The Deterrence: Strategi Penjeraan Dalam Penindakan Pelanggaran Lalu Lintas

Hubungan antara ketegasan tindakan kepolisian dan pelanggaran hukum diterangkan oleh deterrence theory (teori kejeraan). Pendukung teori ini menyatakan bahwa tingkat perkembangan suatu jenis kejahatan berbanding terbalik dengan kecepatan, kepastian, dan berat ringannya penghukuman atas kejahatan tersebut. Disini hukuman tidak hanya mencakup hukuman yang dijatuhkan oleh hakim dalam sidang pengadilan (substantial punishment), tetapi juga keseluruhan proses penegakan hukum sebelum keputusan pengadilan yang menimbulkan beban bagi tersangka atau terdakwa (prosedural punishment) (Gibbs 1975:101)[1]. Sebagai contoh, keputusan yang diambil oleh seorang Polisi lalu lintas untuk mewajibkan hadir di sidang pengadilan setiap Tersangka yang melakukan pelanggaran “menerobos lampu Merah, “tidak menggunakan helm”, dan “tidak menggunakan sabuk pengaman” dapat dipandang sebagai penghukuman prosedur.

Model-model penjeraan telah menjadi basis bagi program keselamatan lalu lintas dalam tahun-tahun terakhir ini. Penekanannya bukan terhadap penangkapan pelanggar tetapi membuat orang takut untuk melakukan atau melakukan kembali.

Pendekatan ini tidak begitu populer di lingkungan operasional kepolisian karena secara tradisional tugas polisi adalah menangkap orang-orang jahat tetapi bukan untuk membuat takut para pelaku, tetapi perubahan etos kerja kepada pendekatan penjeraan ini baru mulai populer di beberapa organisasi kepolisian. Kekuatan dari efek jera dipengaruhi oleh persepsi para pengguna jalan atas situasi yang berkaitan dengan ancaman hukum yang ditegaskan dalam konteks membuat orang takut akan konsekuensi dan takut atas tindakan.

Di negara-negara maju, penegakan hukum lalu lintas telah menjadi bidang yang dilaksanakan oleh petugas-petugas khusus yang sangat terlatih yang tugasnya adalah semata-mata mencegah kecelakaan di jalan dan memelihara arus lalu lintas yang lancar dan tertib. Tetapi di Indonesia sebagaian  besar polisi lalu lintasnya belum terlatih  dan tidak dilengkapi dengan peralatan dan perencanaan yang matang.

Penegakan hukum dapat terlaksana secara baik dan efisien jika dilengkapi dengan peralatan dan kendaraan modern yang memadai. Jika di jalan yang ditunggui polisi saja ditemukan kecelakaan sebanyak yang diutarakan sebelumnya, di jalan yang tidak ditunggui polisi tentu akan dapat ditemukan kecelakaan yang lebih banyak lagi.

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[1] Farouk Muhammad, op.cit., hlm. 46

Targeting Accident Remedial Measures

Total number of accident and casualties, especially killed and serious injury show how severe safety problems in our road. Nearly 3000 people still die on the UK road every year (DfT, 2009). More than 34.000 people are killed across the European Countries and almost 40.000 in the US while India become the highest number of road accidents in the world with over 105.000 deaths annually. UN WHO recent released shows 1.2 million death, 50 million injury or disabled and US$ 518 billion every year across the globe because of traffic accident. It means almost 3.300 people lost their live every day. Road accident is second most common cause of death for children and young adults (WHO, 2010)[1].

However these figures only explain the frequency of accident and death. It is important to understand the factors behind these figures and find the pattern and the trend. To analyze this, an exposure will be needed. Comparing the frequency to the exposures will offer the possibility to calculate the risk and future projection. For example, UK accident fatality rate is about 5.00 per 100.000 populations in 2007 which mean only five people are died on the road accident from 100.000 populations. This rate was one among the best in European countries. Another example is comparison of vehicle involvement in accident, which shows Heavy Goods Vehicle (HGV) has 1.6 and Car, has 0.8 rates per 100 million vehicle kilometres traveled. It means HGV would have killed people twice in 100.000 kilometres traveled by these vehicles.

There has been a long argument to both approaches, Number versus Rates. Number is considered to give very detail examination of each accident and the frequency of it on the sites, while Rates provide a better accident related risk assessment. Rates bring in a notion of risk, the risk of something going wrong against the units of exposures.

Figure 1: Use of Data for Road Safety Improvement (UN WHO)

General Practice of using Number of Accident and Casualties

Since 1998, EU Commission on Road Safety has tried to provide the Road Safety trend by using ‘quick indicator’ which consist of three main categories: number of accident resulting in injury, number of persons killed and number of person injured. Data is provided in country-to-country basis which classified in age, gender, month and year, mode of transport and road users. The main idea of this database is the collection of each single accident and it’s detailed as reported from country member (CARE, 2010)[2]. This database has become a powerful tool of analysis by quantifying road accident throughout the European road. Graph below shows the road accident fatalities trends of EU countries over 20 years:

Furthermore, many local authorities in UK have used accident number and casualties in their accident assessment. Leicestershire County Council, for example, counts the number and the severity of accidents from 2001 to 2006 in selected junctions. Accident that has been taken place in the proximity of assessed scene have been identified and highlighted as a black spot[3]. It has been figured out in the assessment that M1 Junction 21 has the highest number of accidents with annual average of 27 accidents while the average all studied scenes is 24 accidents. Therefore, this junction have been upgraded and expected to reduce numbers of accidents and KSI casualties.

Accident Risk Assessment by Accident, Fatalities and Injury Rates

Rates are comparison of accident frequency against chosen exposures. There are many choice of measures have been used for different objectives by different groups. Health sector, for example, mostly apply fatalities per 100.000 populations, while transport sector use fatalities per distance traveled or fatalities per million vehicle‐kilometers as a major measure. Rumar (1999) suggest several indicators to be operated as exposures, such as: number of persons or vehicles, time in the activity, distance traveled with that transport mode etc is some of the more frequently used measures.

Mode		Per 100 million person kilometers	Per 100 million person hours
Road	Total	1.1	33
	Bus	0.08	2
	Car	0.8	30
	Foot	7.5	30
	Cycle	6.3	90
	Motorcycle/moped	16	500
Train		0.04	2
Ferry		0.33	10.5
Air		0.08	36.5

Table 1: Estimates of fatality risks per person kilometers and hours for each transport mode in the EU

Target is easier to monitor against rates and relatively straightforward in comparison, as presented in table 1 where we could instantly figure out that motorcycle is the highest risk of transport mode.

UK Practice of assessing Accident and targeting accident Measures

Department for Transport in 2009, released a document called “Safer Way” which comprehensively explain four main categories of safety improvement across UK Road, they are:

1. Details overview of safety problems and evidence
2. The Importance of comparison and benchmarking
3. Future Projection and setting up the target
4. The Strategy to improve the safety

This document uses both measures, for example, in the evidence and problem acknowledgement, it is stated that 3000 people were killed in UK road in 2007 and about 20% of these casualties are motorcyclist. However, if it is compared 1994 – 1998 data, total fatal casualty has reduced by 36% and possibly to achieve 40% of reduction by 2010.

Based on this evidence, UK DfT has proposed the new target on measuring and ensuring the development of safety across the country, that are by 2020, total number of road death and total annual serious injury should be reduced by 33% compared to 2004-2008 baseline.

Although UK is one among the best on Road Safety, some countries have better safety performance by comparison of fatality rate per 100.000 populations. These countries, such as Nederland and Norway, have achieved rates of improvement better than UK

Figure 3: International Comparison of Fatality Rate per 100.000 Populations

Conclusion

A lot of groups are involved in accident data collection, analysis and setting up targets for better road safety development. Different needs and objectives have lead to various approach of road crash data. Safety improvement might be derived from accident database analysis and careful assessment of accident site followed by appropriate accident remedial measures (ADB, 2005). Comparison and benchmarking are important to have a better understanding on safety strategy and improvement. There is no international standard on assessing road safety performance and setting up the target yet, as UK exercised of mix matrices might provide more comprehensive approach. Then, a better use of data could lead to ambitious but achievable target.

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[1] Global Health Observatory (GHO), available at http://www.who.int/violence_injury_prevention/road_safety_status/country_profiles/ accessed 12 May 2011 

[2] CARE European Road Accident Database, available at European Commission on Road Safety, http://ec.europa.eu/transport/road_safety/specialist/statistics/care_reports_graphics/care_what_is_it/index_en.htm, accessed 12 May 2011

[3] Leicestershire County Council, 2010, Accident Assessment Methodology, available at www.leics.gov.uk/downloaddatabasefile

Rumar, Kare (1999) Transport Safety Visions, Targets And Strategies: Beyond 2000, Swedish Road and Transport Research Institute

World Health Organization (2010) Data systems: A road safety manual for decision-makers and practitioners, WHO Press, Switzerland

Indonesia by Van Mook (1944)

INDONESIA (1944)

H. J. VAN MOOK

Jendral Kruger 1944

THE Dutch in the last three years of the history of Indonesia have frequently been presented as the villain of the play, and I find myself more or less on the defensive when discuss the subject. Much of the adverse criticism as not always been impartial, and facts have often been garbled and obscured by inaccurate comparisons. On the Dutch side, we have made many mistakes; will not go into the question which of them were made by the politicians at home and which by the people in the field. We very often acted with a deplorable lack of artistry. do not think, however, that we deserve the role of the colonial aggressor in which we have sometimes been cast at Lake Success. On The contrary, would rather maintain the opinion that fundamentally the Dutch Policy has been justified and will be justified by events.

Some Features of the Indonesian problem should be recalled. Not with Standing all the troubles we have had, all the obstacles we had to overcome, and all the mistakes we have made, do not think that the civilian casualties in Indonesia mounted o more than one-tenth of the civilian casualties in Kashmir; and I know that the military casualties in Indonesia were under ten percent of the military casualties in Indo-China, With comparable military force

Read more: Indonesia by Van-Mook 1944

What's Wrong with Indonesia's Democratisation?

What's Wrong with Indonesia's Democratisation?

Indonesia's democratization is not making much sense even to its major potential pro-democratic force the people at large as a way of promoting ideas and solving conflicts. There Is an urgent need for a third path between determinism and idealism, that aims at substantial democratization not in terms of good outcome or all but the promotion of citizen's actual capacity to make use of and further improve civil and democratic rights and institutions

Read more What's Wrong With Indonesia' s Democrati

Police and Military in the Resolution of Ethnic Conflict

Police and Military in the Resolution of Ethnic Conflict

BY: CYNTHIA H. ENLOE

ABSTRACT:

Militaries and police forces are rarely neutral actors in ethnic conflicts.They are typically ethnically imbalanced as a result both of historical socio economic maldistributions of opportunities and of deliberate recruitment strategies pursued by central government elite. The modernisation and professionalization of security forces is no guarantee of their communal or political neutrality. Lasting resolution of inter-ethnic and ethnic-state conflicts require a reorganisation of police and military thorough enough so that vulnerable communities' security is substantially enhanced. 

Cynthia H. Enloe is Associate Professor of Government at Clark University. She received her doctoral degree in Political Science at University of California, Berkeley. She has conducted research in Malaysia, Guyana, and Britain concerning the evolution of ethnic politics. Currently she is Chairman of the Social Science Research Council's Committee on Ethnicity. Among her books are Ethnic Conflict and Political Development (1973), Politics of Pollution in a Comparative Perspective (1975), and Ethnic Soldiers: A Cross National Study of Militaries and Communalism (forthcoming).

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Penindakan Pelanggaran Lalu Lintas dan Pencegahan Kecelakaan Lalu Lintas Yang Mengakibatkan Korban Meninggal Dunia di Kota Medan (Abstrak)

Penelitian ini bertujuan untuk mengetahui pelaksanaan penindakan pelanggaran lalu lintas dan pencegahan kecelakaan lalu lintas yang mengakibatkan korban meninggal dunia. Selanjutnya, dengan dilandasi oleh konsep tentang Pemolisian berorientasi pencapaian sasaran (Policing By Objectives yang disingkat PBO) dari V. A. Luban dan J. M. Edgar, penulis mencoba menganalisis proses pelaksanaan penindakan pelanggaran lalu lintas dalam konteks manajemen berorientasi pencapaian sasaran.

Masalah dalam penelitian ini adalah Bagaimana penindakan pelanggaran yang dilakukan oleh Satlantas Poltabes Medan dapat mencegah kecelakaan lalu lintas yang mengakibatkan korban meninggal dunia ditinjau dari konsep PBO dan efek penjeraan yang ditimbulkannya (deterrence). Oleh karena itu penelitian ini dilaksanakan di Kota Medan selama lebih kurang 35 hari terhitung mulai tanggal 15 Januari 2006. Peneliti  menggunakan pendekatan kualitatif.

Untuk memperoleh data-data, Peneliti melakukan wawancara terhadap sumber-sumber informasi. Wawancara dilakukan secara terstruktur dan mendalam. Peneliti juga melakukan pengamatan di lapangan dan mempelajari dokumen-dokumen terkait dengan permasalahan penelitian

Temuan peneliti adalah saat ini kota Medan mengalami permasalahan lalu lintas yang serius dimana tingkat kecelakaan dan tingkat kematian menunjukkan angka yang sangat tinggi. Pelanggaran dan kecelakaan lalu lintas berawal dari perilaku mengemudi. Sikap pengemudi yang tidak concern terhadap keselamatan dirinya dan pengguna jalan lain membawa resiko tinggi. Meskipun penindakan pelanggaran terus menerus dilakukan oleh Satlantas Poltabes Medan, tetapi belum menunjukkan hasil yang memuaskan. Konsep manajemen yang melandasi pelaksanaan tugas pokok Satlantas tidak melalui tahap-tahap manajemen yang baik. Konsep PBO yang sejalan dengan Instruksi Presiden No. 7 tahun 1999 tentang Akuntabilitas Kinerja Instansi Pemerintah, belum secara utuh diterapkan. Visi dan Misi sebagai pedoman dalam penyusunan program, tujuan-tujuan dan sasaran-sasaran, serta Progiat dan Rengiat masih merupakan daftar formal yang belum terimplementasi di lapangan. Pelaksanaan tugas anggota di lapangan berjalan tanpa sasaran yang jelas sehingga efek jera yang diharapkan muncul dari pelaksanaan penindakan tidak dirasakan oleh para pengguna jalan.

Berdasarkan hasil penelitian ini, saran diberikan kepada Satuan Lalu Lintas Poltabes Medan untuk mulai menerapkan konsep PBO dengan terlebih dahulu memahami Management by Objectives agar permasalahan lalu lintas dapat ditangani dengan baik dan terwujudnya akuntabilitas publik.

Gang In Pekanbaru City: A Case Analysis of Gang’s Life and Existence in a Process of Gang’s Value Inheritance (Abstract)

     The objective of the research is to analyze the life, the existency and the development of  gang’s value and the process of inheritance by the young generation of the gang. By using the theories and concepts of Primary Group, Gang, Urbanism, Delinquent Subculture and Differential Association, the gang’s problem were analyzed in the context of city life.

     Miller (2001) concluded that “...youth Gangs were accurately seen as a predominantly urban phenomenon”. Since 1998, most of the city in Indonesia has undergone the gang’s problems. The case, where the youth group were involved, increased drastically by ten times based on police’s record during 1986 to 2005. This phenomenon also appears in Pekanbaru City especially in a city centre market area called ‘Pasar Bawah’ and its neighborhood. This research has taken place in that area for almost six months starting June 2007 till January 2008.

     This research was conducted in a qualitative approach. To collect all the data, the some key informants have been interviewed by in-depth interview. The Writer has also observed the object in the field and studied many related documents. Only in this trianggulation model the best answer to the research questions could be found.

     Finding of the research showed that the gangs in Pasar Bawah Pekanbaru have the characteristic which’s possibly traced back to the beginning of group development, that is the childhood and teenage period. Pasar Bawah and all other factors inside this area have played important role to the gang’s development and the variety of gang’s activities. The most powerful gang in Pasar Bawah is KD Gang. This Gang has the characteristics of primary group and primary relations which are observable. KD Gang is a solidified type gang where the relationship between the gang's member tied strongly. Some conflict inside and outside the gang have developed the group consciousness and group solidarity. Nevertheless, the gang’s activities are against the general norm of society. KD Gang has shown a non corforming activity which it has developed the gang’s subculture and make gang's members feel no fear of social sanction or formal sanction (law). A dominant subculture inside this gang is a criminal subculture, but sometimes, it has also the conflict subculture and retreatist subculture. The Gang’s tradition and value has transmitted to the new recruits or candidates trough a closed relationship and intimacy. A senior gang’s member is a role model for the new one (junior). Gang has become a mean of transferring delinquency technics.

     Based on the finding and analysis, a recomendation has been given to the local authority to begin a redevelopment of the area and provide the social facilities which is not congenial for the growth of the gang including criminal gang or criminal organization. Finally, delinquency and crime must be prevented and controlled to maintain security and order and to create a civil society that life in harmony.

The Aesthetics of Street Environment and Link to Street Activities in Leeds (Abstract)

The objective of the research is to analyze the link between aesthetics of street environment and street activity. It is important to understand why individuals are fond of a certain condition of street environment and enjoy walking or making activity around the street.

Over the past decade, there has been decrease in using walk as private transport mode. Therefore, one of the most significant current discussions in transportation and sustainability area is whether the street environment, in which people walk and do activity, has already encountered the needs of them as a human being.

To answer this question, a qualitative approach has been conducted and designed to understand human problem, based on a complete holistic picture formed with words, detailed views of informants, and its natural background. The work has been undertaken by two types of interview, ‘On-site interviews and image presentation interviews’. Unprompted and open-ended question have been applied. In addition to this subjective method, the usage of Walkability Checklist as a survey instrument has enabled the opportunity for a subjective and qualitative assessment against chosen aesthetics characteristics. A study site has been selected along the Woodhouse Lane/A660 Corridor characterized by heavy pedestrian flow, especially student.

One important finding of this research is a strong link between three Aesthetics characteristics with the decision to do activity on foot, namely: (1) compatibility of buildings with the surrounding, (2) the presence of preserved greenery, and (3) the existence of street Furniture that reflect the sense of comfort, safety and security. Managed traffic and pedestrian provision are two other important factors that support the aesthetics of street environment. Hence, better Aesthetics will lead to various activities, other than the necessary, on streets.

Finally, the result shows the implications that there is a potential return of Aesthetics on our street by investment on walking environment and empowerment of community. In addition, relevant policies are suggested to authorities to enhance the pedestrian environment.

Curriculum Vitae : Aswin Azhar Siregar

Curriculum Vitae

Aswin Azhar Siregar

Jl. Wijaya Kusuma No. 30A Tangkerang Labuai, Kec. Bukit Raya, Pekanbaru, Riau, Indonesia. Date of Birth: 28^th December 1974.  Email: aswin2812@yahoo.com Mobile: +628127538881 Tel: +627617891888. Nationality : Indonesia

EDUCATION AND QUALIFICATIONS

2010 - 2011 UNIVERSITY OF LEEDS, United Kingdom

MASTER OF SCIENCE (Eng) Transport Planning and Engineering

Including  Transport Engineering, Transport Planning and Policy, Transport Modeling, Transport Data Collection and Analysis, Safety, Transport and Society Analysis, Traffic Management, Road Infrastructure and Traffic Control.

Final Project/Thesis : The Aesthetic of Street Environment and the Link to Street Activity

2006 - 2008 UNIVERSITY OF RIAU, Indonesia

MASTER OF SCIENCE Urban Studies

Including Urban Transport, Urban Ecology, Urban Planning, Urban Development and Urban Management.

Final Project/Thesis : The Study of Gang in 'Pasar Bawah' Market Area.

Earn GPA 3.85 of max 4.0

2004 - 2006 POLICE SCIENCE COLLEGE, Indonesia

BACHELOR OF SCIENCE Police Science

Including: Traffic Management, Statistics, Police Administration, Information System Management, English, and Economic Development.

Also I was a speaker in College’s Seminar which topics related to organizational changes.

Final Project/Thesis : Control to Traffic Infringement and the Prevention of Fatal Accident in Medan Municipality.

Earn GPA 3.34 of max 4.0

1993 - 1996 POLICE ACADEMY, Indonesia

DIPLOMA

Including: Police Science, Police Administration, General Traffic Knowledge, Statistics, Leadership and Management.

 

 

WORK EXPERIENCE

 

2011 - Present RIAU REGIONAL TRAFFIC DEPARTMENT, Pekanbaru.

Policy Analyst

My duty is to analyse the policy and to help improving strategy in all the traffic matters in Riau Province. 

2009 - 2010 TRAFFIC DEPARTMENT, Pekanbaru.

Chief of Unit

My duty is to supervise and manage all the traffic matters within the jurisdiction of the district. The duties are patrol, traffic accident investigation, traffic education and traffic engineering.

2008 - 2009 RIAU POLICE RHQ, TRAFFIC DEPARTMENT, Riau.

Chief of Vehicle Registration Section

My Duty was to supervise the vehicle administration and licence plate registration.

 

2006 - 2008 RIAU POLICE RHQ, TRAFFIC DEPARTMENT, Riau.

Chief of Administration And Traffic Planning Section

The duties included producing an operational planning of traffic units and prepare all the administration and legal base of the unit’s operation, and also to manage the logistic, personnel, corespondence, communications and coordinating with other department 

2002 - 2004 TRAFFIC DEPARTMENT, Tanjung Pinang Municipality.

Chief of Unit

My duty was to supervise and manage all the traffic matters within the jurisdiction of the district. The duties are patrol, traffic accident investigation, traffic education and traffic engineering.

 

2000 - 2002 TRAFFIC EDUCATION CENTRE, Tangerang.

Lecturer : Accident Analysis, Traffic Engineering and Traffic accident Investigation

After my graduation from Traffic Accident Analysis Course in Apeldoorn, The Nederlands, I am appointed as a Lecturer in Traffic Education Centre. I was a module leader for subjects of Road safety and Traffic accident Analysis.

 

1998 - 2000 HIGHWAY PATROL HQ, Jakarta

Deputy of Jakarta/Cikampek Highway Patrol Station

The job entailed working in the busy Jakarta highway which I had been exposed to the full range of traffic matters, especially traffic congestion and collision.

 

 

PROFESSIONAL TRAINING

 

2007 May to June MIDDLE MANAGEMENT COURSE

Cente of Excellence for Stabilisation Police Unit (CoESPU), Vicenza, Italy

Earn a certificate

 

2001 November FIELD TRAINING OFFICER COURSE

United Nations International Police Task Force ( UN IPTF) Sarajevo, Bosnia and Hercegovina

Including subject Tutor and Mentoring and Field Supervision

 

2001 August TRAFFIC CO-LOCATOR COURSE

UN IPTF Sarajevo, Bosnia and Hercegovina

Including European Traffic Law and discussion of local traffic needs. The aim of this course is to provide UN Police Monitor an understanding of European and National ( Bosnia and Hercegovina) Traffic Law in helping local police to solve many problems concerning traffic or transport regulations.

 

2000 January to July, TRAFFIC ACCIDENT ANALYSIS COURSE

Politie Instituut voor Verkeer En Milieu (PIVM), Apeldoorn, The Nederlands

Including General Traffic Knowledge, Math, Law of Dynamics and other Law of Newton’s, Traffic Accident Analysis Level I and II, Two Wheels Accident Analysis.

Certificate of Specialisation

1999 July to December  Nederlands Language Course

Erasmus Huis, The Netherlands Embassy Cultural and Language Centre, Jakarta

1997 July to October  ENGLISH COURSE (ADVANCE LEVEL)

Minister of Security and Defence Language Centre

Including Speaking, Structure and Performance Test

Earn Score 82.09 of max 100

 

1997 April to July, TRAFFIC POLICE COURSE

Indonesia National Police Traffic Education and Training Centre

Including Transport Knowledge, Road, Data Collection, Accident Handling, Patrol, Traffic Law Enforcement and Traffic Management.

More about me and my thought