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"The exclusive Stopping Space for Motorcycles is defined as facilities for motorcycle to stop for waiting at signalized intersection as long as red traffic light period . The RHK's has been tested in an arterial road to support the movement of the motorcycle at the signalized intersection. This paper aims to study the influence of the RHKs to reduce traffic conflict, particularly the type and intensity of conflict and also the severity of conflict between motorcycles with another motor vehicle. To test the affectivity of RHKs to reduce conflict, the traffic conflict observations were made with video cameras during the the morning and afternoon peak hours, before and after installing the analyses were carried out in the laboratory. A total of 62 cycles and 41 cycles in the morning and afternoon peak hour with total of 12214 motorcycles and 8873 motorcycles (before and after RHKs installed) were analyzed. The throughput of the intersection increased both in the morning and afternoon peak hours by respectively 11.92% and 12.31%. The conflict patterns changed significantly, but the conflict rate decreased from 133,39 conflict/1000 pcu's to 24,68 conflict/1000 pcu's on the morning peak hour and from 111,10 conflict/1000 pcu's to 24,10 conflict/1000 pcu's on the afternoon peak hour. The conflict severity also decreased from 1.83 to 1.43 on the morning peak hour and 1.96 to 1.38 on the afternoon peak hour."

" ABSTRAKPergerakan arus lalu lintas menerus, memutar, memotong dan diperparah dengan adanya persimpangan berurutan dengan putaran balik, jalur kereta api yang sejajar dengan jalan mengakibatkan adanya potensi lokasi konflik. Penelitian ini bertujuan untuk menganalisa pergerakan kendaraan, jenis konflik dan kompleksitas konflik lalu lintas pada persimpangan tidak bersinyal. Metode menggunakan pendekatan konflik dan data didapat dari survei lokasi. Lokasi penelitian adalah di Jalan Raya Lenteng Agung dengan konfigurasi simpang yang kompleks dengan dua simpang berurutan. Berdasarkan analisis terdapat dua tipe konflik utama yaitu konflik memotong 36% dan menyatu 35% pada lajur dua. Terdapat hubungan antara frekuensi konflik dengan volume kendaraan yang tunjukan oleh nilai R square sebesar 0,7386 dan 0,6223. Nilai kompleksitas konflik menunjukkan pada rentang 90-120 yang dapat dimasukan ke dalam kategori perlu peningkatan (need improvement). Guna mengurangi konflik perlu dilakukan manajemen lalu lintas antara lain dengan pembuatan lajur khusus putar balik.

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ABSTRACT

The movement of traffic flow constantly, rotate, crop, and aggravated by the consecutive intersection and u-turn, railway which parallel to the road and the result there causing potential of conflict?s location. This study aims to analyze the movement of vehicles, types of conflict and traffic conflict complexity at the unsignalized intersection. This study uses the approach of conflict and the data obtained from the survey location. The location of this study is at Lenteng Agung Road with the complexity of intersection configuration and two parallel intersection. There are two major types of conflict is the conflict?s merging 36% and crossing 35% blends in lane two. There is relation between conflict frequency and traffic volume of vehicles which showed by the value of R square of 0.7386 and 0.6223. Conflict complexity?s value indicate that the range of 90-120 categorized as the category of need improvement. The traffic management is needed in order to decrease the conflict through the construction of turn around special lane."

"Pertumbuhan sepeda motor belakangan ini telah membawa fenomena yang menarik terhadap lalulintas di Indonesia. Kondisi sepeda motor yang umumnya memiliki ukuran kecil, memiliki fleksibilitas dalam bermanufer, mampu dan lincah dalam menerobos kemacetan, kemudahan untuk parkir, dan harganya yang terjangkau menjadi faktor pendorong untuk memiliki jenis kendaraan ini.. Pertumbuhan sepeda motor tentu berpegaruh terhadap sistem jaringan jalan. Sistem jaringan jalan terdiri dari 2 (dua) komponen utama yaitu ruas (link) dan persimpangan (node). Salah satu perangkat lunak yang dapat digunakan dalam analisa lalu lintas campuran, ditandai oleh beragam kendaraan, komposisi berubah, kurangnya disiplin jalur, dll. dapat dimodelkan dengan simulasi mikro adalah aplikasi PTV Vissim 11. Model Vissim itu sendiri pada dasarnya merupakan given atau terdapat pengaturan yang telah di atur oleh penciptanya dengan karakteristik negara asalnya, yakni negara Jerman sehingga perlu di kalibrasi karena karakteristik driving behavior Jerman dan Indonesia yang jauh berbeda.  Parameter Car Following Model dengan tipe Wiedemann 74 yaitu average standstill distance, additive part of safety distance dan multiplicative part of safety distance merupakan parameter yang penting dalam Vissim. Selain itu melihat karakteristik perilaku mengemudi di simpang bersinyal dimana kendaraan terutama sepeda motor yang perlahan bergerak di antara kendaraan yang lain untuk dapat lokasi antraian di depan dekat dengan garis berhenti sehingga perlu adanya perubahan parameter kalibrasi pada Lateral Parameter yaitu Nilai: Collision Time = 0.5 seconds, Minimum Longitudinal Speed = 0 m/s untuk sepeda motor. Dengan variasi parameter baru, aktivitas lateral kendaraan pada kecepatan rendah dapat ditingkatkan secara eksplisit.

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Motorcycle growth has brought an interesting phenomenon to traffic in Indonesia. The condition of motorbikes that generally have a small size, have flexibility in maneuvering, are capable and agile in breaking through traffic jams, ease of parking, and affordable prices are the driving factors for this type of vehicle.. The growth of motorbikes certainly affects the road network system. The road network system consists of 2 (two) main components, namely links and intersections. One software that can be used in mixed traffic analysis, is characterized by various vehicles, changing compositions, lack of line discipline, etc. can be modeled with micro simulations is the PTV Vissim application 11. The Vissim model itself is basically given or there are arrangements that have been set by the creator with the characteristics of the country of origin German so it needs to be calibrated because of the driving behavior of Germany and Indonesia different. Parameter Car Following Model with type Wiedemann 74 is the average stand distance, additive part of safety distance and multiplicative part of safety distance are important parameters in Vissim. Besides looking at the characteristics of driving behavior in signalized intersections where vehicles, especially motorcycles, slowly move between other vehicles to get the location of the front in front of the stop line so that there needs to be a change in calibration parameters on the Lateral Parameters, namely: Collision Time = 0.5 seconds, Speed = 0 m/s for motorcycle. With variations in new parameters, lateral activity of vehicles at low speeds can be increased explicitly."

"ABSTRAKPenelitian ini bertujuan untuk mengetahui sejauh mana keberhasilan implementasi penanganan keselamatan lalu lintas pada persimpangan jalan Permata Hijau-Patal Senayan, Jakarta Selatan dengan menganalisis data-data kecelakaan, data-data konflik dan kecepatan lalu lintas pada pra implementasi penanganan dan pasca implementasi penanganan. Selain itu menilai keefektifan penanganan dalam penggunaan Traffic Conflict Technique (TCT) yang didasarkan atas prinsip ?before-after analysis?. Data ?before? dikumpulkan sebelum implementasi perangkat keselamatan dan sebelum pembangunan flyover dari arah Senayan dan Permata Hijau maupun sebaliknya, dan data konflik ?after? dikumpulkan setelah dilakukan implementasi dengan menggunakan aplikasi simulasi Vissim. Hasil penelitian menunjukan bahwa adanya flyover terjadi penurunan konflik secara signifikan di beberapa titik potensi konflik, seperti pada titik T16 terjadi penurunan signifikan sebesar 94.69%.

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ABSTRACT

This study aims to asses the implementation of traffic safety improvement scheme at Permata Hijau-Patal Senayan Jakarta Selatan Junction by analyzing the data of accidents, conflict and speeds in pre-implementation handling and post-implementation handling. In addition, this study also aims to measure the effectiveness in Traffic Conflict Technique (TCT) handling, which is based on the principle of before-after analysis. ?Before? data is collected before safety equipment implementation and development of ?Senayan-Permata Hijau? flyover, while ?after? conflict data is collected after implementation of Vissim simulation application. The result of study shows significant conflicts reduction in potential conflict spots caused by the existence of flyover, e.g.: in spot T16 the conflict is decreased to 94.69%."

"Intersection is the potential point of traffic because of the growth and the mixing of traffic. The existence of conflict data collection will help to identify the cause of the accident at intersection...."

"Selama periode 1990-2013, laju pertumbuhan jumlah sepeda motor di DKI Jakarta mencapai 12 persen/tahun, delapan kali lipat laju pertumbuhan penduduk. Hal ini merupakan potensi persoalan besar bagi perekonomian DKI Jakarta. Studi ini menganalisis faktor-faktor yang mempengaruhi jumlah sepeda motor, inefisiensi penggunaanya dan potensi beban subsidi BBM. Berdasarkan analisis ekonometrika maupun data primer, disimpulkan bahwa faktor utama penentu pertumbuhan sepeda motor adalah pendapatan per kapita, tarif riil angkutan umum dalam kota, harga riil sepeda motor dan harga riil BBM. Sedangkan kebijakan kenaikan BBM tahun 2005 terbukti memicu kenaikan penggunaan sepeda motor. Sekalipun sepeda motor, merupakan alat transportasi termurah dan tercepat untuk jarak pendek (≤ 15 kilometer) namun secara ekonomi penggunaanya mahal/tidak efisien. Misalnya, jumlah sepeda motor yang ada sudah empat kali lebih besar dibandingkan dengan yang dibutuhkan, yang menimbulkan masalah pemborosan energi. Bila subsidi BBM tetap Rp.1000/liter, hasil proyeksi menunjukkan bahwa akumulasi potensi subsidi BBM 2016-2020 dapat mencapai Rp.46 triliun.

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During the period 1990-2013, the rate of growth in the number of motorcycles in DKI Jakarta reached 12 percent / year, the rate eightfold of population growth. This is a potential problem for the economy of DKI Jakarta. This study analyzes the factors that influence the number of motorcycles, the inefficiency of its use and the potential burden of fuel subsidies. Based on the econometric analysis and primary data, it was concluded that the determining factor for the growth of the motorcycle is income per capita, real rates of public transport in the city, the real price of a motorcycle and the real price of fuel. While the fuel price hike policy in 2005 proved to trigger an increase in the use of motorcycles. Even motorcycles, the cheapest and fastest means of transportation for short distances (≤ 15 kilometers), but its use is economically expensive / not efficient. For example, the number of motorcycles that there are already four times greater than required, which raises the problem of energy wastage. When the fuel subsidies remain Rp.1000 / liter, the projection indicates that the accumulation potential fuel subsidy from 2016 to 2020 can reach Rp.46 trillion."

"Meningkatnya pengendara sepeda motor pada ruas-ruas jalan di kota-kota besar, khususnya Jakarta memberikan permasalahan baru bagi dunia transportasi. Kehadiran serta karakter fleksibel yang dimiliki sepeda motor di atas jalan membuat arus lalu lintas menjadi acak, kecelakaan meningkat, kendaraan lain pun harus lebih hati-hati dalam berkendara sehingga waktu perjalanan pun menjadi semakin kecil.Dari masalah-masalah yang muncul seperti itu maka timbul gagasan untuk membuat jalur yang khusus digunakan oleh pengendara sepeda motor yang tidak lain dimunculkan untuk meningkatkan kinerja ruas jalan. Melalui pengamatan dengan merekam arus lalu-lintas serta melakukan interpretasi data dari rekaman tersebut diperoleh hubungan antara kecepatan dan volume lalu-lintas pada kebutuhan jarak samping aman sepeda motor, yang tentu berpengaruh pada penentuan lebar jalur khusus sepeda motor yang digunakan.Pada kasus pengamatan segmen ruas Jalan Buncit Raya Pulo arah Pasar Minggu di kawasan Jakarta Selatan yang terdiri dari jalur cepat dan jalur lambat, hasil dari desain jalur khusus sepeda motor menaikkan kinerja jalur cepat pada jam sibuk dari Q/C 0,8 menjadi 0,75. Meskipun kinerja jalur lambat berubah dari nilai Q/C 0,48 menjadi 0,67, namun berdasarkan ketentuan IHCM 1997, Q/C 0,67 pada jam sibuk merupakan derajat kejenuhan yang baik karena tidak melebihi nilai standar derajat kejenuhan jam sibuk yaitu sebesar 0,75.

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An increase of motorcycle rider in urban roads, especially in Jakarta, results transportation problems. Their flexibility and attendance in an urban road makes the traffic flows uncertain, accident increases, and it causes other vehicles drive more carefully and slowly so the travel time come longer than usual.Based on those problems, idea to make the traffic flows more convenient and comfort is facilitated in an exclusive motorcycle lane that used by motorcycle only. By observation of the traffic flow, interpretation data, and then analyzing them, derived speed-volume correlations considering to the demand of the safe side width of motorcycle obviously influences the design of motorcycle lane width.Research conducted in road segment of Jalan Buncit Raya Pulo to Pasar Minggu at South Jakarta, consisting of fast lane and slow lane, results that design of motorcycle lane can increase and repair the condition of traffic flow in fast lane on congested condition, Q/C value 0,8 decreases to 0,75. It means better than existing condition. Even though Q/C value 0,48 in slow lane increases to 0,67 on congested condition, based on IHCM 1997, it is not a bad Degree of Saturation (DS) because of below to Q/C standard value for congested condition, 0,75."

"ABSTRAKConflicts between corporations and local communities in mining industries become phenomenal after political reformation took place in 1998. Based on an analytical framework, which are developed from previous field research, the pattern of corporate-local community conflicts can be formulated into three different dimensions, those are dynamics of conflict, causes of conflict and state's roles. The dynamic dimension consist of seven variables: escalation and form of conflict, fluctuation of conflict, intensity of conflict, the roles of actors and institution and local characters. in the dynamics of conflict, the magnitude of conflicts is set by the intensity of conflicts, that is the conflicts violence. the causes of conflict dimension consist of political changes, inequality, domination, exploitation, empowerment and economic distress, and demographical variables; with inequality as the most important variables; the role of state extends within the dynamics and causes dimensions, that is how the role of state (i.e. the government) in the causes and the dynamics of conflict. deductively, based on the above mentioned analytical framework, the purpose of this study is to analyze the corporate-local communities conflicts that taking place in the geothermal industry in pangalengan, West Java. The method of data collection is qualitative with in-depth interviewing as the primary instrument used in the study. The findings show that the problem lies within the three sectors mentioned above (corporate, local communities and the government) with different substance and weight for each sector. However, the improvement should begin from the government or state sector."

"Pendahuluan: WHO melaporkan bahwa setidaknya terdapat 1,24 juta kematian per tahun di dunia akibat kecelakaan lalu lintas. Tanpa intervensi, jumlah ini akan terus meningkat hingga mencapai 1,9 juta kematian per tahun pada tahun 2020. Tingginya fatalitas dapat dikurangi dengan adanya penetapan peraturan yang memadai untuk penggunaan pelindung bagi pengendara sepeda motor. Metode: Penelitian dilakukan dengan metode cross-sectional untuk mengetahui hubungan karakteristik luka dengan peran pengguna sepeda motor (pengemudi/penumpang). Data diambil dari Laporan Pemeriksaan Forensik RSUPN Dr. Cipto Mangunkusumo tahun 2014. Hasil: Didapati jumlah korban kecelakaan sepeda motor pada RSUPN Dr. Cipto Mangunkusumo sebesar 206 jiwa, 177 di antaranya memiliki keterangan sebagai pengemudi atau penumpang sepeda motor. Proporsi jumlah pengemudi dan jumlah penumpang pada kecelakaan sepeda motor di Jakarta adalah 3,92:1, yaitu 141 pengemudi dan 36 penumpang. Frekuensi luka pada anggota tubuh pada kasus kecelakaan sepeda motor di Jakarta terbanyak pada bagian ekstremitas atas (93.79%), diikuti oleh kepala, wajah, dan leher (93,22%), ekstremitas bawah (89,27%), thorax (75,71%) dan abdomen (40,68%). Keparahan luka pada kasus kecelakaan sepeda motor di Jakarta didominasi oleh luka skala 1, diikuti luka skala 2, dan luka skala 3. Tidak terdapat hubungan antara keparahan luka dan jumlah luka dengan posisi pengendara sepeda motor (p>0.05). Pembahasan: Tidak adanya hubungan karakteristik luka pada pengguna sepeda motor terjadi karena pengguna sepeda motor mengalami pola dinamika yang sama saat tabrakan. Mempertimbangkan tidak adanya perbedaan frekuensi, keparahan, dan jumlah luka pada pengemudi dan penumpang sepeda motor, maka alat pelindung perlu digunakan oleh keduanya.

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Introduction: Road Traffic Accident (RTA) has become a global problem. WHO reported that at least 1,24 million deaths due to RTA occur each year. Without intervention, this number will increase to 1,9 million deaths per year in 2020. Laws regarding safety driving only protect 7% of world population. This study is aimed to increase reference regarding protection for safety driving, focused on injury characteristic on motorcycle rider and pillion.

Method: Design of the study is cross-sectional. Data were extracted from Forensic Report of Dr. Cipto Mangunkusumo Public Hospital year 2014. Number of RTA involving motorcycle is 206 case, 177 case fulfill inclusion and exclusion criteria.

Result: Proportion of riders compared to pillion is 3,92:1, composed of 141 riders and 36 pillions. Frequency of injury from highest to lowest is; upper extremity, head, face and neck, lower extremity, thorax, and abdmen. Injury severity from the most frequent to least frequent is; scale 1 injury, scale 2 injury, and scale 3 injury.

Discussion: Frequency of injury, severity, number of injury is not significantly related to position of motorcycle rider both rider or pillion (p>0,05). No difference in injury pattern between rider and pillion is caused by similiar dynamic pattern.Considering no significant relation of frequency, severity, and number of injury to motorcycle rider and pillion, both has to be protected."