Journal of Social Science, Vol. 04, No. 05, November 2023

1173

ANALYSIS  OF  THE  IMPLEMENTATION  OF
ROAD  SAFETY  ON  THE  JOMBANG-
KERTOSONO  ARTERIAL  ROAD  SECTION

Mia Nurul Imamah

, Nugroho Utomo

, Ibnu Sholichin

Civil Engineering Study Program, Veteran National Development University, East
Java, Indonesia
Email: [email protected]

KEYWORDS

ABSTRACT

Road Safety, EAN (Equivalent

Accident Number), IPA

(Importance Performance

Analysis)

According to data from the Jombang Regency Traffic Traffic Unit
of December 2022, there were 114 cases of traffic accidents on
the Jombang-Kertosono arterial road. Thus, an analysis of road
safety is needed on this road section. The author analyzes the
application  of  road  safety  using  the  IPA  (Importance
Performance  Analysis)  method,  the  EAN  (Equivalent  Accident
Number)  method,  and  geometric  calculations  of  roads  in
accident-prone areas. Based on the analysis of the application
of road safety using the IPA method, it is known that the main
priority  attributes  in  driving  safety  are  traffic  signs  and  road
markings as well as sharp turns which are quite dangerous for
motorists. Based on the analysis of accident-prone areas using
the EAN method, it is known that STA 01+00 – 02+00 has the
highest  EAN  score  of  249  accidents.  Based  on  the  road
geometric review, it is known that the stopping sight distance of
STA 01+00 – 02+00 is 46.78 m which when compared to the
standard  stopping  sight  distance  is  not  sufficient  and  is
considered  less  safe.  The  value  of  the  side  freedom  area
according to the calculation analysis is 5.4 m which is greater
than the available E value, which is 4 m, so it is considered less
safe. There are 2 suggested bends using the Spiral-Circle-Spiral
type and 2 Spiral-Spiral type bends where each of these bends
requires widening the average road pavement width of 1 meter
to reduce the risk of traffic accidents on bends due to adequate
road width.

INTRODUCTION

Roads are facilities designed to facilitate the movement of people and goods. Roads are

land transportation infrastructure in the form of road sections, supporting buildings intended for
vehicles, whether above the surface of land or water or below the surface of the land, with the
exception of railways, truck roads and cable roads (Sukirman, 1999).
Road safety is very important for land transportation users. According to the Directorate General
of Highways, accidents will cause the fifth highest number of deaths in the world by 2030. The
risk of traffic accidents for land transportation users can increase as vehicle volume and traffic
flow increase (Bolla, Messah, & Koreh, 2013). Traffic accidents can occur randomly at anytime
and anywhere. Accidents that occur can be caused by several factors. There are three factors
that influence accident cases, namely, human factors, road condition factors, and vehicle factors

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Journal of Social Science, Vol. 04, No. 05 , November 2023

(Indriastuti,  Fauziah,  &  Priyanto,  2011).  Implementation  of  road  safety  is  an  effort  to  reduce
cases  of  traffic  accidents  on  the  road  by  paying  attention  to  the  factors  that  cause  accidents
(Syaban, Azizah, & Wijianto, 2021). Road safety is important in planning comfortable and safe
land transportation infrastructure (Masrianto, 2019). Road safety is a global problem (Oktopianto,
Nabil,  &  Arief,  2021).  Research  on  road  safety  analysis  needs  to  be  carried  out  to  determine
appropriate handling in accident-prone areas (Oktopianto & Pangesty, 2021). The implementation
of road safety also needs to be carried out in order to reduce the number of accident cases in
Indonesia (Oktopianto, Shofiah, Rokhman, Wijayanthi, & Krisdayanti, 2021). It is very necessary
to study the problem of traffic accidents in terms of causes, consequences and handling [7]. Road
safety analysis is carried out to determine problems regarding driver safety and ensure that all
road plans can operate properly and safely (Pane, Lubis, & Batubara, 2021).

According to Jombang Regency Traffic Police data as of December 2022, there were 114

cases of accidents that occurred on the Jombang-Kertosono arterial road (Yandi & Lubis, 2020).
Based on this data, the most dominant accident cases occurred in the sharp bend area on the
Jombang-Kertosono arterial road. Accidents that occur are often caused by driver factors and
road facility factors. Road facility factors that cause accidents include incomplete road signs and
markings, road shoulders that are still used as public transport stops, and vehicle speeds that
exceed safe limits. On the Jombang-Kertosono arterial road there are also several sharp bends
which are prone to accidents. Of course, this will be very dangerous for land transportation users
using the Jombang-Kertosono arterial road.

Therefore, efforts are needed to reduce the possibility of accidents occurring on the

Jombang-Kertosono arterial road, especially in sharp bend areas where at this point the number
of accident cases increases every year. The efforts made are to carry out an analysis of the
implementation of road safety so that further improvements can be made to the completeness of
the road infrastructure.

In this research, the author analyzed the implementation of road safety using the IPA

(Importance  Performance  Analysis)  method.  Next,  the  author  analyzes  accident-prone  areas
using the EAN (Equivalent Accident Number) method to carry out geometric calculations of roads
at accident-prone points. Road safety analysis research on the Jombang-Kertosono arterial road
was  carried  out  by  processing  several  primary  data  and  secondary  data  from  the  parties
concerned.
The EAN (Equivalent Accident Number) method comes from the Transport Road and Research
Laboratory (TRRL) method which is used in calculating  the weighting of fatality rates and the
number of accidents to analyze accident-prone areas (Yahya, Arifianto, & Oktaviastuti, 2022).

An accident-prone area is an area that has a high number of risks and cases of traffic

accidents (Soejachmoen, 2004). A blackspot point is the location of an accident counter area,
where at this location the number of accident cases with accident criteria that occur is greater
than the minimum number determined per year.
Traffic signs and road markings can be the first treatment on road sections prone to accidents
due to lack of road equipment. Markings on highways are used to convey instructions and
warnings that are not conveyed by other traffic control devices (Yahya et al., 2022).

Road geometry is part of road structure planning which describes the shape and size of

the road in terms of cross section and length, as well as other aspects related to the physical
shape of the road (Indonesia, 2006). The aim of road geometric planning is to create a safe and
efficient road structure (Aswardi, Saleh, & Isya, 2017). Horizontal alignment is the alignment of
a road which is a perpendicular projection line of the road axis on the map. Horizontal alignment
is a combination of several straight lines and curved lines as projections of the road axis on the
horizontal plane. Planning the horizontal alignment of a road is called road alignment (Nariasih,
Lemes, & Remaja, 2022).
It is hoped that this research can provide an evaluation and benchmark for the performance of
the Jombang-Kertosono arterial road which is closely related to the safety of land transportation
users and will serve as an appeal to motorists to be more careful and orderly when driving in
order to reduce the number of accidents on the road.

Analysis of the Implementation of Road Safety on the Jombang-Kertosono Arterial Road Section

Journal of Social Science, Vol. 04, No. 05, November 2023

1175

METHOD

In this research, the author carried out an analysis of accident-prone areas based on traffic
accident data on the Jombang-Kertosono arterial road using the EAN (Equivalent Accident
Number) method. Next, the author analyzes the implementation of land transportation safety
using the IPA (Importance Performance Analysis) method based on a review of the
completeness of road infrastructure and road geometrics in the form of visibility distance and
horizontal alignment. Research using the IPA (Importance Performance Analysis) method can
show an index of driver satisfaction with road performance. Road safety analysis research on
the Jombang-Kertosono arterial road was carried out by processing several primary data and
secondary data from the parties concerned. The method stages in this research are shown in
the picture.

RESULTS AND DISCUSSION

Road Performance Measurement Based on the Natural Science Method

Based on measuring road service performance in terms of completeness of road

infrastructure and road geometric aspects in the form of visibility distance and horizontal
alignment using the IPA method which is explained in the diagram image resulting from the IPA
method analysis. The diagram of the analysis results using the IPA method is shown in Figure 2.

Figure 2. Diagram of IPA Analysis Results

Source: Calculation Results

Based on the diagram resulting from the analysis, there are question attributes from the

questionnaire which are in quadrants 1, 2, 3, and 4. The question attributes which have been
grouped based on the priority scale are explained as follows:
1) The question attributes that are considered to have important value by road users but the

performance of the road infrastructure is considered unsatisfactory are located in quadrant
1, namely in the question attribute the condition of signs and markings is good and clearly
visible (P6), there are zebra crossing markings at pedestrian crossings (P6). P8), traffic
accidents rarely occur at curves (P15), curves are not too sharp (P16), you can drive

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Journal of Social Science, Vol. 04, No. 05 , November 2023

comfortably when crossing curves (P17), and the slope of the road at curves is not too sharp
(P18).

2) The question attributes that are expected to support the satisfaction of drivers and road

infrastructure service providers are very good so they must maintain this performance and
are located in quadrant 2, namely in the question attributes that the driver's view of the train
track is sufficient (P5), dotted markings on the route The road is adequate (P7), the
intersection and corner markings are adequate (P9), the public road lighting (PJU) at this
location is adequate (P11), and there are safety gate barriers and officers guarding the
railway crossing (P13).

3) Attributes that are not considered too important by road users and therefore do not need to

be prioritized excessively are located in quadrant 3, namely in the question attribute of a bus
that is stopped to carry passengers and does not interfere with the driver's view (P2).

4) Attributes that are considered not very important by road users so that road infrastructure

service  providers  allocate  existing  resources  to  other  factors  that  have  a  higher  level  of
priority are located in quadrant 4, namely in the question attribute of the driver's view at
bends  is  sufficient  (P3),  view  drivers  at  road  intersections  are  adequate  (P4),  there  are
dividing  line  markings  between  bicycle  lanes  and  traffic  (P10),  and  warning  lights  at
intersections function well (P12), and road dividers at every corner function well (P14).
Based  on  measuring  road  service  performance  in  terms  of  completeness  of  road

infrastructure and road geometric aspects in the form of visibility and horizontal alignment using
the IPA method, it can be seen that:
1. The highest value for the level of suitability of road performance with the respondent's level

of expectations is in the question attribute: road barriers at each corner function well, which
shows that on this attribute road users are satisfied with road performance.

2. The attributes that are the main priority for improving road safety on the Jombang-Kertosono

STA 01+00 – 16+00 arterial road section based on the IPA method, namely:

1)  Condition of signs and markings is good and clearly visible (P6)
2)  There are zebra crossing markings at the pedestrian crossing (P8)
3)  Traffic accidents rarely occur on curves (P15)
4)  Corners are not too sharp (P16)
5)  Can drive comfortably when crossing corners (P17)
6)  The slope of the road at curves is not too sharp (P18)

Analysis of Accident Prone Areas

Based on the results of calculating the Critical EAN value (EANc), an EANc value of 144.06

was obtained. The EANc value will be compared with the EAN value per kilometer to determine
the Blackspot point on the Jombang-Kertosono arterial road. A point on a road section is said to
be a Blackspot point if the EAN value at that point exceeds the EANc value (EAN > EANc). The
results of the analysis of accident-prone areas (Blackspot points) on the Jombang-Kertosono STA
01+00 – 16+00 arterial road are shown in table 1.

Table 1

Number of EANs for each kilometer ordered from the largest value

STA

Number of EANs

Category

1+00-2+00

249

Blackspot

9+00-10+00

234

Blackspot

11+00-12+00

207

Blackspot

5+00-6+00

156

Blackspot

4+00-5+00

153

Blackspot

3+00-4+00

147

Blackspot

Source: Calculation Results

Analysis of the Implementation of Road Safety on the Jombang-Kertosono Arterial Road Section

Journal of Social Science, Vol. 04, No. 05, November 2023

1177

From the analysis of accident-prone areas, it was found that the number of EANs that

exceeded the EANc value was found at 6 points on the Jombang-Kertosono arterial road section
STA 01+00 – 16+00. This shows that this road segment is classified as an accident-prone area
(Blackspot point). From the results of the analysis of accident-prone areas, it can be seen that
the road section in STA 01+00 – 02+00 has the highest EAN value, namely 249 accident cases.
The most dominant cause of traffic accidents comes from the driver, especially due to driver
negligence.
Road Geometric Measurement and Overview Components in the Form of Sight
Distance and Horizontal Alignment

Based on the geometric analysis of the road at the STA 01+00 – 02+00 curve, it is known

that:

1. Based on primary data from BBPJN and survey results regarding vehicle traffic volume

on the Jombang-Kertosono arterial road, the results show that traffic volume at peak
hours is located in three time frames, namely 07.00-08.00, 12.00-13.00, and 17.00-
18.00.

2. Primary data survey in the form of Spot Speed data at STA 01+00 – 02+00 was carried

out on 50 vehicles per vehicle type (SM, KR, KB) at peak hours with an observation
segment length of 110 meters where the length of this observation segment is the length
of the bend. is a blackspot with the highest number of accidents along the Jombang-
Kertosono arterial road STA 01+00 – 16+00. From the results of the comparison analysis
of Spot Speed data with the planned speed at STA 01+00 – 02+00, it was obtained that
the average speed of vehicles crossing curves at STA 01+00 – 02+00 was 41.40 km/hour.
The average speed of the vehicle exceeds the design speed limit of 40 km/hour, which
can cause a risk of traffic accidents at curve n.
The calculation results regarding stopping visibility at STA 01+00 – 02+00 are 46.78
meters. According to the geometric design guidelines for Bina Marga roads, the standard
stopping sight distance on a flat slope with a design speed of 40 km/hour is 50 meters.
This shows that the operational stopping sight distance when compared with the standard
stopping sight distance is less than adequate and is considered less safe.

3. The calculation results for overtaking visibility at the blackspot point STA 01+00 – 02+00

are 210.4 m with an operational speed of 41.4 km/hour. Based on the Bina Marga
guideline specifications, at a design speed of 40 km/hour the visibility distance exceeds
the standard by 200 m. It can be concluded that the operational visibility when compared
with the visibility ahead of the plan is appropriate and considered safe.

4. From the calculation of the transition curve and the side freedom area at the bend STA

01+00 – 02+00 it is known that the length of Ls (transition curve) is 48.33 m and the
value of the side freedom area according to the calculated analysis is 5.4 m. The E value
available at the research location, namely 4 m, is less than adequate when compared
with the analysis E value. So the visibility at the corner of the Jombang-Kertosono STA
01+00 – 02+00 arterial road is considered less safe.

5. Based on the analysis of the horizontal curve type, it is known that there are 2 curves

that are recommended to use the Spiral - Circle - Spiral type and 2 curves with the Spiral
- Spiral type where at each curve it is necessary to widen the road pavement by an
average of 1 meter to reduce the risk of traffic accidents. on bends due to inadequate
road width.

CONCLUSION

Based on the analysis of road safety implementation in terms of completeness of road

infrastructure and road geometric aspects, there are attributes of questions from the
questionnaire that are the main priority for improvements to improve driving safety on the
Jombang-Kertosono arterial road section STA 01+00 – 16+00, namely the condition signs and

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Journal of Social Science, Vol. 04, No. 05 , November 2023

markings are good and clearly visible (P6), there are zebra crossing markings at pedestrian
crossings (P8), traffic accidents rarely occur at bends (P15), bends are not too sharp (P16), can
drive comfortably when crossing corners (Proad), and the slope of the road at the bend is not
too sharp (P18). It is known that the blackspot point with the highest number of accidents is
located at STA 01+00 – 02+00, where at this point the average vehicle speed, visibility and side
clearance areas are considered less safe and can cause the risk of traffic accidents on curves.

On the Jombang-Kertosono arterial road section, it is hoped that improvements can be

evaluated, especially at several points that need to be repaired regarding traffic signs in the form
of maximum speed limit warnings, rumble strip planning so that drivers can reduce speed before
crossing sharp bends which are accident-prone areas, and It is necessary to clear the area around
the road to increase the line of sight for drivers crossing sharp bends which are prone to accidents.

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Mia Nurul Imamah, Nugroho Utomo, Ibnu Sholichin (202 3 )

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