Road Service Research Articles

Analisis Kepadatan Kendaraan Jalan Pecangaan - Kedung Kabupaten Jepara

<p><em>The vehicle density analysis survey is a survey conducted with the aim of knowing the size of the density and also the obstacle factors on the analyzed road. At the Bugel Kedung Jepara T-junction, the survey point is the middle point of the current conflict, or the meeting point of two heavy vehicle flows, from the flow of vehicles originating from the traffic light at the junction of Pecangaan Walisongo Jepara and the flow of vehicles originating from the Mantingan Jepara red light intersection. The survey results on Thursday and Sunday, on Thursday can represent the effective working day, the degree of saturation is 0.16 pcu / hour, 2 seconds delay for a total of 5796 vehicles, the side friction is 223.8, indicating that the level of side resistance (L) low. The results of the calculation of vehicle density using the Greenshields Method show that after analyzing the survey results at point IV, the densest point is at point V, which is at the red light junction of Walisongo, Pecangaan Jepara, which occurs during the peak hours of the afternoon at 16.00 - 17.00 WIB. Vehicle density = 36.31 pcu / hour and the level of road service (B) with a LOS analysis value of 0.31 including good. To minimize the occurrence of conflicts and accidents, at each I-V survey point it is necessary to add a caution sign or additional signs on each road segment</em><em></em></p>

Multistage and Dynamic Layout Optimization for Electric Vehicle Charging Stations Based on the Behavior Analysis of Travelers

Electric vehicles (EV) are growing fast in recent years with the widespread concern about carbon neutrality. The development of charging infrastructures needs to be in phase with EV both in terms of quantity and charging time to decrease the range anxiety of EV users and resource waste. This paper proposed a multistage and dynamic layout optimization model based on mixed integer linear programming (MILP) for EV charging stations (CSs) to minimize the total social costs (TSC) consisting of the detour cost of EV users and the construction, relocation, and operating cost of CSs. The charging satisfaction coefficient and M/M/S/K model of queuing theory has been introduced to determine the desirable charging supply. The spatial-temporal distribution of charging demand was modeled based on the behavior analysis of travelers and over the discrete-time intervals for a day. Comparison studies based on the Sioux Falls network reveal that TSC with a multistage optimization strategy will drop 8.79% from that with a one-time optimization strategy. Charging service quality, relocation cost, and road network scales have a significant impact on the optimization results according to the sensitivity analysis.

PERANAN AUDIT OPERASIONAL DALAM MENUNJANG EFEKTIVITAS KINERJA PERUSAHAAN PADA PT JASA MARGA KUALANAMU TOL

In general, many companies have stopped operating because of this unable tomaintain the existence of the company. As well as service company in Indonesiawhich is engaged in the toll road services Bel Red which has very gooddevelopment. Company within carrying out its operational activites certainly haslong-term goals as well short term. Operational audit as part of to the functionimportant influence controls help managemen to measure and evaluate theactivities carried out and reduce their occurrence waste of resources used. Theformulation of the problem in this study is whether the audit is operational affectthe effectiveness of company performance at PT Jasa Marga Kualanamu Tol. Theperpose of this study is to find out what an audit is operational influence on theeffectiveness of company performance at PT Jasa Marga Kualanamu Tol. Whereis this research is a quantitative research using simple linear regression analisis.With the results of the study shows that partially operational audits influential insupporting the effectiveness of company performance at PT Jasa MargaKualanamu Tol. The effect of Operational Audit in support effectiveness of thecompany’s financial performance at PT Jasa Marga Kualanamu Tol 90% and therest is influenced by other factors not examined by 10%.

ANALISIS PERBANDINGAN PERENCANAAN TEBAL PERKERASAN KAKU DENGAN METODE BINA MARGA 2003 DAN METODE AASHTO 1993 (Studi Kasus : Jalan Raya Blora Cepu, KM 21+000-KM 22+400 Kabupaten Blora Jawa Tengah)

Road pavement planning on the Blora-Cepu highway, Blora Regency is an effort to increase the capacity and quality of road services which aims to improve the smoothness, comfort and safety of driving on the road, increasing economic growth, industry and infrastructure in Blora Regency. apart from the increase in population from year to year and influenced by the movement of human and goods mobility both in the city center and in the region, so that road improvement in Blora Regency is important in supporting the smooth running of transportation and other fields. In order to solve this problem, in this case the researcher tries to analyze the thickness of the rigid pavement on the Blora-Cepu road section using the 2003 Bina Marga method and the AASHTO 1993 method. Raya Blora-Cepu KM 21 + 000 - KM 22 + 400 Blora Regency, Central Java Province, the thickness of the pavement concrete slab using the Bina Marga 2003 method is 20,200 cm and the pavement planning using the AASHTO 1993 method is 20.828 cm or 0.628 cm different. The thickness of the sub-base layer is 12.5 cm above the subgrade.

Exploring the associations between winter maintenance operations, weather variables, surface condition, and road safety: A path analysis approach

This paper aims to assess the effects of snow and ice control operations by investigating the interdependency between weather variables, maintenance operations, pavement friction, and collisions. Using a disaggregated event-based and location-specific framework, and employing the statistical techniques of Structural Equation Modeling and Path Analysis, all the significant direct and indirect effects of weather variables and maintenance operations on pavement friction and collision occurrence during snowstorms have been identified. It was revealed that precipitation, extremely low temperatures, and the potential of black ice formation all had significant negative direct effects on pavement friction and significant indirect negative effects on traffic safety. Moreover, the application of anti-icing agents and plowing operations have been shown to significantly improve pavement friction and in return improve traffic safety indirectly. To illustrate how the maintenance operations improve traffic safety, a hypothetical snowstorm example was considered. According to the model, anti-icing application was associated with a 14% reduction in collisions, plowing operations resulted in a 33% reduction in collisions, and combining the two tools reduced collisions per snowstorm by 42%. The findings of this paper can help transportation agencies make more informed decisions to promote an efficient mobilization of the existing winter road maintenance services and resources while improving the safety of the traveling public during the winter months.

School Safe Route in Sumbersari District, Jember Regency

The number of underage accidents in Jember Regency in 2011-2012 increased from 37 to 190 cases. Therefore, bicycle and pedestrian paths were planned through the School Safe Route program that could encourage students to choose to ride a bicycle or walking. The method of this study was the Level of Service analysis (LOS), student and travel characteristics, cross tabs, bicycle lanes, pedestrians, and road equipment facilities. The results showed that the level of road service on each road section varied, including LOS A, B, D and E. The characteristic and common cross tabs analysis results showed that most transportations used by students were motorcycles. Still, there was a relatively large proportion of students’ willingness to change their transportation mode in operational conditions if bicycle and pedestrian path facilities were provided. Cycle path analysis showed that the types of bicycle lanes were planned, specifically type A and C, with a bicycle lane width was 1.44 m for each lane. From the calculation of the minimum effective width of the sidewalk obtained 1.01 m with a crossing facility in the form of a pelican crossing with waiting stalls. Several road equipment facilities were planned, such as traffic signs, road markings and Traffic Signaling Equipment (TSE). Bicycle and pedestrian routes were planned at Tawang Mangu Street, Danau Toba Street, Mastrip Barat Street, Kalimantan Street, Jawa Street, Karimata Street, M.T. Haryono Street, Letjen S. Parman Street, Letjen Panjaitan Street and Letjen Suprapto Street.

ALGORITMA GENERATE AND TEST UNTUK OPTIMALISASI MASALAH RUTE PERJALANAN

The common of urban city problem is a traffic jam, and it is heavily affect the public transportation service quality. Many cities in tropical countries suffer of heavy traffic jam due to the populaition of motorbike. According to Central Java Province Government, in 2014 the population of motorcycle is 439.418 units with the ownership ratio at 0.75 unit/person. Solo is one of typical middle size city in Central Java, Indonesia. Solo suffers from traffic jam in particular time of the day and it affect the quality of service of batik solo as the mass transportation service in Surakarta. This research would like to help the community get the optimal travel route with the fastest time, especially at the busiest times. The method used is Generate and Test algorithm. This method is a combination of Depth First Search and Backtracking. This research is conducted to get information about the influence of traffic volume, service road level and traffic jam level toward the time needed for Batik Solo Trans to find the optimal route. There is a route that been selected to be the most optimal route by considering the factors that influence it and the algorithm applied

Analysis of the Cost-Effective Road Maintenance Program for the Improvement of Road Value in Kabupaten Gresik Using the Forecasting Method

Roads have a very significant role in enhancing various fields as part of the national transport network. Road management includes road construction, improvement, and technical maintenance activities, which are continuously carried out for the physical maintenance of the road. The role of the road service must be fulfilled so as not to compete with the transportation that passes on the road. Based on the phenomena that have been described, we present the analysis of the cost requirements and methods of road handling in addition to the effectiveness of road stability for the next two years. The research was carried out for a case study of the district major road in Gresik Regency, which is represented in this situation by three main roads. The analysis of a data set is based on the variables of historical data. Then, we analyze using time series with moving averages, exponential smoothing, and trend projection. Next, the method for setting a maintaining strategy of overcoming prediction and its relation to the solidity of the roads, using fuzzy tahani. The results analyzed are confirmed by the recommended output for the next two years.

Service trade network structure and its determinants in the Belt and Road based on the temporal exponential random graph model

AbstractService trade has become an important engine of world economic growth. Using complex network method and temporal exponential random graph models, we constructed the Belt and Road service trade networks (BR‐STNs) and global service trade networks (G‐STNs) in 2010–2017, systematically analysed the features of BR‐STNs compared with G‐STNs, and tested the factors affecting their evolution. We find that (a) the scale of BR‐STNs is small, but potential is huge. The BR‐STNs present the features of small‐world, larger degree disassortativity, lower reciprocity, and smaller heterogeneity than G‐STNs. (b) The BR‐STNs are divided into three communities and their pattern is more stable than G‐STNs. (c) Luxembourg, Italy and Singapore are the core in BR‐STNs, but there is a gap compared with the USA, the UK and Germany. (d) Reciprocity, structural embeddedness, the clustering effect and stability play important roles in the evolution of BR‐STNs and these effects increased after the proposal of the BRI. Economy‐pairs with similar trade openness, urbanization rates and quality of institution, and with different GDP and per capita GDP are more likely to trade. Countries with higher GDP, trade openness or quality of institution are active. Sharing a language, religion, colonial relationship or border, signing regional trade agreements and using a common currency facilitate service trade between countries in BR.

ФІНАНСОВА СПРОМОЖНІСТЬ ДОРОЖНІХ ПІДПРИЄМСТВ — ЯК ОДИН ІЗ КРИТЕРІЇВ ДЛЯ УЧАСТІ У ПРОЦЕДУРІ ЗАКУПІВЛІ

Introduction. Financial capacity is a complex concept that is influenced by various financial and economic factors and is determined by the ability of the enterprise to perform its financial activities. One of the qualification criteria provided in [1] is the financial capacity availability, which is confirmed by financial statements. When fulfilling this criterion, enterprises are allowed to participate in the procurement procedure for performing of road works or services. Today, the analysis of financial condition according to the financial statements is a needed condition for evaluation the quality of financial and economic activities of the enterprise, and the determination of financial capacity of enterprises is essential and practical, because the economic level of the enterprise and the ability to analyze financial and economic activities depend on it. Problem statement. Requirements to the tender documents are set by the customer in order to verify the bidder, his ability to ensure the implementation of the procurement project and meet all the needed requirements. The customer needs to make sure that the public funds spent on the purchase will not be lost due to the financial problems of the contractor, as well as whether the contractor has sufficient financial capacity to perform road works. The criterion of financial capacity can be applied to any procurement, because it provides confirmation of the financial capabilities of the bidder. The need to consider this topic is to evaluate the financial capacity of road enterprises, the application of theoretical and practical approaches during the evaluation. Assessing and determining the level of financial capacity of road enterprises is an important task both in view of the needs of the enterprises themselves and in view of the customers of road works and services. Purpose. The purpose of the article is to highlight the theoretical and practical approaches to evaluation of the financial capacity of road enterprises, determination of the effectiveness of their activities based on the results of the evaluation and determination of bidders that will be allowed to participate in the procurement procedure. Given the need to establish the level of financial capacity as a result of the road company’s realization of its potential, it is important to identify and justify specific indicators of financial capacity and proposals for their practical application. Materials and methods. To determine the financial capacity of road enterprises, a set of scientific and methodological tools, economic and mathematical techniques and methods based on financial and statistical information about the activities of enterprises and indicators that affect it is used. In general, the procedure for evaluation of the financial capacity of road enterprises involves the following stages: collection of needed information and data on specific indicators that will characterize the financial state of the enterprise; calculation of indicators; comparing them with normative values. The financial statements of enterprises contain information on the state of enterprise finances, based on the analysis of which the main trends in the formation and use of financial resources of the enterprise, the reasons for changes, identifying strengths and weaknesses of the enterprise are determined, as well as reserves to improve financial condition in the future. It is for the assessment of the financial capacity of road enterprises a set of indicators for analyzing the financial condition of the enterprise is formed. Financial reporting data serve as a basis for calculating indicators. Results. The paper highlights the mechanism for evaluation of the financial capacity that will help to perform a comprehensive analysis of the financial activity of road companies and determine whether the company is allowed, given its financial capabilities, to participate in road works or services procurements. Evaluation of financial indicators and ratios will help for planning and forecasting the future activities of road companies for their participation in the procurement procedure for road works or services. Conclusions. When writing of the article provides an example of evaluation of the financial capacity, as well as its significance for the activities of road enterprises is determined. The coefficients and indicators proposed in the work can be used for objective evaluation of the financial capacity of road enterprises and will allow the following: to determine the degree of solvency of road enterprises, liquidity, the level of their financial stability and business activity, to determine their creditworthiness.

A Critical Analysis of the Effectiveness of Public Private Partnership in Enhancing Good Performance of an Entity

Purpose: The purpose of the study was to investigate factors that cause ZINARA to adopt PPPs, challenges faced in implementing PPP at ZINARA, and the extent to which the resources support through PPP affect ZINARA’s performance in road services delivery. Design/Methodology/Approach: The study made use of qualitative and quantitative data. Questionnaires and interviews were used to collect data. Findings: The factors that influenced ZINARA to adopt PPPs were, the need for financial resources, infrastructure development, improving efficiency, reducing poverty, and fueling economic growth. ZINARA was faced with challenges in implementing PPPs with Group Five, and these were: contract renegotiation, performance enforcement, political acceptability, lack of sound regulatory framework, lack of fulfillment of crucial formation requirements, lack of shared vision and win-win relationship, multiple interests of key participants and conflict between public and private sector officials in PPPs. Practical Implications: PPPs have improved ZINARA’s performance in road services delivery through safe travel to road users, improved quality of roads, more facilities in the roads, improved efficiency in road services, clean and attractive roads, improved revenue collection, and improved cost management strategies. Originality/Value: It considers the fact that the effective production of PPP projects was significantly enhanced when the private sector was engaged at ZINARA.

Interrelationships Among Factors Influencing Multimodal Transportation Efficiency of Agricultural Products in Thailand

Thailand is the world’s leading agricultural products exporter. The transportation of agricultural products in Thailand relies mainly on roads because of its extensive network and convenience. However, with the limited capacity, traffic congestion, air pollution, and high fuel prices, this transportation mode becomes less effective. The government, then, attempts to develop and promote multimodal transportation, especially rail and water modes, to reduce the logistics costs and increase the transportation network efficiency. This study extracts five key factors influencing multimodal transportation efficiency of agricultural products in Thailand, namely Multimodal Transportation Infrastructure, Operation, Multimodal Service Provider, Market, and Road Constraints factors, as well as examines their interrelationships using the structural equation modeling method. The results show significant direct and indirect relationships among the five key multimodal transportation efficiency factors. It is found that with better multimodal transportation-related operations, multimodal transportation market is improved through less use of road transportation and more multimodal service providers in the market. Moreover, policymakers should focus on improving multimodal transportation-related infrastructures, such as container yards, access roads to train station and port, and transshipment equipment, in order to increase multimodal transportation efficiency and encourage the use of multimodal transportation. Engineering managers can use the study results in decision-making of transportation mode selection. Policymakers in government sector may apply the study results to establish effective policies to achieve a sustainable transportation system, which, in turn, gives rises to national industrial competitiveness on a global scale.

PEMETAAN INDEKS TINGKAT PELAYANAN JALAN PONOKAWAN SAMPAI JALAN MAYJEN BAMBANG YUWONO KRIAN KABUPATEN SIDOARJO DENGAN METODE LINIER

The development of West Sidoarjo especially at Krian city has a major influence on the growth of suburban areas. By increasing the number and activity of the population, transportation is one of the principal parts that cannot be separated from the activity. This leads to quite complex traffic problems, especially traffic density problems. This research was conducted to analyze the Service Level Index (ITP) with linear regression method on Jalan Ponokawan until Jalan Mayjend Bambang Yuwono Krian. The survey was conducted in the morning (07.00-09.00), afternoon (12.00-14.00), and evening (16.00-18.00) to analyze the calculation of traffic volume, road capacity, and the speed of the free flow by using Manual Kapasitas Jalan Indonesia (MKJI) 1997. The Geographic Information System (GIS) can help to provide information on road service level index analysis in the form of thematic maps that are easy to understand. From the results of data analysis, a service level index (a) is calculated on each segment using linear regression method and the result of segment I is 0,093, segment II is 0.141, segment III is 0.074, segment IV is 0.210, segment V is 0.130, segment VI is 0.109, and segment VII is 0.113.

The Extent to which Public Private Partnerships Enhances Good Performance of an Entity

Purpose: The purpose of the study was to establish the effectiveness of public-private partnerships (PPP) in enhancing the performance of an entity, challenges faced in implementing PPP, and the extent to which the resources support through PPP affect performance in road services delivery. Design/Methodology/Approach: A desktop approach was used. The study made use of secondary data. Findings: The study established that factors that influenced companies to adopt PPPs were, the need for financial resources, infrastructure development, improving efficiency, reducing poverty, and fueling economic growth. Practical Implications: The study concludes that contract renegotiation, performance enforcement, political acceptability, lack of sound regulatory framework was some of the challenges prevailing. The study offers six policy recommendations to improve the performance of SEPs in Zimbabwe. Originality/Value: It considers the fact that PPP reduces pressure on government budgets due to the use of private financing for infrastructure and provides better value for money in public infrastructure provision.

Local Government Policy Evaluation Assessment in Domestic Waste Management (Case Study Approach to Evaluation of Road Sweep Service Performance in Kediri, Indonesia)

This study aims to determine government policies in domestic waste management carried out in the city of Kediri and evaluate the implementation of performance policies for domestic waste management in the city of Kediri. Based on law No.18 of 2008 concerning waste management, and the policy of regional regulation No.3 of 2015 concerning waste management in the city of Kediri. Based on these regulations, it is very important to strengthen the performance of the service officers in the road sweep in the city of Kediri. The research method used is a qualitative research method. Data is obtained through observation and analysis of secondary data, as well as primary data. The results of this study indicate that under the service performance indicators of street sweepers in Kediri City are still not efficient and road sweeping technical work is still not productive. The results of the study can be concluded based on local government policies in improving the performance of road sweeping services in the City of Kediri so that the performance of road sweeping officers is more optimal, then the Government of Kediri City is recommended to make standard operating procedures (SOP) for road sweeping officers in Kediri City.

Ride and Comfort Measurements - A Challenge of Subjective and Objective Correlation

<div class="section abstract"><div class="htmlview paragraph">Traditionally, vehicle ride and comfort is evaluated, subjectively as well as objectively. Based on the outcome of subjective and objective tests, it is refined by optimizing primary suspension system, secondary suspension system, seating system, rubber bushings, frame and BIW for mass, stiffness, damping, geometry etc. Many a time subjective assessment results stands in contradiction to the objective assessment results; emphasizing need for having good correlation between subjective and objective test results. In such cases, it is ambiguous to decide suitable design refinement action and can lead to no improvement situation. Hence, it is essential to have concurring test procedures for subjective and objective ride evaluation. This paper describes a novel methodology to address the above said challenge. There are defined set of test events and measurement data points to be used in subjective and objective testing. The subjective assessment is performed using clearly defined goals for what to look for and how to look for different ride and comfort attributes and sub attributes. Similarly for objective test, accelerations, displacements and loads are measured at defined locations on vehicle application specific, various types of service roads for long enough duration, to have no or minimum impact of road inputs or events having high kurtosis value, on the objective ride measurement results. Measured data is post processed separately to arrive at objective ride index value for each of the subjective attribute i.e. bounce, pitch, roll, head toss, bobbing, choppy ride etc… For this, set of measured data is processed and analyzed for interested and relevant frequency ranges instead of limiting it to ISO 2631. This approach provides direct comparison of subjective rating number and objective ride index value for each of the attribute. This new approach has proven very useful in refining the vehicle ride and comfort by achieving 85~90% correlation between subjective and objective test results.</div></div>

Estimation Method of Equivalent Units for Entering Vehicles at Highway Accesses

Equivalent units of vehicles are important parameters for road capacity and service level analysis. However, due to the fact that China’s existing road network has not yet included access roads into the technical grade system and lacks corresponding design specifications and technical standards, access points often have great impacts on highway traffic operations. Based on the characteristics of different types of vehicles at the highway entrance, this paper analyzes the physical significance of occupying space–time resources of lanes on the highway section under different traffic flow statuses when the vehicle at the access point enters the highway section. Furthermore, taking the passenger car as the standard vehicle, estimation models for equivalent units of vehicles at the highway and the access point are proposed respectively. Finally, the UAV aerial photography is used to collect field data, and an access point on Zhengzhou G107 with multiple vehicle types is used as an example for empirical analysis. Calculation results show that: (1) at the access point, the equivalent unit of each entering vehicle type increases with the increase of road traffic, and the more lanes occupied during the entry process, the higher the vehicle equivalent unit; and (2) at the access point, the equivalent unit of each vehicle type increases first and then decreases with the increase of the traffic flow speed on the highway section, which shows a boundary around 40 km/h. That is because, in the steady flow state between the free flow and the saturated flow, the headway is between that of the free flow and that of the saturated flow. The vehicle at the access point is more convenient when driving into the highway section, but it affects many vehicles on the road highway. At this time, the vehicle equivalent unit is also large.

Analysis Of Road Widening Reviewed From The Service Level Of Kedung Jajang – Ranuyoso, Lumajang

Indonesia is a developing country that has various problems, one of which is congestion. Congestion occurs because of the high population, population mobility and poor road facilities. The congestion that occurs in Lumajang Regency is on the Kedungjajang - Ranuyoso road. Congestion is caused by the high mobility of the population to work, and the high side barriers. The purpose of this study was to determine the cause of congestion, the amount of road capacity, and the comparison of the level of road service before and after widening the Kedungjajang - Ranuyoso road. Data collection uses measurement data analysis techniques and documentation that was carried out before and after the widening of the Kedungjajang - Ranuyoso road section. The results showed that the cause of congestion that occurred on Jalan Kedungjajang-Ranuyoso Lumajang was the lack of effective road width, the amount of traffic capacity of the Kedungjajang-Ranuyoso Lumajang road before the widening of the road was 2,291 smp/jam, the amount of traffic capacity of the Kedungjajang-Ranuyoso road Lumajang after road widening is 3069.94 smp/jam, changes in the level of service for the Kedungjajang-Ranuyoso road Lumajang before and after road widening have increased by 2 levels, which originally had a road service level value of "E" to "C" which means the condition the original flow before road widening was unstable current, the speed sometimes stopped, demand was approaching.

Azai Dosi Kfaang (Modern or Families of Newness): Kom Families from Village to Coast and Further Diasporic Spaces

This paper focuses on “families of newness”, which amongst the Kom of Northwest Cameroon are known as azai dosi kfaang. It argues that because of geographical and social mobility experiences, families have not remained static, and consequently, the further they go from the village the more modernized they become. In recent times, African societies as well as family histories have been concerned with connecting with those who have been left behind. As a result, the blueprint that marks out the African family today is found in its mobility both within and out of the continent. At the same time, what glues the family together is the newer forms of technologies encapsulated in Information Communication Technologies (ICTs), which include amongst many others the cell phone, internet, WhatsApp, and Twitter. Letters pre-dated these new technologies and were significantly used by migrant families to stay “in touch”. Families began in the village, and as newer technologies were introduced—motor cars, a postal service and motorable roads—they moved or thought about places further away. With later technological developments, such as air travel and the mobile phone, families found themselves in distant diasporic spaces. This paper therefore hopes to make a contribution that relates family history and the history of migration to technology and social change. It also has the great value of discussing an area that gets too little attention in historiography. Fundamentally, the paper attempts to compare and contrast the use of technology, the news that could be shared (welfare, births, or obituaries), the length between contacts, the ability to make visits in person, the tensions that cropped up between family members abroad and those back at home in two periods, the 1930s–1940s and the 1990s to the present. What did these periods have in common? What was different and why? For the purpose of clarity, I will start the paper with a short introduction about the area, the issues of family formation, and kfaang. The second part of the paper will focus on the discussion of the “newness” of those who migrated to more modern places and the role of technology. The third part compares/contrasts the connections of families in the two periods (1930s–1940s and 1990s-present) in order to flesh out the argument.

Pelaksanaan Keselamatan Dan Kesehatan Kerja (K3)Terhadap Upaya Zero Accident

The purpose of this study was to determine how the effect of the implementation of occupational safety and health (K3) and behavioral awareness (K3) of the depok-antasari toll road service operational officers on zero accident efforts at PT Citra Waspphutowa. This research was conducted on 48 respondents using a quantitative descriptive approach. By using two independent variables, namely the implementation of occupational safety and health (K3), awareness of behavior (K3) and one dependent variable, namely zero accident efforts. This study aims to determine the effect of the implementation of occupational safety and health (K3) (X₁) and awareness of behavior (K3) (X₂) on efforts to zero accident (Y). The results of this study show simultaneously (F test) the variables of the implementation of occupational safety and health. (K3) and awareness of behavior (K3) together have a positive and significant effect on zero accident efforts with a contribution value of 67.3%. Partially (T test) awareness of behavior (K3) has a positive and significant effect on zero accident efforts.