Traffic Safety Education andInformation Campaign Activities inIndonesia

ReportJohannes Anwar

University of Trisakti, Indonesia

1

Introduction

1.1

Geographic, Demographic, and Economic Backgrounds
Indonesia constitutes the largest archipelago on Earth, covering an area of around 1.9

million square kilometers with over 17,000 islands, only 6,000 of which are inhabited. The
country has the world’s fourth-largest population, which mainly resides on the five mainislands of Sumatra, Java, Borneo, Celebes, and Papua. According to the population census
of 2010, Indonesia has a population of over 230 million (see Table 1).

Figure 1. Map of Indonesia
Table 1. Indonesia’s Population & Economic Census (2010)
RegionPopulation(persons)

GRDP/cap*(IDR ‘000)

Land Area(sq. km)Density(persons/km2)

Western Indonesia

191,132,278

9,695.87

616,011.62

310

Java and Bali

140,501,347

9,858.51

135,218.34

1,039

Sumatera

Eastern Indonesia
BorneoCelebesNusa Tenggara, Moluccas, and Papua
Indonesia

50,630,931

46,509,048
13,787,831
17,371,782

15,349,435
237,641,326

Source: Indonesian Central Bureau of Statistics (BPS)* At price levels as of 2000

9,244.56
7,921.25

13,804.59
6,153.28

4,637.36
9,348.56

480,793.28
1,294,919.70
544,150.07

188,522.36
562,247.27

1,910,931.32

105
36
25

92
27

124

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In the geographical coordinate system, Indonesia lies between 6° north and 11° south bylatitude and between 95° east and 141° east by longitude. Due to its longitudinal position, Indonesia is divided into three time zones: West, Central, and East Indonesia.

Administratively, the country is divided into 34 provinces. DKI Jakarta is the country’s

capital and largest city, home to over 9.5 million inhabitants. Jakarta is located on Java,the most densely populated island among the “Main Five.”

In order to simplify the National Development Planning process, Indonesia was divided
into two development regions: the Western Region and the Eastern Region. Sumatra,

Java, and Bali all belong to the Western Region, which covers approximately 30% of theterritory of Indonesia, while the rest of the archipelago is included in the Eastern Region.
In terms of Gross Domestic Product (GDP), the Western Region contributed around

83%–84% of the total IDR 2,221,603.86 billion in 2010 (at price levels as of 2000), while
the Eastern Region contributed only around 16%. In terms of per capita income, people

in the Western Region enjoyed slightly better economic welfare than those in Eastern Region. However, disparity in the Eastern Region was much more apparent than that in theWestern Region (see Table 1). By the end of 2010, the total national average per capita

income was around IDR 9.35 million; people in Western Region on average enjoyed a percapita income of about IDR 9.70 million, which was higher than the national average,

but those in Eastern Region lived on an average of about IDR 7.92 million, well below thenational average.

Figure 2. Development Regions in Indonesia
1.2

General Overview of Indonesian Transportation
Data from the Origin-Destination (OD) National Survey conducted by Indonesia’s Ministryof Transportation in 2010 showed that people made more than 400 billion intercity trips

during the year. The survey also revealed the modal shares of overall trip volume: intercity
passenger trips in 2010 were dominated by land transport modes (road and railway com-bined), which accounted for about 86% of the total volume; maritime transport followed,
accounting for about 8%, and air transport represented about 6%. A severe disparity inintermodal competition is evident here, where the roadway mode of transportation accounts for roughly three-fouths of the total trip volume.

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2

Traffic Accidents in Indonesia
Traffic safety action comes from the effort to minimize the effects of traffic accidents. Law

Number 22 Year 2009 on Road Traffic and Transportation (Verse 1) defines a traffic accident
as a surprising and accidental incident on the road involving vehicles with or without othermotorists that cause human casualties or the loss of assets. In addition, Verse 1 and Verse 2of Law Number 22 Year 2009 state that traffic victims are those who are:a. killed (fatality victims);

b. severely injured (severe injury victims); or
c. slightly injured (slight injury victims).

Fatality victims are those who die because of a traffic accident within 30 days after theaccident. Severe injury victims are those who sustain an injury and become permanently
disabled or must be hospitalized for more than 30 days after the accident. Slight injury
victims, meanwhile, are those who sustain an injury but do not fall into the “fatality
victim” or “severe injury victim” categories.

Technically, a traffic accident is defined as an incident caused by a random, multi-factor

event. Put simply, a traffic accident happens when all the mentioned factors converge in
one spot. Thus, it is difficult to predict where and when an accident might happen.
2.1

Traffic Accident Factors
In general, there are four main factors that cause traffic accidents: road users/humans,
vehicles, roads, and environment. Accidents occur not only because of single, isolated
factors but also because of interactions among various factors.

These factors are normally related or dependent upon one another in a given traffic ac-

cident. However, knowing the main accident factor can help define ways to decrease thenumber of traffic accidents. Based on Ministry of Transportation data, the factors behindtraffic accidents in Indonesia fall into in four groups: road users/humans, vehicles, roads,
and environment, as shown in Table 2.

Table 2. The Factors behind Traffic Accidents in Indonesia, 2000–2010
The Caused Factor

Road Users/Humans

Description

Carelessness, fatigue, lack of skill, drunkenness,high speed, proximity to other drivers, pedestrianContribution (%)
93.52

error (jaywalking, etc.), animal disturbances

VehiclesFlat tires, brake system disorders, steering systemdisorders, released gears, dysfunctional light

2.76

systems

Roads

Intersections, narrow roads, uncontrolled access,unclear street signs, lack of speed limit signs,

3.23

slippery roads

Environment

Mixed traffic of fast vehicles and slow vehicles,interaction/mixing among vehicles and pedestrians, ineffective controls/law enforcement, slow
emergency responses

Source: Directorate General of Land Transportation, Ministry of Transportation

0.49

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2.1.1 Road Users/Humans
Humans as motorists are affected by both physical and psychological factors. These factors demand attention as they represent potential accident factors. Motorist behavior isa product of the interaction between human factors with others, including their relations
with vehicle factors, road factors, and environment factors. Physical and psychologicalfactors include the following

Table 3. Physical and Psychological Factors
Physical Factors

Nervous system
Eyesight
Hearing
Other senses
Impairment (fatigue, drugs, etc.)

Psychological Factors
Motivation
Intelligence
Knowledge/experience
EmotionMaturity
HabitsEmotional stability

Source: Directorate General of Land Transportation, Ministry of Transportation

The combination of a driver’s physical and psychological factors produces a time reac-tion that represents the driver’s final reaction to a driving disturbance, measured in time(seconds). The desired result is to avoid the accident. The other factors that have strong
influences on time reaction are:Fatigue caused by a lack of sleep, straight lines on flat roads, and CO leaking from ex• haust
pots, which decrease the time reaction; and• Vehicle lights, physical/mental deficiency, medicine, and liquor, etc.
In order for motorists to be able to drive safely, the motorist has to have clear eye vision,or visual acuity. This is related to the driver test, which measures the ability to identify

still objects and direction symbols. The result of driver test does not indicate driving abil-ity, particularly in critical conditions. Other measurements, such as dynamic view, perception, and recovery percentage from glare are probably more important, but they are nottested. Visual acuity changes as a person ages.

Traffic accidents are also influenced by motorist age. Data analysis by Directorate Generalof Land Transportation, Ministry of Transportation shows that the 16–30 age group is
the biggest contributor to traffic accidents, accounting for about 56% of the total. Of
that group, the 21–25 age group is most likely to get in a traffic accident. In addition,

the 26–30 age group is the smallest age group in the larger 16–30 age group for traffic

accidents and decreasing sharply in overall share. The age group above 40 years old has
relatively few traffic accidents as maturity and discipline improves with age.
Table 4. Ages of Motorists Involved in Traffic Accidents
Age group

16-20 years
21-25 years
26-30 years
31-35 years
36-40 years
41-75 years

Composition (%)
19.41
21.98
14.60
9.25
7.65
18.91

Source: Directorate General of Land Transportation, Ministry of Transportation

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Meanwhile, Figure 3 shows traffic accidents victims by sex. According to the data, morethan 80% of victims are male, and the rest are female. This also points to the fact that

traffic accidents contribute significantly to the increasing poverty rate in Indonesia, considering that studies have shown that males are the main providers in families.

Figure 3. Traffic Accidents Victims by Sex
In addition, the National Traffic Police also identified five of the most common violationsof road users in 2010. Figure 4 shows that motorcycle drivers represent the largest groupof traffic law violators. Also, huge numbers of motorcycle drivers are using their motorcycles either without having or carrying a driving license.

Figure 4. Five Most Common Violations in 20106
2.1.2 Vehicles
Vehicles have fewer variable characteristics than motorists do, and there are also morerules governing vehicles: heavy borders, dimensions, power, minimal conditions forbrakes, and lights are just several examples. The important factors for vehicles are eye-sight, light system, instrument and warnings, brakes, tires, vehicles stability, dimensions
and weight, and power.

Vehicles with faulty brakes are common causes of “severe injury” traffic accidents, but

the available data does not provide enough information to make a detailed and accurate
analysis because the writing system is insufficient. Besides indications for brakes, there
are still plenty codes given (generally via coding lamps) that are often ignored because
they are probably malfunctions. Spotlights with enhanced power might also cause toomuch disturbance for other motorists coming from the opposite direction, and adding
more lights might confuse other motorists.

In relation to traffic safety, vehicles on the road are supposed to have proper certification
published by the local transportation agency before being operated. Improper vehicles

should not be used to load passengers or objects. The risk of accident is quite high, so law
enforcement needs to set strict rules for lawbreakers.
2.1.3 Roads and Environment
Based on Ministry of Transportation Data, the road environment can influence traffic accident probability. The four main road environment factors influencing traffic accidents are:use and its activity (crowded areas and quiet places where motorists slow down or• Landvice versa);
air, and seasonal probabilities such as the rainy season and fog, etc.;• Weather,
Facilities on side roads (road signs, etc.);• Traffic flow and traffic characteristics, volume, vehicle type, and vehicle composition• (which have a strong effect on journey speed).
Road conditions represent one possible traffic accident factor. However, most of thefactors come back to the humans using the roads. For example, experts design network
systems and road infrastructures based on how they influence road user behavior andhow they might decrease or prevent actions that disturb traffic safety.
2.2

Traffic Accident Data in Indonesia
WHO data shows that, in the last two years, traffic accidents are the number three causeof death in Indonesia after heart disease and TBC. WHO data from all over the world in2011 also shows that 67% of all traffic accident victims were in the productive age from22 to 50 years old. Annually, there are about 400,000 victims under 25 years old killedon the road, with an average of 1,000 children and teenagers dying every day. Moreover,traffic accidents are the main cause of death in the world for people ages 10 to 24.

Meanwhile, modern societies perceive transportation as a derivative need, as a result of

economic activities, society, and so on. Even in macroeconomic analyses, transportation
is an economy backbone at the national, regional, and local levels. In that sense, trans-

portation accidents play a significant role in all fields of social life.

Data from Indonesia shows an increase in the number of vehicles, suggesting that humanerror has become the main factor behind traffic accidents. Indonesian National Police
data shows that in 2012 there were 117,949 accidents with 29,544 fatalities.

7
Table 5. The Number of Accident, Fatalities, Severe Injuries, Light Injuries and Material
Loss in Indonesia, 2000 - 2012
Year

Number of
Accidents

Fatalities(persons)

2000

12,649

9,536

2002

12,267

8,762

2001

12,791

2003

13,3992005

91,623

2004

9,522

9,856

17,732

11,20487,02015,762

2007

49,553

16,955

2009

62,96019,979

2006
2008

2010
2011

2012

59,164

16,115

SevereInjuries(persons)

Light
Injuries(persons)

Material
Loss(Million IDR)

6,656

9,181

37,617

7,100

6,012

6,142

8,694

41,03045,77812,08453,04433,28252,31081,84820,181

46,827103,289

23,46962,936136,285

108,945

217,435

35,891

23,44066,48819,873

26,196

117,949

29,544

31,1958,929

36,281

8,983

20,188

108,696

9,518

35,28539,70451,31755,73163,809128,31251,556131,207

158,259

298,627

Source: Indonesian National Police (2013)

While the young and people of productive ages account for a large portion of accidents,
a majority of accident cases affect poorer individuals who ride motorbikes and pub-lic transportation. Different data from the Coordinating Ministry for People’s Welfare

mentioned that motorist accidents reached 120,226, or 72% of all accidents, in 2012. The

social effect of traffic accidents also stems from increasing the population of poor people
in Indonesia, especially those widowed or without a family breadwinner.

In general, traffic accidents are caused by factors such as human error, road conditions,and improper vehicles and law enforcement. Based on the Indonesian Transportation Outlook in 2013, there are four factors that cause traffic accidents: transportation infrastructure, transportation facilities, human error, and nature. Of these four factors, however,human error has become the main factor of traffic accidents. In addition, public awareness of traffic is needed, especially for people in their productive ages.

3

Traffic Regulations in Indonesia

3.1

Law Number 22 Year 2009 on Road Traffic and Transportation
The legislative framework for road safety in Indonesia is primarily provided by Law

Number 22 Year 2009, which concerns road traffic and transportation. Generally, Law

Number 22 Year 2009 aims to develop and organize a secure, safe, orderly, and smoothland transportation system through:movement of vehicles, people, and/or goods on roads;• The
The use of traffic and road transportation infrastructure and facilities; and• Activities related to registration and identification of motor vehicles and drivers, traf• fic education, traffic management, engineering, and the enforcement of traffic and roadtransportation laws.

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Under Law Number 22 Year 2009, the Indonesian National Traffic Police Corps (INTPC) is

charged with the responsibility for road traffic and transport safety. More specifically, the
INTPC is charged with:applicants and controlling licenses for driving motor vehicles;• TestingMotor vehicle registration and identification;• Collecting, monitoring, processing, and presenting traffic and road transportation data;• Traffic regulations, surveillance, escorting, and patrolling;• Law enforcement, including actions against violations and handling of traffic accidents;• Traffic education;• Implementing traffic management and engineering; and• Implementing traffic operational management.
•
Several additional laws apply to particular issues, (e.g., provisions of Law 27 Year 2009 on
narcotics, relating to how taking samples of blood and urine, etc., is relevant to address-

ing driving under the influence).
3.2

Presidential Instruction Number 4 Year 2013 on the National Plan for Traffic Safety
In an effort to strengthen the coordination on traffic safety and also implement UN

resolution No. 64/255 (March 10, 2010) about Improving Global Road Safety through the
Decade of Action for Road Safety 2011–2020, the President of the Republic of Indonesia

assigned 12 ministers with police chiefs, governors, mayors, and regents in Indonesia tooversee the Decade of Action for Road Safety stated in Presidential Instruction Number 4Year 2013.

Traffic Safety Action includes road safety action in Indonesia based on Presidential Instruction Number 4 Year 2013 with three main purposes:

Running global, regional, and national platforms to decrease the number of road ac• cidents
through the “Decade of Action for Road Safety in the Republic of Indonesia”(2011–2020);

Legalizing and launching the “National Traffic Safety Planning in the Republic of Indone• sia”
document; and• Asking all parties to contribute to decreasing the number of accident victims.
3.3

Indonesian driving license Regulations
People must have an Indonesian driving license, a legal document issued by the Indone-

sian National Police, before they can drive a motor vehicle. The general requirements fora license in Indonesia are to be at least 17 years old (for A-class licenses; different age
requirement exist for each class), pass the theory examination, and pass the practicalexamination.

Below are the requirements for an Indonesian driving license under Law Number 22 Year2009:
a. Age- 17 years old for the issue of a driving license in class A, C, or D
- 20 years old for the issue of a driving license in class B1- 21 years old for the issue of a driving license in class B2
b. Administration- Present a legal ID card

- Fill in the application form
- Submit fingerprints

9c. Health- Be in good health and physical condition according to a doctor’s check-up form
- Be physically and mentally healthy and pass the psychological testd. Test and examination- Theory examination- Practical examination or examination of driving simulator skills

4

The National General Plan for Traffic and Road Transportation Safety
The National General Plan for Traffic and Road Transportation Safety (Rencana Umum Nasional Keselamatan 2011–2035 (RUNK)), released on 11 May 2011, reflects the goals outlined for the UN Decade of Action for Road Safety. Indonesia organized national events

to launch the RUNK and used the opportunity to advocate for increased attention to theroad safety issue. The RUNK estimates that the annual social cost of traffic accidents is atleast 3.7% of the Indonesian Gross Domestic Product (the total GDP is approximately Rp.

831 trillion or US$ 800 billion). The RUNK has identified five pillars on which to build roadsafety and traffic enforcement policies, using the Global Decade of Action for Road Safety
2011–2020 as a direct foundation:a. Pillar 1 relates to Road Safety Management. There are number of activities envisaged andundertaken under this Pillar, including:a Forum on Road Safety at the executive government level (enacted in Law• Establishing
Number 22 Year 2009);
new government regulations to regulate road security and road safety;• Implementing
provincial and regency/city governments (all levels of government are to take an• Including
active role in road safety);the business sector and civil society to take more responsibility for remedial• Targetingmeasures aimed at improving road safety and to promote road safety information; andleaders in Indonesian society, such as imams and other religious leaders, into the• Bringing
campaign on road safety.
b. Pillar 2 concerns Safer Roads. Specific program actions have been identified, including
projects to provide:roadways;• Safer
Safer road planning and construction (including road furniture); and• Safer road environments.
•c. Pillar 3 concerns Safer Vehicles. There are a number of activities envisaged under this Pillar, but important points for vehicle occupant safety to consider are that:reform needed to make the use of rear seat belts mandatory; and• Legislative
mandatory wearing of seat belts in the front seats of vehicles has only been in force• The
in Indonesia since 1993 (via Law 14 Year 1992, as later revised by Law Number 22 Year
2009).

d. Pillar 4 concerns Safer Road Users. There are a number of activities envisaged and undertaken under this Pillar, including:• 2011, but to be extended to all provinces and to regencies and cities from 2012 to 2020;
government agency participation;• Increasing
Increasing public participation; and• Increasing corporate participation.
•

Indonesia Road Safety Week, initially at a limited number of provincial levels in 2010 and10e. Finally, Pillar 5 relates to Post-Crash Care. The response and timing of the actions ofpolice, emergency services, healthcare, and insurers are important in the event of an

accident. In the operation of the road transport system, accidents will occur as road users
are fallible and make mistakes.

5

Traffic Safety Actions in Indonesia
The central message applied to traffic safety action is “Time for Action.” There are manyefforts geared toward attaining the objectives of traffic safety action; training, cam-paigns, brochure distribution, banners, stickers, traffic parks, signatures on traffic safetycommitment care, and the inauguration of safety patrol schools are several examples. The
activities mentioned above are divided into categories like socialization, campaigns, law
enforcement, education, and system development.

5.1

Socialization
Social activities for Traffic Safety in Indonesia running in 2012-2013 were:traffic safety socialization in October 2012;• Face-to-face
Traffic Safety Pioneer 2013;• Traffic safety campaign for the Indonesian Army on March 14, 2013;• The “Stick Them Up” traffic sticker program on August 23, 2013;• Safe Driving Campaign in October 2013.
•

The basic law governing traffic safety is Law Number 22 Year 2009, which covers Trafficand Road Transportation. Detailed information from those socialization activities are as
follows:

a. Face-to-face traffic safety socialization or live meetings in October 2012
Traffic units of local police departments ran face-to-face socialization/live meetings withtaxi drivers and motorbike riders. The target of this socialization activity was to makemotor taxi riders and taxi drivers into pioneers of traffic safety. The socialization aimed
to decrease accident numbers in Jabodetabek, make all elements known to the public,

and apply traffic safety as a tag line in daily life. Face-to-face or live meetings were held
in motor taxi pools, public transportation, and some offices in Jabodetabek (Greater

Jakarta), which also ran banner installment projects and tag line traffic safety efforts inseveral spots.

b. Traffic Safety Pioneer 2013
The Traffic Safety Pioneer program, held by traffic units of regional police departments

all over Indonesia, targeted students from elementary school through high school. Thissocialization strove to develop student awareness to encourage them to become pioneers
in traffic safety. The socialization was designed to give knowledge to people of various
ages and levels about unit RMTC (Regional Traffic Management Centre). Activities in-cluded introducing unit RMTC to students, explaining how Jasa Raharja works, providing
educational videos, and socializing about traffic safety.

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Figure 5. Traffic Safety Pioneer 2013c. Traffic Safety Campaign for the Indonesian Army in March 2013
The National Police and Indonesian Army organized a traffic safety campaign for theirmembers. This socialization aimed to reduce the number of victims with all types of

injuries, including everything from light injuries to fatalities, and encourage soldiers to be
traffic safety pioneers. At the heart of the program was the goal to implement global, re-gional, and national platforms for traffic safety to decrease the number of road accidents.
The traffic safety campaign for the Indonesian Army presented traffic safety pins to Indonesian Army members (Army, Navy, and Air Force) and fostered strategic and synergistic
cooperation between military and police corps related to traffic safety campaigns.

Figure 6. Traffic Safety Campaign for the Indonesian Armyd. Traffic Safety Sticker Project on August 23, 2013
The high traffic accident rate caused by recklessness, human error, and road and vehicle conditions in Bali drew the attention of the Traffic Unit of the Jembrana Police Department. In orderto minimize and counteract that high traffic accident rate, the Traffic Unit of the Jembrana Police
Department installing stickers on trucks in some areas in Jembrana District on August 23, 2013.

12
The target of this socialization was to use stickers, which are more effective and longer
lasting than banners and pamphlets, to make a positive impact on road users and help
minimize traffic accidents. The express purpose of the program was to make driversof freight transportation vehicles more careful and compliant with rules. This programorganized activities such as traffic safety sticker placement by officers who stuck them on
passing trucks to motivate freight drivers to fasten their seat belts, check conditions andvehicles, park their vehicles in the right positions, set up safety triangles, turn on hazard
lights to give warning or other indication to stop, and park on the road in emergency

situations in accordance with Article 121, UU No. 22 (2009) about LLAJ (Traffic and Road

Transportation). This sticker program targeted only trucks because the majority of the 126
accidents in Jembrana involved trucks with flat tires, stuck trucks, and trucks using parking on main roads.

Through August 2013 (when the program ran), Jembrana saw 126 accidents with 40 fa-

talities, 1 fatal injury, and 14 light injuries. Nine of the 40 deaths were caused by carelesstruck drivers not installing safety triangles or giving other signals to park in the road inemergencies.

Figure 7. Traffic Safety Sticker Projecte. Safe Driving Campaign in October 2013
The Indonesian police conducted a Safe Driving Campaign for Jakarta residents. The

program was designed as media for stakeholders to explore traffic problems and encourage preventive action, repair, improvement, safety, security, order, smooth traffic, andknowledge sharing for young children learning to obey the rules of the road. The purpose of
the campaign was to help the government decrease the fatality rate of traffic accidents andincrease the traffic safety rate by building an obedient traffic culture. To do so, the programprovided free entry to traffic parks for young children, shaped the Safe Driving Center (SDC)
as a hub of safety information and competency standardization processing for driving

license testing, school driving instructors, professional drivers, and prospective drivers.

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5.2

Campaigns
Traffic Safety Campaign activities held in 2010-2013 were:Road Safety Partnership Competition held on February 6, 2010;• The
Road Safety Campaign for Young Ages on October 24, 2011;• The
Safe Driving on December 15, 2011;• The Traffic Safety Campaign in March 2013;• “I Want to Get Home Safely” on September 18, 2013; and• Safety Touring on September 18, 2013•
All the programs were based on Law Number 22 Year 2009 on Traffic and Road Transpor-

tation except for the traffic safety campaign, which was based on Law Number 2 Year

2002 on the Indonesian national police, Law Number 22 Year 2009 on Traffic and Road
Transportation, and UN Resolution 64/255, No. 7, for Global Road Safety.
a. The Road Safety Partnership Competition
The Jakarta Police Department held a traffic safety care program to help road users

understand the importance of road safety. Named the “Road Safety Partnership Competition for Reducing Accidents 2010,” the program gathered all Traffic Units in the Jakarta

Police Department area. The program began with a signature of a collective commitment

to traffic safety awareness. The program was launched in the Buperta Cibubur traffic parkin Jakarta on February 6, 2010.

The Road Safety Partnership Competition targeted Jakarta residents, striving to help society develop a better understanding of traffic etiquette, reduce law breaking, and reduce

the number of traffic accidents. Its purpose was to socialize Law Number 22 Year 2009 on
Traffic and Road Transportation as part of a traffic safety campaign to encourage society
to care about traffic.

Besides that, the Road Safety Partnership Competition also organized a drive to collectsignatures from stakeholders in traffic safety in Greater Jakarta (Jakarta, Depok, Bekasi,

and Tangerang) and road users such as school safety patrols, a land transportation operator organization (Organda), motorbike clubs, car clubs, and the police.

Figure 8. Traffic Safety Partnership Competitionb. Road Safety Campaign for Young AgesThe Road Safety Campaign for Young Ages was held by the Astra Honda Foundation(YAHM) and the International Association of Traffic and Safety Science (IATSS) alumni inIndonesia. The program drew 250 participants from 20 kindergartens in North Jakarta

on October 24, 2011. Designed to foster comprehension of traffic safety awareness at a

young age and contribute to shaping a new generation that is aware of traffic rules and14
traffic safety, the campaign focused on ensuring comprehension in a good and safe wayfor early ages to cross the road safely by themselves. A kindergarten competition to see

who could cross the road safely was also a part of the road campaign. The AHM Foundation also made a joint venture with the International Association of Traffic and Safety

Science (IATSS) to organize training activities and traffic safety education (PPKL) for 100
kindergarten teachers in North Jakarta and Bekasi.
c. Safe Driving Program
A safe driving program for elementary, junior high, and high school students in Jakarta,
Cilegon, and Cibitung was held by metal company BlueScope Steel to make students

into agents for changing social behavior on the road. The core purpose of the effort was
to increase society’s comprehension of traffic safety, precisely among groups around

BlueScope offices and factories (located in some regions in Indonesia). This program also
launched a SMARTROADS program and continues to manage traffic safety socialization.
The campaign was held on December 15, 2011, in Bekasi.
d. Traffic Safety Campaign for Students
A Traffic Safety Campaign was held by Traffic Units of Regional Police Departments, tar-geting students from kindergarten, elementary, junior high, and high schools in Indone-sia. The campaign aimed to cultivate a traffic-compliance culture and encourage cooperation between Traffic Units and schools to underline the importance of traffic safety on theroad.

Figure 9. Traffic Safety Campaign Activities for Kindergarten Students
The purpose of the safety campaign was to provide information about discipline on driving for students, campaign traffic safety, and Law Number 22 Year 2009 on Traffic andRoad Transportation. Program activities helped socialize the law, promote safe riding,
give education to students about traffic compliance culture on the road (Polsana program), and introduce traffic signs and other traffic facilities.
e. I Want to Get Home Safely
Many institutions would like to improve the worrying traffic conditions in Indonesia. The
list of interested groups includes everything from the Indonesian police, which makes

many suggestions, to companies determined to decrease the number of deaths on theroad.

One of them is Autocillin-Adira, an insurance pioneer, which created a safety campaign
called “I Want to Get Home Safely.” The program has been running since 2010, and a
campaign event on September 18, 2013, focused on changing behavior.

The “I Want to Get Home Safely” campaign is held by PT. Adira Insurance Dinamika and15regional police departments and targeted at road users in Jakarta. Striving to create safe

roads by promoting positive behavior on the road, the campaign invites society to support
traffic safety programs as part of a larger commitment to getting loved ones home safeand keeping them out of traffic accidents. This program revolves around murals (wallgraffiti) in 15 road spots in Jakarta and socializes to 1,500 Blue Bird drivers (taxi drivers)in 7 pools. In addition, the program also commemorated The Day of Remembrance forRoad Traffic Victims with the WHO, Ministry of Transportation, and National Geographic
Indonesia.

Moreover, PT. Adira Dinamika plans to collaborate with the Traffic Unit of the Jakarta Po-

lice Department to socialize traffic safety messages on banners throughout Jakarta. As an
insurance company, PT. Adira Dinamika cooperates with Dompet Duafa to train accident
victims in making peg leg and banner installments to spread traffic safety messages in
100 SPBU Pertamina and on four highways.

Figure 10. Activities from the “I Want to Get Home Safely” Campaign
f. Safety touring on September 18, 2013
A safety campaign touring program was held by the Automotive Journalist Forum (FOR-WOT) and the Jakarta Police Department for road users in Jakarta on September 18, 2013.

The program aimed to make automotive journalists into police partners as safety pioneers
in driving activities. The purpose of the campaign was to invite communities active insafety campaigning. The program is held together with safety riding training journalists
and communities in several regions, a traffic safety talk show, and pin embedding andcampaigns aimed directly at other road users through orderly convoy and the distributionof masks to the traffic police .

16

Figure 11. Activities from the Safety Touring Campaign
5.3

Law Enforcement
One of the law enforcement programs on traffic safety held in Indonesia is E-Traffic Law

Enforcement Testing. Based on Law Number 22 Year 2009 on Traffic and Road Transportation, the program started on September 26, 2012, under the direction of the Jakarta

Police Department. The program focuses on e-traffic testing law enforcement to improve
traffic conditions, control drivers who break the law, and decrease traffic accidents forthe community of Sudirman-Thamrin, Jakarta. This program installs CCTV equipment in

Sudirman-Thamrin to capture images of people breaking the rules; the police then send
police tickets to the offenders.

Figure 12. Some Law Enforcement Activities in Jakarta (Indonesia)
5.4

Traffic Safety Education
One of the traffic safety programs in Indonesia is Police Go to Campus, which was last

held on March 8, 2012, based on Law Number 22 Year 2009 on Traffic and Road Trans-

portation. This program was held by the Traffic Unit of the Jakarta Police Department forIndonesian Islamic University (UIN) students. Hoping to reach young generations whoobey the rules, care about safety, and eventually become traffic safety pioneers, the pro-gram socialized Law Number 22 Year 2009 on Traffic and Road Transportation and offered
a traffic safety panel discussion from police to university students.

In this program, the Traffic Unit of the Jakarta Police Department presented details of current traffic problems in greater Jakarta and explained traffic violations from the perspective of traffic factors that cause undisciplined behavior among road users. The Jakarta

Police Department has long taken various measures to solve these problems. One of theefforts involves doing road safety campaigns by looking to a new generation that is moreaware of traffic safety.

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Figure 13. Activities from Police Go To Campus
5.5Integrated Road Safety Management System Development
The Indonesian IRSMS has been independently developed as a practical system to address road trauma and improve road safety. For this system, the following elements

were considered to be necessary to underpin effective management, target setting, thedevelopment of countermeasures and interventions, and the evaluation of actions taken,
as shown in Table 6.

creation of a legislative framework to regulate the road transport system• The
to valid and reliable data (the practical facts) concerning road trauma and behavior• Access
A belief that change can happen•
Table 6. Elements considered necessary for an Integrated Road Safety Management
SystemElement

A framework

Description

The legislative framework for an Integrated Road Safety

Management System in Indonesia is provided by Law Number 22 Year2009, relating to Road Traffic and Transportation, and related laws. Law
Number 22 Year 2009 establishes INTPC as the lead institution for roadsafety.

The practical facts

The data on traffic accidents are provided by an Accident Information

System that specifies who was involved; what happened immediately priorto, during, and after the accident; where the accident occurred; when theaccident happened; how the accident took place; and, why the accident
happened.

A belief that change canhappenThe moral compass for traffic accident reduction andimprovement to road safety is provided by the Safe System approach, as

expressed through the strategic plan (RUNK 2011–2035) and action plansdeveloped to address and guide road safety and traffic policing efforts.

Source: Directorate General of Land Transportation, Ministry of Transportation

The IRSMS in Indonesia predates the new international standard ISO 39001:2012 “Roadtraffic safety (RTS) management systems – Requirements with guidance for use.” The ISO
39001 standard, developed to support the United Nations’ Decade of Action for Road

Safety 2011–2020 and published in late 2012, sets out the minimum requirements for aroad safety management system. Despite being developed earlier than the ISO 39001

standard, IRSMS incorporates all of the necessary elements for a road traffic safety management system and is, in fact, an exemplar for the implementation of the standard.

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5.5.1 Background to the IRSMS Project for a National Road Safety Management
SystemThe Strategic Roads Infrastructure Project (SRIP) is supported by a loan from the WorldBank (IBRD Loan 4834–IND) and has been implemented by the Directorate General ofHighways within the Ministry of Public Works since late 2007. Following Law Number 22
Year 2009, the National Traffic Police took over the responsibility for developing IRSMS.

Project implementation is expected to be completed by mid-2013, with a consultant pro-viding technical assistance to IRSMS. The SRIP Project includes a Road Sector Institutional
Development component consisting of:

to develop an integrated Road Safety strategy and long-term plan, including• IRSMS-1,
an institutional framework (via the Directorate General of Land transport (DGLT), latercancelled); andIRSMS-2, to develop a pilot integrated road accident database/analysis system and estab• lish
self-sustaining personnel development procedures for the Indonesian National Traffic
Police Corps (INTPC).

Within the INTPC framework, the IRSMS Project has delivered the following key achievements:

A web-based accident information and analysis system have been developed with a sim• ple
user interface for reporting and retrieving accident information;
new Accident Record Form has been developed, and tablets using open-source Android• Aoperating
systems are being procured to improve both data quality and input times;
AIS User Manual for data entry and basic reporting has been published;• An
From 1 September 2012, accident data collection, coding, entry, and processing in the• IRSMS server has been extended to the whole of Indonesia (a total of 445 Polres [police
districts] of 31 Poldas [provincial offices]);• Presentations on the Accident Information System (AIS) and training on the use of the• new system and Accident Record Form have been provided to more than 430 police ofDaily accident reports are available to the Police Operations Department;

ficers from the 31 Poldas, as well as to stakeholders and to police officers undertaking

executive training for senior positions; training for an additional 500 personnel is planned
for the first half of 2013;

workshops on stakeholder data system requirements have been held;• Twocourses in road safety interventions have been developed, incorporating:• Training
Development of a Road Safety Data Collection Manual;• Development of a Data Analysis and Applications Manual;• Procurement of equipment for INTPC use in speed enforcement, drink drive enforcement,• drug driving enforcement and overweight vehicle enforcement;of Standard Operating Procedures (SOPs) for traffic enforcement by INTPC;• Development
Development of local road safety implementation plans for INTPC Polda (provincial of• fices) and Polres (police districts) to conduct targeted operations based on the evidence
from the IRSMS accident information system and local stakeholder consultation;

series of media campaigns is being made for release in early 2013, including television• Acommercials,
newspaper advertisements, billboards, and Internet media. The campaigns

will focus on the key priority means of reducing casualties based on the evidence from the
IRSMS accident information system and follow and support the themes of police traffic
enforcement;

An IRSMS public website (www.korlantas-irsms.info) has been established, with web• pages
in both Indonesian and English that explain the system and provide additional
background information.

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Continued institutional development, training, and capacity development in the present
project will be closely linked to the development of the IRSMS, both under the SRIP

Project through mid-2013 and beyond. In particular, much attention will be devoted toaddress the technical and institutional causes for the underreporting of road accidents.
5.5.2 The IRSMS Accident Information System
IRSMS is designed to provide valid, reliable, and verified data on road accidents in In-

donesia. Information about the circumstances of an accident is the basis for all targetedroad safety interventions. For example, access to comprehensive, reliable, and accurate
road accident data makes it possible to identify specific roads, vehicles, and road usersthat need to be targeted with road safety interventions.

Under Law Number 22 Year 2009, the INTPC is responsible for accident data collection
and investigation. A user manual was developed to explain the methods and proce-dures that the INTPC needs to use to collect and analyze accident data. The user manual

provides basic and practical guidance for police and other stakeholders when entering accident data and utilizing the information on the database system. At present, Indonesianand English versions of the user manual are available. The AIS User Manual Version 1.2

describes the accident input process for reporting a road accident under the IRSMS Ac-

cident Investigation System [17]. Further development for system users will address issuesof data verification (validation), general data analysis and reporting, usability issues, andadministration of the Accident Investigation System.

Furthermore, a recently approved expansion allows for a broadening of the scope of the
project in two pilot provinces to include electronic data collection for accident report-

ing, system design automation, and digital transmission using tablet computers onsite todetermine the automatic GPS location of the accident, document the scene, and gather
relevant photographs and witness statements (if available).

At present, police collect data by filling in a notebook entry or a paper accident reportform at an accident site. The information about the accident is then later entered onto the
database at the police station. The location of the accident is registered in geographicalcoordinates, but this has occasionally been problematic as Indonesia straddles the equa-

tor, making it easy to confuse north/south latitude coordinates. Output from the system isdesigned to serve in prosecution, investigation, planning, and accident analysis purposes(for example, the system produces the main report that is necessary for court proceedings).

Figure 14. Screen for correcting the location of the accident.

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Figure 15. Zooming in on a Map and Selecting a Specific Accident

Author Profile
Johannes Anwar
Lecturer, School of Economics, University of Trisakti
Born in Jakarta in 1975, Johannes received his bachelor degree in civilengineering from the University of Indonesia in 1999 and then contin-

ued his studies in the graduate program in economics at the Universityof Indonesia, eventually obtaining his master’s degree in 2003. Cur-

rently, Anwar also works as a civil servant at the Ministry of Financefor Republic of Indonesia and conducts research at several research
institutes. His research interests include transportation economics,
transportation planning, and urban planning.