Corresponding Author: Endang
Widjajanti
E-mail: [email protected]
INTRODUCTION
Almost everyone in Indonesia has
motorized vehicles, both in the category of two-wheeled and four-wheeled
motorized vehicles (cars). This is what causes every day and even every year,
the volume of vehicles increases and makes it a factor of traffic density (Sitanggang
& Saribanon, 2018). This traffic density is one of
the causes of accidents, although there are also many other contributing
factors (Sugiyanto &
Fadli, 2017). Based on the results of
previous research, it was stated that the main causative factor causing
accidents was the human factor, the motorbike rider himself (Sulistyowati
& Susetiyono, 2023). It is proven by the results of
his research to get percentage of the aspect of two-wheeled road users is 59%,
and the rest are four-wheeled vehicle drivers (Intari et al.,
2019).
Factors that cause traffic
accidents are vehicle factors and road conditions (Dewantoro &
Setiawan, 2021) ; (Dewantoro
& Setiawan, 2021). In line with previous research,
the factors causing accidents were environmental and natural conditions that
did not support (Carina,
2017). It can also be seen that the
conditions on the highway are not good; for example, there are very large
potholes, and sometimes users drive too fast, causing them to enter potholes
and accidents occur (Feryanti &
Mulyono, 2019) ; (Bobade
et al., 2015). The definition of a traffic
accident, according to Law No. 22 of 2009, is an incident on the road that is
unexpected and unintentional, involving vehicles with or without other road
users resulting in human casualties and property loss (Bolla et al.,
2015). In line with previous studies,
accidents occur unexpectedly, also unplanned, and not an expectation that
usually occurs on the highway caused by human negligence, which results in
injury, illness, and loss to humans, vehicles, and the environment (Ramlan
et al., 2023). In this case, the victim is the
human driver himself who is divided into the following categories: 1) the
victim died or died (fatally killed); 2) victims of serious injuries; and 3)
victims of light injuries (slight injuries) (Ramlan
et al., 2023).
According to data from the
Indonesian National Police, in Indonesia, an average of 3 people die every hour
due to road accidents (Kominfo, 2017). This often happens, especially
in Kupang Regency, the capital city of East Nusa Tenggara Province. Kupang
Regency is a district or city that has the second highest number of accidents,
after Kupang City, in East Nusa Tenggara Province. The number of accidents in
Kupang Regency during 2019, 2020, and 20121 were 201, 139, and 142 (Bolla
et al., 2015). The results of previous
research stated that the Timor Raya road section is one of the roads with the
largest traffic accident case categories and victims (Bolla
et al., 2015).
Based on the things that have
been explained above, this research is part of the Determination of Points and
Recommendations for Accident-Prone Locations (LRK) Improvements in East Nusa
Tenggara Province carried out by the Directorate of Land Transportation Safety,
Directorate General of Land Transportation, Ministry of Transportation.
National Road in NTT Province
National roads in NTT
Province according to the Decree of the Minister of Public Works and Public
Housing (PUPR) Number: 248/KPTS/M/2015 Concerning Designation of Road Sections
in the Primary Road Network According to their Functions The length of National
Roads is 1,857.91 km consisting of Primary Arterial roads along 1,052.33 km and
805.58 km of Primary Collector 1 roads, as shown in Table 1 and Figure 1. There
are 4 (four) national road sections that cross the Kupang district, consisting
of out-of-town and urban roads. The road width on the national road section
that crosses the city of Kupang varies between 6 m-12 m.
Table
1
Characteristics of the Kupang Regency National Road Section
|
No Section
|
Kupang District National Road Name
|
Length (Km)
|
Outer City / Urban Roads
|
Road Function
|
Road Width (m)
|
Road Type
|
|
27
|
11
|
K
|
OESAPA-OESAO
|
3.49
|
Urban
|
AP
|
12
|
4/2 UD
|
|
27
|
|
|
OESAPA-OESAO
|
12.83
|
Out of town
|
AP
|
6.5
|
2/2 UD
|
|
28
|
|
|
OESAO-BUTTLE
|
41.98
|
Out of town
|
AP
|
6
|
2/2 UD
|
|
29
|
|
|
ASS-BAPUPUTIH
|
7.02
|
Out of town
|
AP
|
6
|
2/2 UD
|
Figure 1.
Road Network in NTT Province
Accident
Prone Locations
Referring
to Guidelines Pd T-09-2004-B concerning Handling Traffic Accident-Prone
Locations (Region,
2004). A location is declared a traffic
accident-prone location if it has several conditions. These conditions include:
a. � high accident rate
b. data on accidents (accidents)
for at least two consecutive years, preferably three consecutive years.
c. � Accident locations are
relatively stacked,
d. accident locations in the form
of intersections or road segments (100-300) m long for urban roads and 1 km
long road segments for inter-city roads.
e. accidents that occur in space
and relatively the same period
f. � has a cause of accidents with
specific factors.
Equivalent
Accident Number (EAN) is the number used to grade the weighting accident; this
value is based on the value of an accident with damage or loss of material. EAN
is a numerical economic scale to weigh the degree of accidents. It is
calculated by comparing the estimated economic loss caused by various degrees
of accident.
The
technique of identifying the ranking of accident sites is carried out by
determining the Weighted Accident Number (WAN). The accident has several types
or degrees based on the victim's severity, so the accident number needs to be
weighted by the equivalent accident number to become a WAN. The equivalent
accident number (EAN) formula is as follows;
EAN �� = 12FAT + 3SVI + 3MNI + 1PDO. �������������������������������������������������������� ����������� (1)
EAN �� =
Equivalent Accident Number
FAT ��� =
death victims or fatalities
SVI ���� =
serious injuries or severe injuries
MNI �� =
slight or minor injuries
PDO �� =
property damaged only
Quality control statistics as UCL (Upper et al.) chart control is
calculated using the following formula:
UCL ��� = l+ YX. [( l/m) + (0.829/m) + 0.5m] 0.5����������������������������������������������������������������������� ������������������������������������������ (2)
Where:
UCL ��� = Upper Limit Control
l
= Average EAN
of all road sections reviewed
Y������� = probability factor
����� = 2,576 for a 99%
confidence level
m ������ = EAN of the road section reviewed
The Upper Control Limit line (BKA) is a fixed value for the entire
road section. A segment of a road section with EAN above the UCL line is
defined as a traffic accident black spot location. UCL line value is calculated
using the following formula:
BKA �� = C+3. �C ������������������������������������������������������������������������������������������������ ����������� (3)
C ������� = Average EAN of all road sections
reviewed
Based on the description above, the research aims to
identify the existence of Accident-Prone Locations in Kupang Regency and
recommendations for handling them.
METHODS
This section will explain the method or work
steps from research on Accident-Prone Locations on National Roads in Kupang
Regency, East Nusa Tenggara Province. This research began with literature
studies from various sources and related literature, searching for and
reviewing relevant studies and continuing to collect data on accidents that
occurred according to the research location. This stage is to collect all the
data planned following the research objectives to be carried out. Next,
calculate the equivalent number of accidents and then do the ranking and
determine the location considered an accident-prone location. After that,
processing and analyzing the data according to the category of analysis of the
causes of accidents and an inventory of geometric and environmental conditions
is then used as an analysis related to handling accident-prone locations.
Moreover, the last stage is to provide conclusions and some suggestions. In this
section, the research method is
presented in Figure 2 below.
Figure 2.
Research Flow
RESULTS AND
DISCUSSION
Identification
of Accident Prone Locations (LRK)
Recapitulation of the number of accidents on the Kupang district
national road segment based on data from the Indonesian National Police for the last three
years broken down per road section per
km and the EAN calculation is presented in Table 2. Based
on the results of the EAN calculation for all sections, the average EAN value
can be calculated, which is 99. Based on the average EAN value, the Upper Limit value can be calculated as follows:
Upper Limit (BKA) ������ =C+3
√C
��������������������������������������� =
176 + 3X√176
��������������������������������������� =216
line value is calculated per road section per km calculated as follows.
UCL ��� line = λ+ Ψ ï¿½√([(λ⁄m) + ((0.829)
⁄m) + (1⁄2�m))
������������������������� =176+2,576.
√([(176⁄m) + ((0.829) ⁄m) + (1⁄2�m))
m = Accident rate on the section under review (EAN)
The calculation results of BKA and UCL on the Kupang regency
national road sections broken down per road section per km are presented in
Table 2 and Figure 1.
The ranking of the EAN values for the Kupang district national
roads is presented in Table 2. The table shows that 18 points of Accident Prone
Locations have an EAN value above the BKA and UCL values.
Table 2. Ranking of EAN Values on Kupang Regency National Road
Sections
|
STREET
NAME
|
MD
|
LB
|
LR
|
KR
|
Total
|
EAN
|
UCL line
|
|
JL.
OESAPA-OESAO KM. 5
|
5
|
5
|
23
|
0
|
33
|
715
|
225
|
|
JL. OESAPA-OESAO CITY KM. 1
|
5
|
5
|
11
|
1
|
22
|
656
|
223
|
|
JL.
OESAPA-OESAO KM. 4
|
5
|
2
|
8
|
0
|
15
|
580
|
220
|
|
JL.
OESAPA-OESAO KM. 12
|
5
|
0
|
7
|
0
|
12
|
535
|
219
|
|
JL.
OESAPA-OESAO KM. 7
|
3
|
5
|
8
|
0
|
16
|
440
|
215
|
|
JL.
OESAO-BOKONG KM. 3
|
3
|
3
|
8
|
0
|
14
|
400
|
213
|
|
JL.
OESAPA-OESAO KM. 14
|
3
|
1
|
7
|
0
|
11
|
355
|
211
|
|
JL.
OESAPA-OESAO KM. 13
|
3
|
0
|
6
|
0
|
9
|
330
|
210
|
|
JL.
OESAO-BOKONG KM. 15
|
3
|
0
|
3
|
0
|
6
|
315
|
209
|
|
JL.
OESAPA-OESAO KM. 16
|
1
|
6
|
8
|
0
|
15
|
260
|
206
|
|
JL.
OESAPA-OESAO KM. 6
|
1
|
5
|
11
|
1
|
18
|
256
|
206
|
|
JL. OESAPA-OESAO CITY KM. 3,29
|
2
|
1
|
5
|
0
|
8
|
245
|
205
|
|
JL.
OESAPA-OESAO KM. 11
|
2
|
0
|
8
|
1
|
11
|
241
|
205
|
|
JL. OESAPA-OESAO
KM. 9
|
2
|
1
|
4
|
0
|
7
|
240
|
205
|
|
JL.
OESAO-BOKONG KM. 6
|
2
|
0
|
7
|
0
|
9
|
235
|
204
|
|
JL.
OESAO-BOKONG KM. 11
|
2
|
1
|
2
|
0
|
5
|
230
|
204
|
|
JL.
OESAO-BOKONG KM. 9
|
2
|
1
|
2
|
0
|
5
|
230
|
204
|
|
JL.
OESAO-BOKONG KM. 8
|
2
|
0
|
4
|
1
|
7
|
221
|
204
|
|
JL. OESAPA-OESAO CITY KM. 3
|
1
|
3
|
9
|
|
13
|
205
|
203
|
|
JL.
OESAO-BOKONG KM. 35
|
2
|
|
|
|
2
|
200
|
202
|
|
JL.
OESAO-BOKONG KM. 22
|
1
|
3
|
7
|
2
|
13
|
197
|
202
|
|
JL.
OESAO-BOKONG KM. 1
|
1
|
4
|
3
|
|
8
|
195
|
202
|
|
JL.
OESAO-BOKONG KM. 7
|
1
|
3
|
6
|
|
10
|
190
|
202
|
|
JL.
OESAO-BOKONG KM. 4
|
1
|
2
|
6
|
|
9
|
170
|
200
|
|
JL.
OESAO-BOKONG KM. 14
|
1
|
1
|
6
|
|
8
|
150
|
199
|
|
JL. BUTONG-PUTIH
STONE KM. 7
|
1
|
2
|
1
|
|
4
|
145
|
199
|
|
JL.
OESAO-BOKONG KM. 25
|
1
|
1
|
4
|
|
6
|
140
|
198
|
|
JL.
OESAPA-OESAO KM. 15
|
1
|
1
|
3
|
1
|
6
|
136
|
198
|
|
JL. OESAPA-OESAO CITY KM. 2
|
1
|
1
|
3
|
1
|
6
|
136
|
198
|
|
JL.
BUTONG-PUTIH STONE KM. 6
|
1
|
1
|
2
|
|
4
|
130
|
197
|
|
JL.
OESAO-BOKONG KM. 5
|
1
|
|
6
|
|
7
|
130
|
197
|
|
JL.
OESAO-BOKONG KM. 27
|
1
|
1
|
1
|
|
3
|
125
|
197
|
|
JL.
OESAO-BOKONG KM. 38
|
1
|
1
|
|
|
2
|
120
|
197
|
|
JL.
OESAO-BOKONG KM. 41
|
1
|
1
|
|
|
2
|
120
|
197
|
|
JL.
OESAO-BOKONG KM. 16
|
1
|
|
3
|
1
|
5
|
116
|
196
|
|
JL.
OESAO-BOKONG KM. 2
|
1
|
|
3
|
|
4
|
115
|
196
|
|
JL.
OESAO-BOKONG KM. 23
|
1
|
|
2
|
1
|
4
|
111
|
196
|
|
JL.
OESAO-BOKONG KM. 17
|
1
|
|
2
|
|
3
|
110
|
196
|
|
JL.
OESAO-BOKONG KM. 33
|
1
|
|
2
|
|
3
|
110
|
196
|
|
JL.
OESAO-BOKONG KM. 37
|
1
|
|
2
|
|
3
|
110
|
196
|
|
JL.
OESAO-BOKONG KM. 40
|
1
|
|
2
|
|
3
|
110
|
196
|
|
JL.
OESAO-BOKONG KM. 18
|
1
|
|
|
|
1
|
100
|
195
|
|
JL.
OESAPA-OESAO KM. 8
|
|
4
|
4
|
|
8
|
100
|
195
|
|
JL. OESAO-BOKONG
KM. 26
|
|
3
|
3
|
|
6
|
75
|
193
|
|
JL.
OESAO-BOKONG KM. 10
|
|
3
|
2
|
|
5
|
70
|
192
|
|
JL.
BUTONG-PUTIH STONE KM. 5
|
|
2
|
3
|
|
5
|
55
|
191
|
|
JL.
OESAO-BOKONG KM. 12
|
|
2
|
1
|
|
3
|
45
|
190
|
|
JL.
OESAO-BOKONG KM. 29
|
|
2
|
1
|
|
3
|
45
|
190
|
|
JL.
OESAPA-OESAO KM. 10
|
|
1
|
5
|
|
6
|
45
|
190
|
|
JL. OESAPA-OESAO
KM. 16,3
|
|
1
|
3
|
|
4
|
35
|
189
|
|
JL.
OESAO-BOKONG KM. 13
|
|
1
|
|
|
1
|
20
|
188
|
|
JL.
OESAO-BOKONG KM. 31
|
|
1
|
|
|
1
|
20
|
188
|
|
JL.
BUTONG-PUTIH STONE KM. 2
|
|
|
2
|
|
2
|
10
|
189
|
|
JL.
OESAO-BOKONG KM. 24
|
|
|
2
|
|
2
|
10
|
189
|
|
JL.
OESAO-BOKONG KM. 30
|
|
|
1
|
1
|
2
|
6
|
191
|
|
JL. BUTONG-PUTIH
STONE KM. 1
|
|
|
1
|
|
1
|
5
|
192
|
|
JL.
OESAO-BOKONG KM. 20
|
|
|
1
|
|
1
|
5
|
192
|
|
JL.
OESAO-BOKONG KM. 32
|
|
|
1
|
|
1
|
5
|
192
|
|
JL.
OESAO-BOKONG KM. 39
|
|
|
1
|
|
1
|
5
|
192
|
|
Average
|
176
|
|
|
BKA
|
216
|
|
Based on the ranking of the 18
accident-prone locations in Table 2, the 3 locations with the highest EAN
numbers were handled, namely:
1.
Jl.
Oesapa-Oesao Km 5
2.
Jl.
Oesapa-Oesao Km 1
3.
Jl.
Oesapa-Oesao Km 4
LRK Handling Recommendations
a.
Jl. Oesapa-Oesao Km 5, Kupang Regency
Operational speed on Jl. Oesapa-Oesao Km 5, an
inter-city road, is relatively low (40 km/hour). Still, data on motorcycle
traffic accidents that occur late at night or early in the morning show that
when an accident occurs, the vehicle/motorcycle is driven at high speed.
Regulation of the Minister of Transportation of the
Republic of Indonesia Number PM 111 of 2015 concerning Procedures for Setting
Speed Limits states that the speed limit on inter-city roads: is a maximum of
80 km/hour. Based on PM 111 of 2015, as long as the location is prone to
accidents on inter-city roads, the speed is limited to a maximum of 60 km/hour.
Summary of causes and treatments for LRK-01 Jl. Oesapa-Oesao Km 5 and volume
analysis are presented in Table 3 and Table 4. The treatment plan is presented
in Appendix 1.
Table 3. Causes of Accidents and Handling
on Jl. Oesapa-Oesao Km 5
|
Reason
|
Condition
of Facilities and Infrastructure
|
Handling
Proposal
|
|
High speed
Irregular driving in lanes and lanes of traffic
(zig-zag)
Lack of concentration
Lack of lighting
Dominated by motorbikes
Possible driver drowsiness (because predominant
accidents occur at night and early in the morning)
|
Center
markings and edge markings are faded
PJU light
intensity is small/dim
There are
no signs at the intersection yet
There are no
accident-prone warning signs
There are no bridge
warning signs
|
Procurement and installation of signs prohibiting
walking because it is mandatory to stop on the access road (Table III 1a)
measuring 75 x 75 cm
|
|
Procurement and installation of signs prohibiting
driving vehicles at speeds that exceed what is written (Table III4h)
measuring 75 x 75 cm
|
|
Procurement and Installation of Maximum Speed
Prohibition Limit Sign 60 Km/hour (Table III 7a) size 75 cm.
|
|
Procurement and installation of warning
signs reading Prone to Accident (Table II9) measuring 1200 x 2000 mm
|
|
Procurement and Installation of Priority Four
Intersection Warning Signs (Table II 4b2) size 75 x 75 cm
|
|
Procurement and Installation of Bridge
Warning Signs Table II 1w size 75 x 75 cm
|
|
Procurement and Installation of Traffic Signs on
the road measuring 75X75 cm, Crossing Direction Signs (Table V 5e)
|
|
Procurement and installation of solar cells
for street lighting
|
|
Procurement and Installation of Rumble Stripe/Rumble
Stripe
|
|
Procurement and installation of crossing
markings
|
|
Installation of edge markings
|
|
Installation of dotted center markings
|
Table 4. Accident Handling Volume Jl. Oesapa-Oesao Km 5
|
Job Name
|
Amount
|
Unit
|
|
Procurement
and installation of signs prohibiting walking because it is mandatory to stop
on the access road (Table III 1a) measuring 75 x 75 cm
|
5
|
fruit
|
|
Procurement
and installation of signs prohibiting driving vehicles at speeds that exceed
what is written (Table III4h) measuring 75 x 75 cm
|
2
|
fruit
|
|
Procurement
and Installation of Maximum Speed Prohibition Limit Signs 60 Km/hour (Table
III 7a) size 75 cm
|
2
|
fruit
|
|
Procurement
and installation of warning signs reading Prone to Accident (Table II9)
measuring 1200 x 2000 mm
|
2
|
fruit
|
|
Procurement
and Installation of Priority Four Intersection Warning Signs (Table II 4b2)
size 75 x 75 cm
|
3
|
fruit
|
|
Procurement
and Installation of Bridge Warning Signs Table II 1w size 75 x 75 cm
|
2
|
fruit
|
|
Procurement
and Installation of Traffic Signs on the road measuring 75X75 cm, Crossing
Direction Signs (Table V 5e)
|
4
|
fruit
|
|
Procurement
and installation of solar cells for street lighting
|
6
|
fruit
|
|
Procurement
and Installation of Rumble Stripe/Rumble Stripe
|
4,5
|
m2
|
|
Procurement
and installation of crossing markings
|
33.50
|
m2
|
|
Installation
of edge markings
|
158.88
|
m2
|
|
Installation
of dotted center markings
|
29.79
|
m2
|
Jl. Oesapa-Oesao City Km 1, Kupang Regency
Summary of causes and treatments for LRK-01
Jl. Oesapa-Oesao Km 1 and
volume analysis are presented in Table 5 and Table 6. The treatment plan is
presented in Appendix 2.
Table 5. Accident Causes and Handling Jl. Oesapa-Oesao City Km 1
|
Reason
|
Condition of Facilities and Infrastructure
|
Handling Proposal
|
|
High speed
Irregular driving
in lanes and lanes of traffic (zig-zag)
Lack of
concentration
Lack of lighting
Dominated by
motorbikes
Possibility of the
driver falling asleep or not seeing clearly (because the majority of
accidents occur at night)
Driver
under the influence of alcohol
|
There are no speed limit markers.
Center markings and edge markings are faded
PJU light intensity is small/dim
There is no zebra crossing at the pedestrian concentration area
(church)
There are no signs at the intersection yet
|
Procurement and
installation of Prohibition Signs continue because it is mandatory to stop
on the access road (Table III 1a) measuring 75 x 75 cm.
|
|
Procurement
and installation of signs prohibiting driving vehicles on signs that are
written (Table III4h) measuring 75 cm
|
|
Procurement and
Installation of Maximum Speed Prohibition Limit Sign 40 Km/hour (Table III
7a) size 75 cm.
|
|
Procurement
and installation of warning signs reading Prone to Accident (Table II9)
measuring 1200 x 2000 mm
|
|
Procurement
and Installation Wednesday warning Warning Three Sided
Right
Junction Table II 4b9 size 75 x 75 cm
|
|
Procurement
and installation of a three-sided right-sided intersection warning sign
(Table II4b17) measuring 75 x 75 cm
|
|
Procurement and
installation of left three-sided intersection warning signs Table II 4b8
size 75 x75 cm
|
|
Procurement and
installation of warning signs for multiple triple intersections on the right
side Table II 4b15 size 75 x 75 cm
|
|
Procurement and
Installation of Left Side Multiple Three Junction Warnings Table II 4b14
size 75 x 75 cm
|
|
Procurement
and Installation of Multiple Three Junction Warnings Right and Left Sides
Table II 4b11 size 75 x 75 cm
|
|
Procurement and
Installation of Left Three Junction Warnings Table II 4b16
|
|
Procurement and
Installation of Traffic Signs on the road measuring 75X75 cm, Crossing
Direction Signs (Table V 5e)
|
|
Procurement
and Installation of Rumble Stripe/Rumble Stripe
|
|
Procurement
and installation of crossing markings
|
|
Installation
of edge markings along
|
|
Installation
of dotted center markings
|
Table 6. Accident Handling Volume Jl. Oesapa-Oesao
Km 1
|
Job Name
|
Amount
|
Unit
|
|
Procurement and installation of Prohibition Signs continue
because it is mandatory to stop on the access road (Table III 1a) measuring
75 x 75 cm
|
12
|
fruit
|
|
Procurement and installation of signs prohibiting driving
vehicles on signs that are written (Table III4h) measuring 75 cm
|
2
|
fruit
|
|
Procurement and Installation of Maximum Speed
Prohibition Limit Signs 40 Km/hour (Table III 7a) size 75 cm
|
2
|
fruit
|
|
Procurement and installation of warning signs reading Prone to
Accident (Table II9) measuring 1200 x 2000 mm
|
2
|
fruit
|
|
Procurement and Installation Wednesday warning Warning Three
Sided Right Junction Table II 4b9 size 75 x 75 cm
|
1
|
fruit
|
|
Procurement and installation of a three-sided right-sided
intersection warning sign (Table II4b17) measuring 75 x 75 cm
|
2
|
fruit
|
|
Procurement and installation of left three-sided
intersection warning signs Table II 4b8 size 75 x75 cm
|
1
|
fruit
|
|
Procurement and installation of warning signs for
multiple triple intersections on the right side Table II 4b15 size 75 x 75 cm
|
2
|
fruit
|
|
Procurement and Installation of Left Side Multiple
Three Junction Warnings Table II 4b14 size 75 x 75 cm
|
1
|
fruit
|
|
Procurement and Installation of Multiple Three Junction Warnings
Right and Left Sides Table II 4b11 size 75 x 75 cm
|
3
|
fruit
|
|
Procurement and Installation of Left Three Junction
Warnings Table II 4b16
|
1
|
fruit
|
|
Procurement and Installation of Traffic Signs on the
road measuring 75X75 cm, Crossing Direction Signs (Table V 5e)
|
2
|
fruit
|
|
Procurement and Installation of Rumble Stripe/Rumble Stripe
|
3,6
|
m2
|
|
Procurement and installation of crossing markings
|
26.80
|
m2
|
|
Installation of edge markings
|
187,92
|
m2
|
|
Installation of dotted center markings
|
35,235
|
m2
|
Jl. Oesapa-Oesao Km 4, Kupang Regency
Summary of causes and treatment on Jl. Oesapa-Oesao Km 4 and
volume analysis are presented in Table 7 and Table 8. Treatment plans.
Table 7. Accident Causes and Handling LRK-03 Jl. Oesapa-Oesao Km 4
|
Reason
|
Condition
of Facilities and Infrastructure
|
Handling
Proposal
|
|
a.
High speed
b. Irregular driving in lanes and lanes of
traffic (zig-zag)
c.
Lack of concentration
d.
Lack of lighting
e.
Dominated by motorbikes
f. Possibility of the driver falling asleep
or not seeing clearly (because the majority of accidents occur at night)
|
a. There are no speed limit markers
b. Center markings and edge markings are
faded
c. PJU light intensity is small/dim
d. There are no signs at the intersection
yet
b. There are no warning signs for
accident-prone locations
|
Procurement and installation of signs prohibiting walking because it
is mandatory to stop on the access road (Table III 1a) measuring 75 x 75 cm
|
|
Procurement
and installation of signs prohibiting driving vehicles on signs that are
written (Table III4h) measuring 75 cm
|
|
Procurement and Installation of Maximum Speed Prohibition Limit Sign
60 Km/hour (Table III 7a) size 75 cm.
|
|
Procurement
and installation of warning signs reading Prone to Accident (Table II9)
measuring 1200 x 2000 mm
|
|
Procurement
and Installation Wednesday warning Warning Three Sided
Right
Junction Table II 4b9 size 75 x 75 cm
|
|
Procurement and Installation of Priority Four Intersection Warning
Signs Table II 4b2 size 75 x 75 cm
|
|
Procurement and Installation of Traffic Signs on the road measuring
75X75 cm, Crossing Direction Signs (Table V 5e) measuring 60 x 75 cm
|
|
Procurement
and installation of multiple triple intersection warnings on the right and
left sides Table II 4b11 size 75 x75 cm
|
|
Procurement
and installation of Rumble stripe/rumble stripe
|
|
Installation
of edge markings
|
|
Installation
of dotted center markings
|
Based on the table above, it can be seen
that the cause of accidents is dominated by the human factor, namely the
vehicle users themselves; this is in line with previous research that human
negligence is the main factor causing accidents to occur on the highway (Ichbal
Maulana,
2023); �(Kaur &
Kaur, 2017); (Mohan
& Landge, 2017). These results prove that the analysis of
the causes of accidents occurs not only due to environmental factors or road
conditions.
Table 8. Accident Handling Volume Jl. Oesapa-Oesao
Km 4
|
Job Name
|
Amount
|
Unit
|
|
Procurement and installation of
signs prohibiting walking because it is mandatory to stop on the access road
(Table III 1a) measuring 75 x 75 cm
|
4
|
fruit
|
|
Procurement and installation of
signs prohibiting driving vehicles on signs that are written (Table III4h)
measuring 75 cm
|
1
|
fruit
|
|
Procurement and Installation of Maximum
Speed Prohibition Limit Signs 60 Km/hour (Table III 7a) size 75 cm
|
2
|
fruit
|
|
Procurement and installation of
warning signs reading Prone to Accident (Table II9) measuring 1200 x 2000 mm
|
2
|
fruit
|
|
Procurement and Installation
Wednesday warning Warning Three Sided Right Junction Table II 4b9 size 75 x
75 cm
|
1
|
fruit
|
|
Procurement and Installation of Priority
Four Intersection Warning Signs Table II 4b2 size 75 x 75 cm
|
2
|
fruit
|
|
Procurement and Installation of
Traffic Signs on the road measuring 75X75 cm, Crossing Direction Signs (Table
V 5e) measuring 60 x 75 cm
|
2
|
fruit
|
|
Procurement and installation of
multiple triple intersection warnings on the right and left sides Table II
4b11 size 75 x75 cm
|
2
|
fruit
|
|
Procurement and Installation of
Rumble Stripe/Rumble Stripe
|
4,5
|
m2
|
|
Installation of edge markings
|
120,24
|
m2
|
|
Procurement and Installation of Left
Three Junction Warnings Table II 4b16
|
1
|
fruit
|
Based
on the table above, it can be concluded that in order to deal with
accident-prone areas, there is not a little that must be done, and material and
non-material costs are incurred. This must also be prioritized, like the
procurement and installation of various signs. This aligns with the previous
statement that the material costs incurred were enormous, not only hundreds of
millions but up to billions of rupiah (Oktopianto et al., 2021). This was proven when the
loss in the value of the vehicle or material damage due to traffic accidents,
there were costs that had to be incurred from 2015 to 2016, which amounted to
IDR 511,900,006.00. Therefore it is very important to carry out road audits and
maintenance daily to minimize the costs incurred when replacing damaged
material due to traffic accidents (Narendra & Amrina, 2023).
CONCLUSION
A motorcycle is the dominant type of vehicle
involved in an accident in Kupang Regency, NTT Province. The dominant cause of
accidents is the driver factor, namely: they occur at high speeds, especially
when they occur at night; disorderly driving in traffic lanes and lanes
(zig-zag); the driver lacks concentration; the possibility of the driver
falling asleep (because the predominant accidents occur at night and early in
the morning); driving under the influence of alcohol. Road factors that cause
accidents are Hardened shoulders causing the road width to be unequal (not
continuous), endangering road users because there is no road narrowing
signs/markings; insufficient lighting (the amount of public street lighting/PJU
is sufficient, but the light is not strong enough); lack of crossing facilities
for pedestrians. Because the dominant accidents occurred at night and early,
the lack of PJU lighting caused dark conditions.
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