems in 13

accident-prone areas using macro and micro
analysis,
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while the macro analysis uses simple numerical Tuban-Lamongan-Gresik during the
analysis on the time of occurrence and age. years 2002-2004 reaped the results of
the year 2004 was the year with the
number of accidents as many as 62
1. MACRO ANALYSIS a.
accidents with a total number of victims
Event Time.
of 123 people with a total weighting of
Weighting is done by means of the
906.
number of accidents according to the
accident facility multiplied by the existing MONTH
weight. There is also a weighting value
Based on data recapitulation
that can be seen in the following table:
from January to December 2004, it was
WEIGHTING VICTIMS OF HUMAN
DEATH (MD) found that the months with the largest
number of accidents were in January
12 and March with 8 accidents. However,
the highest number of accident victims
SERIOUS INJURY 4 based on the weighting results occurred
in January with a total weight of 156
(LB)
where the victims died 132 and were
MIDDLE 2
seriously injured 24 people.
WOUNDS (LR)
BROKEN (RSK) 1
Source: ALLAJ [Link] Module, Accident DAY
Analysis, Road Safety and Education
Based on the results of data
recapitulation from Monday to Saturday
The criteria for death, serious injury, in 2004, it was found that the day with
minor injury and material loss are: • Death the greatest frequency of accidents was
victim is a person who is confirmed dead Saturday where 11 people died, 8 people
as a result of a traffic accident within were seriously injured, and 4 people
a maximum period of 30 days were lightly injured.
after the accident.

b. Age Involved in Accident

• Victim of Serious Injury is a victim Data analyzed from 2002-2004 regarding
who suffers permanent disability/ the ages involved in accidents, it was
found
needs to be treated for more than that the ages involved in accidents
30 days since the accident. • amounted to 28 people aged 21-30 years.
Minor Injured Victims are victims And in 2004 there were 28 people involved
in accidents. c. Chi Square Basically we
who do not die and are seriously
do this Chi Square Test with the aim that
injured.
Ho is rejected, so that the assumptions that
can be reaped can be used as reasons
• Material loss or damage is loss due
to damage to goods but does not or to be used as special handling. In this
cause injury.
case we can assess the type of collision,
the vehicle involved and the time it
occurred.
YEAR

Ranking of the number of

accidents along the Pantura road
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Chi square test for the vehicles involved.

Db = 3-1
Chi square test for macro analysis on
Lamongan road in 2004 =2
KEND. (Fp (Fo X 2 Calculation results = 19,231
Fo
ENGAGED Fo Fh Fh_) Fh)
Fh
Q 2 2
/Fh X 2 Table = 5,991
SEDAN 6 12 -6 36 3,000
4,083
-7 49
TRUCK 5 12
SP. X 2 Compute > X2 Table
MOTORS 10 12 -2 4 0.333 2
2 If X count > X table with a confidence level of
MPU 2 12 -10 100 8.333
15.75 95% (a = 5%) then Ho is rejected (the type of
TOTAL 0 collision does not affect the number of accidents)
Source: Analysis Results and Hi is accepted, meaning that the assumption
that there is a type of vehicle as the cause of an
Db= 4-1 accident can be accepted or in other words the
=3 type vehicles affect the number of accidents.

X 2 Calculation results = 15.750

Chi square test for day and night time
X 2 Table = 7.818

Chi square test for macro analysis on the road

Lamongan
X 2 Count > X2 Table
TIME Fo F h Fo (Fp (Fo
If X2 count > X2 table with a confidence level of - Fh_) Fh)
95% (a = 5%) then Ho is rejected (there is no 2
Fh 2 /Fh
difference between the type of vehicle involved AFTERNOON 1 13-12 144 11.07
and the number of accidents that occur or the type 7
of vehicle involved does not affect the number of NIGHT 4 13 -9 81 6.231
accidents), and Hi is accepted, meaning that there TOTAL 17.30
is an assumption that the type of vehicle is the H 8
cause of the accident, that is, the vehicle affects Source: Analysis Results
the number of accidents that occur.
Db = 2-1

Chi square test for crash type =1

Chi square test for macro analysis on X 2 Calculation results = 17,308

Lamongan road in 2004 X 2 Table = 3,841
TYPE Fo Fh Fo (Fp (Fo
CRASH Fh Fh_)2 Fh)
2/Fh
X 2 Compute > X2 Table
D-D 1 13 -12 144 4 13 -9 81 11,077
2 2
D-S 8 13 -5 25 6,231 if X calculated > X table with a confidence
D-B 1,923 level of 95% (a = 5%) then Ho is rejected (night
TOTAL 19,231
and day conditions do not affect the number of
Source: Analysis Results
accidents) and Hi
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accepted, meaning that the assumption that there are Types of Vehicles Involved
differences in accidents between day and night as the Accidents at 13 Regional Points
cause of accidents is acceptable or in other words day Accident Prone
and night affect the number of accidents.
Kend.
Sedan, Bicycle
No Year Truck BUS No KA Ket
MPU Motorcycle
Motorized
2. MICRO ANALYSIS
1 2002 13 4 20 25 2 2
a. Inventory Results 1)
2003 13 11 31 49 0 0
Infrastructure
3 2004 19 5 22 51 1 7
Accidents with the highest number of victims Total 45 20 73 125 3 9
Source: Analysis Results
occurred on the Lamongan road, the geometric
condition characteristics of the road include a
The type of vehicle involved in accidents with the
road length of 37,210 km two lanes in two
largest number was motorcycles during 2002-2004,
directions divided into 3 (three) segments,
namely 22 vehicles, while during 2004 the type of
namely segment I (Gresik - Lamongan) with
vehicle most involved was motorcycles with 12 vehicles.
a road length of 6870 m and a width of 15 m.
Segment II (Lamongan - Bedahan) has a road
length of 26840 m and a width of 6 m while
Segment III (Babat - Widang) has a road
length of 3500 m and a width of 7.5 m. The b) Speed (85% percentile)
Lamongan road section is a straight road so The 85% percentile analysis shows that the
it doesn't have a turning radius. Based on the speed limit for 85% of surveyed vehicles is
survey results on the Lamongan road section, between 75-80 km. This figure was obtained
an average of 2% is obtained. the average from the results of a survey of 15 observations
percentage of offspring. on the Lamongan road section so that Pas =
12.75 observations. Fitting is obtained with
the number of observations, namely 15 with
85%, so the result is 12.75.

From the analysis of the results of

3) Environment
the survey on the Lamongan road, it was
Clear sight distance is an important
found that there was an elevation in the curve
consideration in operating
distance,
priorityyou
intersections.
At
can
thissee
of the road segment I, which was 5%, while
the free sight distance at the intersection
in segments II and III there was not because
using the STOP sign.
segments II and III are straight roads.

2) Facilities
a) Vehicles Involved The 4) Human or Driver a. Stopping
type of vehicle involved with the largest Sight Distance: Sight distance
number of accidents that often occur on should be as far as possible where sight
the Pantura Tuban - Lamongan Gresik distance is calculated from the driver's
road section is motorcycles which occurred eye position and not only with respect to
a lot in 2004 as many as 51 vehicles. other vehicles but also with the geometric
and location of road markings, signs and
traffic lights. The absolute minimum
distance on the road should be

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is the safe stopping distance for Originally MPU Nopol vehicle.

the design speed. b. Chronology S-6168-UU driven by KADIONO
of Events 1) Type of Collision a) Front- with 7 (seven) passengers
Front Collision walking from South to North
crossing the public road to
Lamongan, when he arrived at
Vehicles involved : Pick Up – the TKP from East to West there
Truck Time of incident : Thursday / was a cherry vehicle Nopol
Pkl. N-1439-VS driven by MULYADI
03.15 Wib with 3 (three) passengers ) with
people
a speed of 60 km/hour, because
Brief Description of the Event: the distance was too close the
Originally Vehicle box No. cherry hit the MPU on the right
Pol: W 7403 E driven by Saman rear side of the body which
resulted in 5 people
was walking from east to west at being seriously injured and 4
a speed of 60 km/hour. . Pol. H people being lightly injured. •
1789 CA driven by Comfort Possible Causes: The accident
because the distance was too occurred at 05.15 WIB. It is
close and could not avoid a possible that the driver was sleepy/
collision occurred which resulted daydreaming, so he was not
in the driver of the Box Truck Pol careful. • Do not reduce speed
No. W 7403 E along with Saman while passing or sound the
and Joko's crew member suffered horn.
injuries.

c) Fore-Rear Collision

Vehicles Involved : Colt

Station- Motorcycle
Possible Causes: • The Time of Incident :
accident occurred at 03.15 WIB. Sunday/ 21.00 WIB
It is possible that the driver
was drowsy and supported by Brief Description of the
the slippery road exposed to Event: The Colt Station vehicle
rain so that the vehicle swayed was traveling from west to east
to the right and the driver at a speed of approximately 80
could not control his balance. km/hour when it arrived at the
b) Front-Side Collision TKP there was a motorbike
where the driver was in a drunken
state running from west to east
Vehicles Involved: MPU-Cerry (one way) then crossed south
Time of incident: Saturday/ WIB
05.15 immediately Colt Mitsubishi trying
to reduce speed and avoid finally
crashing into the motorcycle.
Brief Description of the Event:

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Possible Causes: control the balance of the vehicle

when braking suddenly to try to
• The accident happened at 21.00 avoid a collision.
WIB, probably

Collision Type
street lighting is not that bright.
The type of collision that often
• . It is possible that the occurred on Jalan Lamonga in 2004 was that
motorbike driver did not turn there were 19 incidents of "back-to-back" incidents.
on the motorcycle light to The types of collisions that often occur are
indicate that he was going to "front-rear crashes" with 12 incidents with 23
cross (retik). d) Fore-Rear victims, 5 front-front collisions with 6 fatalities,
Collision and 11 front-side collisions with 17 fatalities.

Vehicles involved :Pick

up- Pick up Time
of incident :
Tuesday / 10.45 WIB 2) Population Survey
Results: Based on information obtained
from an accident that occurred on Jalan
Brief Description of the
Attorney General Suprapto or the Hospital,
Event: Originally the vehicle L it is related that the hospital is haunted so
300 Pick Up No. Pol. The S-7990-
S piloted by MASRIANTO was that every year it definitely takes victims
and this has been proven several times.
traveling from west to east at a
Even though signs or signs have been
speed of approximately 100 km/
given, accidents are often unexpected
hour. Pol.
and there are sure to be victims who die,
even though they are not too fatal.
S 7493 S driven by MUKSIN - so CONCLUSION OF MACRO ANALYSIS
that the driver of L 300 Pol No.
S-7990 - S was shocked and 1. The results of the analysis showed that
suddenly braked and recognized 2004 was a year when there were many
the back of the car L 300 Pick Up accidents along the Pantura Tuban road,
No Pol. S - 7493 - S finally Lamongan Gresik, namely 62 accidents
swerved to the left and hit a which claimed the lives of 59 people died,
power pole. 35 people were seriously injured and 29
people were lightly injured with a total
Possible Causes: weighting is 906.

• Absence of caution warning signs

or speed limit signs on the road 2. The location of the most frequent
to warn road users. accidents in 2004 based on the
results of the analysis is the Lamongan
road section, where there were 9
• The vehicle speed is too high accidents with 10 fatalities
making it difficult
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died, 16 people were seriously injured and 8 the occurrence of accidents because it is only 5% so
people were slightly injured with a total it does not interfere with the view or the inability of
weighting of 200. It is estimated that the vehicles to pass through the road.
accident occurred due to the many drivers
who were not careful and the complete lack Colission Diagram
of warning signs on the road. Possible causes of accidents obtained from the
violation diagram are: The difference in time of day
and night that affects the accident The condition of
the driver himself is drunk or not careful. High vehicle
3. Analysis to the occurrence of accidents speed causing imbalance or difficult to control when
based on the month during 2004 occurred in suddenly. The road conditions are slippery when it
January with 11 people died, 8 people were rains
seriously injured and 4 people were slightly
injured with a total weight of 172. This is
probably because January is the new year so
many people celebrate new year just to take
a walk or just celebrate it. 3. Collision Type

The front-rear accident type is the most common

type of accident that occurs along the Lamongan
road, this is because drivers tend to be impatient to
4. The occurrence of accidents based on the ages overtake the vehicle in front of them, the high speed
of those involved in accidents in 2004 was of the vehicle and the lack of warning signs and
probably due to the connection with the new instructions
year so that from the incidents of accidents
that occurred it was the age of 21-30 years
who were most involved in accidents, namely
4. Vehicles Engaged
as many as 19 people while during 2002 -
2004 it was 28 people.
Motorcycles are the type of vehicle that is most
involved in accidents. There is also a lack of safety
awareness for motorbike riders because they are
5. The Chi Square test shows the results that often careless in driving, thus endangering road
affect the type difference
of vehicle involved
between
(motorcycles),
day andthe users.
night accidents, and the type of vehicle also
affects the number of accidents.

CONCLUSION OF MICRO ANALYSIS The results of 5.

the85%
85%percentile
percentile
Road speed traveled by 85% of vehicles Accidents that occur
analysis
are basically
obtained not
limitations
survey 1.
results
Geometric
between
Design
75-80
road 7. MEASUREMENT EFFORTS / because the condition km/hour
of the caused by the
road does not geometric conditions
show PROBLEM of the
SOLVING
damage
analysis shows that the slope on the Lamongan road section, which
but the means
problem there
that is only
causes thethe result of
accident, thethe
ramp does not cause

PRORITY OF TRAFFIC SAFETY IMPROVEMENT ON PANTURA ROAD AND ITS PROPOSAL HANDLING

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at 13 points, namely handling immediately in Thus warning signs should be installed

order to reduce the number of accidents in at a distance of 280m before accident-
the coming year. Efforts that need to be done prone areas 3. Traffic Safety Campaign
are: 1. Road Geometric Design
The safety campaign is carried out as a
The geometric of the road basically way to promote the importance of road
does not affect the occurrence of safety. This is important considering that
accidents but it is necessary to find a public awareness of road safety is lacking,
solution because every time it rains the causing many accidents caused by
roads become slippery so that they are negligence, sleepiness, drunkenness,
prone to accidents especially when the carelessness, disregard for existing signs
weather cannot be predicted with and carelessness that endangers other road
certainty so it is better if drainage is users.
installed along the road section. And to
reduce accidents,
medianittois avoid
betteraccidents
to install
the aof
front-to-
front type due to the high speed of 4. Safety Education to the Community
passing vehicles.

According to the analysis, it is found that

the highest accidents are humans, so
2. Installation of Signs and Markings
humans must be given education. The
Looking at the traffic conditions that
education is in the form of having a SIM
often lead to accidents and remembering
test through a test. And the holding of
that along the Pantura Tuban - Lomongan-
education for students in the form of safety
Gresik road, signs both warnings and
in driving on the highway.
instructions are unclear and or insufficient
in number, resulting in a lack of HANDLING / SOLUTION
information to make road users be careful LAMONGAN ROAD PROBLEMS
be careful when using the road. For this
reason, it is necessary to install warning Traffic Management and Engineering carried
out include:
signs in accident-prone areas, namely:
a) Median
Median installation aims to avoid accidents
on highways that are opposite each other.
Vt² = Vo² + [Link]
Median installation is also considered
based on the existing road width on the
60² = 802 +2(-5).s segment.
b) Development of Drainage
3600-6400-10s Drainage is intended to
drain water on the road so
that the road dries quickly without standing
10 s=6400-3600
water. c) Directional Signs The presence
of guiding signs is intended to maintain a
10 s = 2800
safe distance between vehicles d) Rowling
Bands
S = 280 m

PRORITY OF TRAFFIC SAFETY IMPROVEMENT ON PANTURA ROAD AND ITS PROPOSAL HANDLING

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It is hoped that the existence of the

Rumbling Ribbon on the main road will
2 Especially for the Lamongan road
be used by motorists through this road
section, it is necessary to make a
with caution. e) Speed Limiting Limiting signs
proposal because in the meantime the
are used to act as barriers for motorists
accident-prone areas have been given
to reduce speed.
a median in the form of barrels in
addition to the markings so that for
CHAPTER V
the time being action is taken that can
CLOSING be taken immediately to reduce/
prevent further accidents.
CONCLUSION
The resultsthe
of analysis concluded that
the highest number of accidents along
Jalan Tuban-Lamongan-Gresik Pantura
2004 on Jalanconsisted
Lamongan.
of 13
The
points
highest
in
incident occurred in January on
Saturday. The cause of the accident
was due to a lack of caution when
driving.

PROPOSED Traffic Management and

Engineering that includes: 1. Median
2. Development of Drainage 3.
Direction Signs for Accident Prone
Areas 4. Noisy Bands 5. Speed Limiters

SUGGESTION

Things that need attention related to

problem solving efforts are:

1 The need to improve traffic safety

by completing existing road
infrastructure in the form of installing
guide and prohibiting signs, speed
limit signs, noise tapes, advertising
campaigns (safety belts and use of
helmets).

PRORITY OF TRAFFIC SAFETY IMPROVEMENT ON PANTURA ROAD AND ITS PROPOSAL HANDLING

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BIBLIOGRAPHY
Directorate General of Highways. 1997. Indonesian Road Capacity Manual (MKJI) Ministry of Public Works.
Jakarta.

Directorate General of Land Transportation. 1993. RI Law Number 14 of 1992 concerning Road
Traffic and Transportation. Jakarta.

Directorate General of Land Transportation. 1993. RI Government Regulation Number 43 of 1993

concerning Road Infrastructure and Traffic. Jakarta.

Ditlantas Polri, 1990, Guidelines for Preparing Traffic Accident-Prone Locations, Police Headquarters,
Jakarta.

Munawar, A, 1999 Traffic Accident Database Management system in Indonesia, Proceedinds, ISBN
0-620-24698-4, RTT-csir, South Africa.

Pignataro, IJ, 1973, Traffic Engineering, Theory And Practice, Prentice Hall, New Jersey, USA.

Hauer, E. (1997) Observational Before After Studies In Road Safety, Pergamon Press, England,
UK.

BSLLAK Directorate. 1999. Traffic Engineering. Jakarta.

Silvia. (1994) Fundamentals of road geometric planning: Nova Publishers.