ADHITIA PRATAMA RIZA 224215050 
RAHMA AYU LESTARI 224215051 
 
 
 
 
 
 
 
 
 
 
THE SAFETY OF ROAD TRANSPORT IN INDONESIA IS TIME 
THERE IS A CHANGE 

INTRODUCTION

Since it was developed by the Asian Development Bank (ADB, 1996) a new paradigm
of development of transport sector, known as the sustainable transportation has
become the choice of transport sector development policies in many countries in the
world. In this approach, the integration of aspects of economic, social, and
environmental preservation aspect in planning is an inevitability. In addition to the
technical aspects of development and operational planning, thorough analysis done in a
mature in planning stages which include economic impact on society (poverty) due to
increasing accessibility (not merely vehicle operating cost savings and time), increasing
mobility and safety, impact on social activities (safety, health, and education), impact on
equality (Justice) for the community not being able to use spaces in the path and the
system of tariff , as well as the impact on resources support neighborhood. An example
of the integration between the development of the road network and community
economic improvement program has done well in China (ADB, 2006a, 2006b). The old
paradigm (conventional) transport sector development policies in Indonesia, and is
apparently still in progress at the moment, it appears still not touching those aspects.
Safety is one of the important components in a sustainable transport system (ADB,
2006c) even often placed at the first priority. In Indonesia today, the issue of the safety
of road transport are already at alarming levels. Yet it appears there are real steps and
measurable in dealing with this problem. Yet it appears there is an attempt of making a
policy or strategy that is comprehensive, integrated and sustained as well as the
allocation of sufficient funds for
90 Transportation Journal Vol. 8 No. 2 December 2008:89-102
support the safety of road transport. Initiatives that exist only in the form of efforts to
lower the number of accidents that are incidental, not partial, not coordinated,
sustainable, and with the allocation of funds to the sober.
With the increasing road transport accident victims in Indonesia, then it urged the
presence of real measures of the Government, ranging from the establishment of the
institutional system, the creation of a comprehensive policy, the program of action for
sustainable, integrated and implementable, and systems of their funding. Presidential
Instruction No. 6 in 2007, which is one of grain is about the formation of the Council of
safety and safety management of road transport, and regulation of the Minister of
transport No. KM 14 of 2006, about management and Traffic Engineering in the path,
which is ekplisit have set the traffic safety activities, should be made by the authority of
the footing to realize the real measures.
ROAD TRANSPORT ACCIDENTS

Casualties and Losses

Road transport accidents have become a serious problem in many countries, including
Indonesia. Around the world, approximately 95% of accidents occur on the road mode
of transportation, and the rest on other transportation modes (Miaou et al, 2003). In
Indonesia, during the year 2005, the Department of transport of the Republic of
Indonesia (Ministry of transport, 2006) notes that of the transport accident 20,928,
98.54% occurred in road mode of transportation (not including train wreck).
The World Health Organization (WHO, 2004) stated that approximately 1.2 million more
people worldwide have died and 23 million wounded by road transport accidents every
year. This amount is the equivalent of 2.2% of the total number of deaths in the world
(global mortality) and ranks ninth out of the top ten causes of death, beneath the deaths
from malaria. Of this number, 88% (1,029,038) of deaths occur in countries with low to
moderate income (low-middle-income countries) and the remaining 12% (141,656)
occur in high income countries (high-income countries) (Mackay, 2003). By 2020, the
WORLD HEALTH ORGANIZATION estimates the number of deaths worldwide due to
accidents rose to 2.3 million every year, and is in third place after Ischemic heart
disease and Unipolar major depression (Krug, 2000).
Weight problems occur in the Asia-Pacific countries, where the proportion of motor
vehicles in the world only 16% but mortality due to accidents achieved 44% of total road
transport accident fatalities in the world (ADB, 2002). In Asia Pacific, 97% of the deaths
occurred in East Asia, South Asia, and Southeast Asia and almost 80% occur in the
People's Republic of China, India, and Indonesia (ADB, 2006d).

In terms of economy, Jacobs et al (2000) stated that the loss due to road transport
accidents is equivalent to 1% of Gross National Product (GNP) in the developing world,
1.5% in countries in transition, and 2% in developed countries. In the United Kingdom,
the annual loss to reach 2% of GNP, which is relatively similar in other countries in
continental Europe. In 2000, total loss of 230 billion USD have been borne by the
people and Government of the Americas (Miaou et al, 2003).
During the year 2003, in the ten ASEAN member countries, 75,000 people have died
and over 4.7 million were injured due to accidents for road transport. Loss of 15 billion
USD, which is the equivalent of 2.2% of the gross domestic product (GDP) for the
regional ASEAN. Estimation of the largest losses occurred in Indonesia, namely of 6.03
billion USD (2.91% of GDP), or around 60 trillion dollars, followed by Thailand 3 billion
USD (2.1% of GDP) (ADB, 2004).
Based on this information, it appears that Indonesia ranks the highest in terms of
economic loss than the ten ASEAN member countries. It's a very ironic when
associated with the condition of the economy of Indonesia at the moment.
Related fields and cause factor

The safety of road transport is closely related to the field of Highway Engineering
(includes design, planning, implementation, operation, and maintenance) and a few
other fields (Miaou et al, 2003). There are two other related engineering fields, namely
engineering vehicles and materials, and some non-engineering fields, which include
economics, psychology, health, law, education, and other social fields. Therefore, the
field of real safety is a combination of several disciplines, so do the efforts of
countermeasures, including in reviewing accident cause factor, should involve several
areas of expertise (interdisciplinary skills) that co-exist.
The World Bank and Transport Research Board (World Bank, 2006; TRB, 2006) States
that some fundamental and interrelated factors as the cause of the high number of road
transport accidents concerning the behavior of the driver and the weakness of some
systems, such as regulation, road network, information and education, safety training
and testing the ability of the driver, road infrastructure that is "friendly" with safety,
service in the rescue of victims of accidents, road safety evaluation and surveillance, as
well as the institutional capacity of the safety of road transport.
HANDLING STRATEGIES

Comprehensive handling strategy should be formulated in the form of policy that can be
used as a foothold in resolving the root problems of the safety of road transport. The
World Health Organization (WHO, 2004) States that several institutions, whether
Government or non-governmental, have been instrumental in policy making the safety
of road transport (Figure 2).
With the role of community and several related agencies, as well as society, the
resulting policy is generally acceptable to all parties and can follow up in the form of a
safety action program can be implemented more effectively. With a little modification,
the safety policy making processes can be considered by the Government is to
implemented in Indonesia
Related Sectors Road Transport Safety
The Asian Development Bank (ADB, 2003, 2005) States there are at least 15 related
sector in the making/repair strategy for road transport safety handling. Such sectors as
shown in Figure 3.
 Of the 15 sectors, the strategy of handling the issue of the safety of road
transport should include three aspects, namely: (1) aspects of kelembangaan
(coordination, management, and collaboration), (2) the programme of action, and (3) the
funding aspect. Handling strategy is therefore made in a comprehensive manner,
integrated, sustainable, and supported by a strong system of institutional and funding
will be able to resolve safety concerns.

Institutional
Road transport safety problems involving several fields/disciplines (multidisciplinary
problem), so that the planning and conducting of safety programs should be integrated,
coordinated, comprehensive, and sustainable. This course requires an institution
capable of coordinating the various sectors and departments related to road transport
(ADB, 2003, 2005; The WORLD HEALTH ORGANIZATION, 2004) starting from the
central level to the local level (Harnen, 2007). In all the ASEAN countries, except
Indonesia, and developed countries have established an institution called the Board of
transportation safety Road (National Road Safety Council), and the Agency is generally
responsible directly to the President or the Prime Minister. An example of the existence
of these agencies can be seen in Malaysia and Fiji, and successful implementation of
94 Transport Journal Vol. 8 No. 2 December 2008:89-102
safety program for road transport in the two countries stated by the World Bank as one
of the best examples for the category of developing countries.
Refers to the direction of the World Bank about the scope of the tasks of the Council of
safety of road transport, the experience of several countries and expert studies the
safety of road transport (Harnen, 2007), the basic tasks of these institutions include the
following:
1. Create strategic programs and road transportation safety action plan at the national
level, provincial, County, and city.
2. Goal and objectives of the program of road transportation safety.
3. Set a target number of accidents decreased or increased safety for a certain period of
time are measured.
4. Do control and coordination in the planning, supervision, and the implementation of
the action plan of the road transportation safety.
5. Coordinate the activities of government institutions and organizations, the private
sector, and others in the implementation of safety programs for road transport.
6. Perform evaluation and monitoring of the effectiveness of the safety program for road
transport.
7. monitoring and renewal of road safety action plan from time to time.
8. Conduct research to road transportation safety programs, drafting a plan of action, as
well as improvements to the implementation in the field.
9. Provide a budget for road transportation safety program activities.
10. Do the planning, management, and control of budgets in a transparent, addressed
in order to obtain the maximum benefit for the safety of road users.
11. road safety conditions as well as Publish performance safety program in a
transparent and periodic.

Look at the problems of safety of road transport in Indonesia are very complex, the
establishment of institutions of this kind are indispensable. This institution should be
able to handle the safety of road transport at all levels of Government, whether national,
provincial, or local as well as the membership and scope of the tasks in each level can
be adjusted with the conditions, characteristics of the region, as well as the needs that
exist.

Road Transportation Safety Action Program

In the last three decades, many countries have conducted various efforts to prevent or
decrease the number of accidents for road transport through a sustained programme of
action. There are several examples, including those that have been conducted by the
28 countries that joined in the Organization for Economic Cooperation and Development
(OECD) and some Asian countries. A variety of studies and strategies have been made
to lower the number of accidents, ranging from simple to complex (with ATC, 2000,
2005a, 2005b; DFT, 2002; ITE, 2000; ITE, 2002; NCHRP, 2000; NHTSA'S, 2003; NPA,
2003, 2004; OECD, 2002; RSRC, 2000; SI, 2000; TRB, 2001, 2003; Austroads, 2003,
2005a, 2005b).
Action program is based on the priority of safety problems that exist in each country,
which generally represents the results of the study recommendations made by depth.
Evaluation of effectiveness in each stage of program implementation
The safety of road transport in Indonesia is time there is a change (Harnen Sulistio) 95
done to repair for the next stages in the program. Action program that is widely
implemented include improvements to the area and the location of the accident prone,
management of vehicle speed, the driver's young age and safety, protective tools safety
the safety of motorists, pedestrians, motorcycles and special trains with bicycle, drivers
under the influence of alcohol and illegal drugs, a system of aid and treatment of victims
of accidents, the design of vehicles and related equipment safety, safety campaign,
implementation of traffic rules, and system logging accidents.
Safety program Motorcyclists in Malaysia
One of the action program which was judged successful in Malaysia is a safety program
for motorcyclists. This is done because the number of motorcycle accident with a high
population of motorcycles has reached 56% against the total number of motor vehicles.
In addition to government agencies, many parties who were involved in these programs,
such as educational institutions, insurance companies, social agencies, community
training center for the driver, and the vehicle manufacturer. An example is the program
turned on the lights for vehicles and motorbikes in the daytime (daytime running
headlight), and evaluation conducted 1 (one) year after the program is run (Radin et al.,
1995a). The accident categories examined surely motorcycle accident that its existence
"seem less clear" when it is running (conspicuity-related accidents). The results of the
evaluation showed that the decline of the number of motorcycle accidents amounted to
29%, and this figure is represented by models of the following accidents:
MCA = jumlah kecelakaan sepeda motor
RHL = ​running headlights intervention
WEEK, RECSYS, dan FAST = variabel lain yang diuji

From the results of this research, the program was continued and developed until today.
Other motorcycle safety program, which is also judged successful, was the creation of a
special motorcycle lanes (exclusive motorcycle lanes) as shown in Figure 4. Evaluation
of effectiveness against the decline in motorcycle accident was done through the help of
model accident (Radin et al., 1995b, 2000) made for the purpose of it. The results
showed that motorcycle accident down significantly (39%). This prompted the
Government of Malaysia to continuously develop the program. Accident models
obtained are as follows:
(2)
with:
MCA = number of motorcycle accident
Q = flow of traffic
LANE = special motorbike lanes existence
RHL) 0.3405-FAST 0.34 RECSYS 0.337 WEEK (0.005 MCA 6.265 + exp + = LANE
-0,4713,314-8exp Q 10 4.2 MCA
 Figure 4 a special Motorcycle Lanes in Malaysia
See the positive impact of the existence of these lanes, then consider equipping
facilities similar to the intersection. From this idea, early studies have been done on the
intersection of three (3) foot without control traffic lights (Harnen et al, 2003a). The
results showed that the provision of a special motorbike lanes facilities could reduce
motorcycle accident dipersimpangan. The resulting accident model are as follows:
with:
MCA = number of motorcycle accident
Q = flow of traffic
Speed = speed
Lwm and Versus = width lanes road
LNm = number of columns
SHDW = width of the shoulder (shoulder width)
It appears that the increasing width of the lanes of the road, number of lanes, and the
width of the shoulder of the road exert influence decline in motorcycle accident. In
contrast to the increasing speed of the vehicle and current non-motorcycle traffic on the
major and minor foot foot (QNMm and QNMn) or motorcycles at the foot of the major
and minor foot (QMm QMn and) give influence on the rise in motorcycle accident.
Accident models for category intersection is the intersection without traffic lights control
(Harnen et al, 2003b), junction with traffic lights (Harnen et al, 2004), and for the entire
interchange (Harnen et al., 2005, 2006) have also been made. Comparison of predicted
accidents by model and observational data shown in Figure 5. From these examples it
appears that considerable research role in the planning and evaluation of the action
program safety.
ADB-ASEAN Regional Road Safety Program
At the end of 2004, the Minister of transportation of the ten ASEAN member countries
have conducted a meeting with the Asian Development Bank (ADB) in Cambodia to
discuss the safety program for road transport to the ten ASEAN countries. This initiative
obtained the support of several sponsors, namely the ADB itself, the Swedish
International Development Cooperation Agency (SIDA), the Global Road Safety
Partnership (GRSP), and International Development Institute (IDI) Japan. The meeting
perceived urgency because the number of victims of the accident in the ASEAN region
is very high (75 thousand died and 4.7 million cuts) with a large economic losses (150
trillion rupiah) each year.
Agreed by the ten Member States that in order for the road transport safety problems
can be handled effectively, then three (3) main strategy should be executed, i.e.:
1. Do the comprehension and analysis of safety issues more thoroughly so that the
method is a systematic scientific approach can be applied.
2. create the comprehensive safety action program coordination with institutions which
are multi-sector should be run properly, and all stakeholders can be encouraged to be
active.
3. Allocate sufficient resources, both technical as well as the funds, so that action plans
can be implemented effectively.
In the meeting the safety program is formulated in the ADB-ASEAN Regional Road
Safety Program. The program is based on the analysis of the situation of road safety in
every country, including the institutional systems, data systems and reporting accidents,
accidents, emergency handling system problems and barriers that exist, as well as
recommendations for improvements to the safety of road transport. The four initial
activities have been done, are:
1. Development of 10 National Road Safety Reports and 10 Accident Costing Reports
2. Development of 10 National Road Safety Action Plans
3. Regional Road Safety Workshop
4. Development of and Training for an Internet-based ASEAN Safety Network (ASNet)
All ASEAN member countries agreed that special attention needs to be given to the
safety of motorists and pedestrians. This is due to the magnitude of the proportion of the
number of motor bikes against the total number of vehicles in several Member countries
(Viet Nam, Lao PDR 95% 80% 72%, Indonesia, Cambodia and Thailand 75%, 71%) as
well as the number of deaths and injuries on motorcyclists who have achieved
60%-75%. Safety action program in each of the ASEAN countries is created with a
target of decrease in the number of victims of accidents that has been established, i.e. a
decrease in the mortality rate of 41 thousand injured and $3 million over 5 years
(2005-2010), with the potential economic losses that could be saved amounted to 10.6
billion USD or approximately 100 trillion rupiah.

From the description it appears that the ten ASEAN member countries had agreed to
address the issue of road transport safety seriously. However it has not seem adequate
activity the existence of which is done by the Government of Indonesia concerning the
three (3) main strategy recommended in the meeting.
Source Of Funding Safety Programs For Road Transport

The implementation of the programme of action a comprehensive road transportation

safety and sustainable cost. The effectiveness of program implementation is heavily
dependent on the adequacy of the funds available. From the experience of some
countries that have been implementing the programme of action for sustainable road
transport safety, retrieved that needs funds to finance the programs can come from
several sources, such as government budget, road user charges (import, purchase of
vehicles, fuel, toll roads, and others), the tax levy of traffic sources (vehicle tax, vehicle
purchase tax, fuel tax, etc.), the contribution of private parties (sponsors vehicle sales
agent , oil companies, transport companies, etc.), insurance of motor vehicles, as well
as a fine of violation.

Road transport safety fundraisers based insurance taxes have run in many countries.
For example, the State of Victoria (Australia) has been wearing a tax of 10% of the third
party insurance premiums (PAPK) or US $9 per vehicle. The State can raise funds
amounting to US $56, 65 million per year (566 billion dollars per year) as one of the
sources of financing for road transport safety program. Some Eastern European
countries, such as Poland, Hungary, the Republic of Slovakia, and the Czech unionists,
dressed in 8% of PAPK, and has collected funds every year for US $28 million (Poland),
US $20 million (Hungary), US $12 million (Republic of Czech unionists), and US $7
million (Slovakia) (ADB, 2003).

The potential funds accumulated in some Asia-Pacific countries, when similar policies
taken (the imposition of a tax of US $10 per motor vehicle), will be able to collect
millions of dollars every year. An example is in the people's Republic of China US $273
million (2.73 trillion rupiah per year), in the Republic of Korea US $80 million (800 billion
dollars per year), in Chinese Taipei US $148 (1.48 trillion rupiah per year), and in India
US $252 (2.52 trillion rupiah per year) (ADB, 2003).
For Indonesia, can be made a similar policy, and surely will generate huge funds to
safety programs. Fund allocation scenarios can be done proportionally in accordance
with the number of vehicles in each province, district, and city, as each region has a
degree of difficulty of implementing different programs match the characteristics of
each.
INSTRUCTIONS OF THE PRESIDENT OF REPUBLIC OF INDONESIA

In the event the weekend national transportation safety (Monday, 23 April 2007), the
President of the Republic of Indonesia 6 (six) giving instructions related to the
improvement of the safety of road transport, as follows:
1. Draw up institutional or container for the implementation koordinatif measures to
realize transportation safety.
2. Formulate a "blueprint" of how transport can be implemented more effectively.
3. Complete the development of road safety information in order to make known to the
public and road users so as to prevent the occurrence of accidents.
4. Formulate the funding source that could support the sustainability of the program
increased the safety of road users.
5. Do the early education for children and the public at large.
6. Perform socialization constantly and systematically use the existence of a language
that is easy to understand, including the legal and ethical aspects of traffic.

It appears that the President should have instructions can be used as a guideline and
dielaborasi in order to strategize the handling of comprehensive road transportation
safety in Indonesia. Nevertheless, it is unfortunate that to date there has not been
adequate follow-up of the Department or the relevant agencies over the President's
Instructions.

CONCLUSION

From the explanation that has been submitted can be inferred several things as follows:
1. the transport sector development in Indonesia should be towards a sustainable
transport system, with road transport safety gets priority at every stage of its
development.
2. Preparation of the safety program for road transport should be integrated, cross-field
as well as the nature of the traffic expertise, because road transport safety related areas
include also areas of highway engineering, vehicle engineering and materials, as well
as the non-engineering fields, such as economics, psychology, health, education, law,
and other social fields.
3. road transport accident deaths has provoked enormous economic losses, and has
become a social and economic problem that seriously, whether in developing countries
or developed countries, so that the necessary attention and extraordinary effort to
overcome it.
4. from the accrued a lot of research that some of the factors the causes of the accident
have been identified. However, the contribution of each factor could differ between one
country and another country, due to the characteristics of the driver, road, vehicle,
traffic, and different environments. In order to more precisely target action program,
Indonesia will need to have a complete accident data and accurate so that it can be
known precisely the contribution of factors cause accidents.
5. comprehensive safety Policy should be formulated on the basis of a comprehensive
settlement towards the root of the problems of safety of road transport. Policy making
with scenarios involving various related agencies as well as community, as is done by
many countries, can be considered to be applied in Indonesia.
6. The experience of many countries shows that road transport safety to create
necessary coordination and cooperation between agencies/institutions/departments and
the participation of many parties. Almost all countries have formed the Council of safety
of road transport. These institutions have managed to coordinate agencies or parties
associated with road transport in the implementation of the programme of action of
salvation. Indonesia is one of the few countries in the world that have not had this kind
of institution.
7. Compared to what has been done by other countries, it appears that Indonesia is
already far behind. A strong institutional system is required and sufficient funding to
immediately formulate and execute safety program for road transport are integrated,
comprehensive, and ongoing in Indonesia.
8. With presidential instruction No. 6 in 2007, with one grain contains about the
formation of the Council of safety and safety management of road transport, and with
the publication of the Regulations has been the Minister of transportation Number KM
14 of 2006, about management and Traffic Engineering on the road, then the
Government through departments, agencies, or related agencies should immediately
undertake real steps in order to change the "face" of the safety of road transport in
Indonesia.
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