Articles
<![CDATA[Should I Trust Social Media? How Media Credibility and Language Affect False Memory ]]>
<![CDATA[Maulina, Dewi]]>;
<![CDATA[Hakim, Ishaq Mahmudil]]>;
<![CDATA[Arasy, Ladayna Nurul]]>;
<![CDATA[Millatina, Marsa Dhiya]]>;
<![CDATA[Siregar, Ermanda Saskia]]>
<![CDATA[ Jurnal Psikologi Vol 47, No 3 (2020) ]]>
Publisher : <![CDATA[Faculty of Psychology, Universitas Gadjah Mada ]]>
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DOI: 10.22146/jpsi.54356
<![CDATA[This study examined the influence of credibility and .language in Internet-based media on false memory. A randomized factorial 2 (media credibility) × 2 (language) experimental design was conducted with 106 college students. The two groups of media credibility consisted of social media (LINE) and non-social media (detik.com), while media language consisted of formal and informal language. A confidence test was used to measure false memory. A two-factor ANOVA showed that media credibility significantly affects false memory. Participants in the detik.com group were more confident in the information received and had greater false memory than the LINE group. However, no significant effect of language was found, and no significant interaction effect between media credibility and language on false memory was found. This study suggests that individuals should be cautious when reading information on non-social media platforms, as individuals tend to place more confidence on the source, leading to greater false memory.]]>
<![CDATA[Peran Norma Deskriptif dan Kepribadian terhadap Perilaku Melawan Arah pada Pengendara Sepeda Motor ]]>
<![CDATA[Aflah Zakinov Irta]]>;
<![CDATA[Dewi Maulina]]>;
<![CDATA[Guritnaningsih A. Santoso]]>
<![CDATA[ Psympathic : Jurnal Ilmiah Psikologi Vol 8, No 1 (2021): PSYMPATHIC ]]>
Publisher : <![CDATA[Fakultas Psikologi, Universitas Islam Negeri (UIN) Sunan Gunung Djati Bandung ]]>
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DOI: 10.15575/psy.v8i1.10748
<![CDATA[This study aims to investigate the role of descriptive norms and personality traits in predicting contraflow riding behavior among motorcyclists. A correlational study was conducted to 156 riders who have the active riding licenses, aged 17 to 51 years old. Participants was given validated scenarios to measure descriptive norm and the contraflow riding behavior, and the Indonesian adapted version of the Big Five self-report to measure extraversion and conscientiousness traits. The results show that descriptive norms have a significant role in predicting contraflow riding behavior. Age has also a significant role in predicting contraflow riding behavior. When the riders perceived that many riders perform contraflow behavior and the younger their age, they are more likely to perform the contraflow riding behavior. Based on this study, the policy makers should make a serious effort in developing the descriptive norms to reduce contraflow riding behavior, especially among young motorcyclists.]]>
<![CDATA[Traffic Signs Comprehension among Motorcyclists: The Effect of Sign Type and Sign Familiarity ]]>
<![CDATA[Dewi Maulina]]>;
<![CDATA[Elsa Andini]]>;
<![CDATA[Diza Tanri]]>;
<![CDATA[Noviopatra Kamsanih]]>;
<![CDATA[Shabrina Mazaya]]>;
<![CDATA[Tamara Zhafirah]]>
<![CDATA[ Humaniora Vol. 13 No. 1 (2022): Humaniora ]]>
Publisher : <![CDATA[Bina Nusantara University ]]>
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DOI: 10.21512/humaniora.v13i1.7379
<![CDATA[The research aimed to examine the effect of sign types and sign familiarity on traffic sign comprehension. A mixed factorial design experiment involved manipulating two sign types (symbols vs symbols and text) and two sign familiarity (familiar vs unfamiliar) of a traffic sign, with sign familiarity as a within-subject factor. Previous studies had found a relationship between the lack of traffic sign comprehension and accident likelihood. However, there was still a lack of research examining the sign characteristics that influence sign comprehension among motorcyclists. Participants were 86 young riders aged 18 to 25 who had a minimum of three years of riding experience in Jakarta, Bogor, Depok, Tangerang, and Bekasi (Jabodetabek) areas. Participants were given warning signs; then, sign comprehension was measured using sign comprehension time and sign comprehension level. The results show that there is a significant effect of sign familiarity and interaction between sign types and sign familiarity on sign comprehension time. On the other hand, sign types, sign familiarity, and interaction between sign types and sign familiarity have a significant effect on sign comprehension level. The implication of the research is that sign familiarity and sign type must be taken into consideration in designing effective traffic signs, especially warning signs, to facilitate riders in understanding traffic signs more quickly and accurately.]]>
<![CDATA[EVALUATING OF POLICE GOES TO SCHOOL PROGRAM IN IMPROVING TRAFFIC SAFETY IN WEST JAVA ]]>
<![CDATA[Dewi Maulina]]>;
<![CDATA[Guritnaningsih Guritnaningsih]]>;
<![CDATA[Dewa Fajar Bintamur]]>
<![CDATA[ Journal of Indonesia Road Safety Vol 3 No 1 (2020): Journal of Indonesia Road Safety ]]>
Publisher : <![CDATA[Traffic Accident Research Center, Indonesia Traffic Police Corps and University of Jember ]]>
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DOI: 10.19184/korlantas-jirs.v3i1.16767
<![CDATA[This study aims to describe of the implementation of the Police Goes To School (PGTS) education program and evaluate the effectiveness of the PGTS education program to improve traffic safety among junior and senior high school students, particularly in West Java. The study was conducted using mixed design in schools that received the PGTS program and those who did not get the PGTS program. Interviews were conducted with 4 teachers and 8 police officers. We distributed questionnaires to 202 junior high school students and 173 senior high school students in Bogor and Cirebon, which measured knowledge, attitudes and behaviors related to traffic safety. The results showed that the implementation of the PGTS program to junior high school students is effective in increasing students' knowledge about traffic rules and attitudes towards traffic order. For high school students, the PGTS program is effective in increasing the frequency of safe riding behavior. In the implementation of the PGTS program, there are still limitations in the variety of delivery methods by the police. They use mostly the lecture and simulation methods. On the school side, the efforts made tend to be mainly in the form of appeals. Other approaches such as incorporating curricular learning have not been touched to teach traffic safety to students. Penelitian ini bertujuan untuk melihat gambaran pelaksanaan program edukasi Police Goes To School (PGTS) dan mengevaluasi efektivitas program edukasi PGTS untuk meningkatkan keselamatan berlalu lintas di kalangan siswa SMP dan SMA, khususnya di Jawa Barat. Penelitian dilakukan menggunakan mixed design pada sekolah yang mendapatkan program PGTS dan yang tidak mendapatkan program PGTS. Wawancara dilakukan terhadap 4 orang guru dan 8 orang petugas kepolisian. Penyebaran kuesioner dilakukan pada 202 siswa SMP dan 173 siswa SMA di Bogor dan Cirebon, yang mengukur pengetahuan, sikap dan perilaku yang berhubungan dengan ketertiban lalu lintas. Hasil penelitian menunjukkan bahwa pemberian program PGTS pada siswa SMP menunjukkan efektivitas dalam meningkatkan pengetahuan siswa tentang peraturan lalu lintas dan sikap terhadap ketertiban berlalu lintas. Pada siswa SMA, program PGTS efektif dalam meningkatkan frekuensi perilaku mengendarai sepeda motor secara aman. Dalam pelaksanaan program PGTS, masih terdapat keterbatasan dalam variasi metode penyampaian program yang dilakukan polisi. Pelaksanaan program lebih banyak hanya menggunakan metode ceramah dan simulasi. Di pihak sekolah upaya yang dilakukan juga cenderung hanya berupa himbauan. Pendekatan lain seperti memasukkan dalam pembelajaran kurikuler belum tersentuh untuk mengajarkan keselamatan berlalu lintas pada siswa.]]>
<![CDATA[ANALYSIS OF SPEED AND SOCIAL-PSYCHOLOGY FACTORS OF SPEEDING BEHAVIOUR ON DRIVERS IN DKI JAKARTA ]]>
<![CDATA[Andyka Kusuma]]>;
<![CDATA[Dewi Maulina]]>;
<![CDATA[Almatrisa Mustika Hutami]]>
<![CDATA[ Journal of Indonesia Road Safety Vol 2 No 3 (2019): Journal of Indonesia Road Safety ]]>
Publisher : <![CDATA[Traffic Accident Research Center, Indonesia Traffic Police Corps and University of Jember ]]>
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DOI: 10.19184/korlantas-jirs.v2i3.15022
<![CDATA[Increased vehicle speed will affect the increase in reaction time and distance to stop and the increased possibility of errors that can be done by the driver. The most common cause of accidents faced by many countries is a high speed and exceeding permitted limits because they contribute to the problem of the number and number of fatalities of accident victims. Setting the maximum speed limit can reduce the risk of accidents. The higher the speed, the greater the stop distance needed, and the risk of accidents increases. Kecepatan kendaraan yang meningkat akan berpengaruh terhadap peningkatan waktu reaksi dan jarak untuk berhenti serta meningkatnya kemungkinan kesalahan yang dapat dilakukan oleh pengemudi. Faktor penyebab kecelakaan yang paling sering dihadapi oleh banyak negara adalah kecepatan tinggi dan melebihi batas yang diijinkan karena ikut berkontribusi pada permasalahan jumlah dan kefatalan korban kecelakaan. Mengatur batas kecepatan maksimum dapat menurunkan resiko kecelakaan. Semakin tinggi kecepatan, maka semakin besar jarak berhenti yang dibutuhkan dan resiko kecelakaan semakin meningkat.]]>
<![CDATA[FAKTOR SOSIAL PSIKOLOGIS PERILAKU MENGGUNAKAN HELM PADA PENGENDARA SEPEDA MOTOR: STUDI DI WILAYAH DEPOK ]]>
<![CDATA[Guritnaningsih Guritnaningsih]]>;
<![CDATA[Dewi Maulina]]>;
<![CDATA[Ermanda Siregar]]>
<![CDATA[ Journal of Indonesia Road Safety Vol 1 No 2 (2018): Journal of Indonesia Road Safety ]]>
Publisher : <![CDATA[Traffic Accident Research Center, Indonesia Traffic Police Corps and University of Jember ]]>
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DOI: 10.19184/korlantas-jirs.v1i2.14783
<![CDATA[An impact to the head when it is not protected by a helmet generally results in brain injury and may result in death. The current study aimed to identify the psychosocial factors that play a role in helmet wearing behavior among motorcyclists. A mixed-method approach was used on a sample of active motorcycle riders in Depok area who are in early and middle adulthood. Data were collected using a questionnaire and a Focused Group Discussion. The results showed a difference between adults under 25 years and adults over 25 years in their attitude towards helmet use. Level of education and attitude were also both found to be significant predictors of helmet use. Findings of the study imply the need for a more structured effort to build a positive attitude towards helmet use, especially among younger motorcycle riders. Benturan pada kepala yang tidak dilindungi oleh helm umumnya menyebabkan kerusakan pada otak dan berujung pada kematian. Penelitian ini bertujuan untuk mengidentifikasi faktor sosial psikologis yang berperan pada perilaku menggunakan helm pada pengendara sepeda motor. Pendekatan yang digunakan adalah mixed-method, dengan sampel pengendara sepeda motor aktif di wilayah Depok, yang berusia dewasa muda dan dewasa menengah. Pengumpulan data dilakukan dengan menggunakan kuesioner dan diskusi kelompok terfokus (Focus Group Discussion) . Hasil penelitian ini menunjukkan bahwa terdapat perbedaan sikap terhadap penggunaan helm antara pengendara sepeda motor berusia di bawah 25 tahun dan yang berusia di atas 25 tahun . Ditemukan juga bahwa tingkat pendidikan dan sikap merupakan prediktor yang signifikan terhadap penggunaan helm. Implikasi penelitian ini adalah dilakukannya upaya yang lebih terstruktur untuk pembentukan sikap positif pada para pengendara sepeda moto r terutama pengendara usia muda.]]>
<![CDATA[KELALAIAN MANUSIA (HUMAN ERROR) DALAM KECELAKAAN LALU LINTAS: ANALISIS BERDASARKAN PEMROSESAN INFORMASI ]]>
<![CDATA[Guritnaningsih Guritnaningsih]]>;
<![CDATA[Tri Tjahjono]]>;
<![CDATA[Dewi Maulina]]>
<![CDATA[ Journal of Indonesia Road Safety Vol 1 No 1 (2018): Journal of Indonesia Road Safety ]]>
Publisher : <![CDATA[Traffic Accident Research Center, Indonesia Traffic Police Corps and University of Jember ]]>
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DOI: 10.19184/korlantas-jirs.v1i1.14772
<![CDATA[Indonesia face a serious problem of high number of death caused by traffic accidents. All this time human error or human negligence are considered as the cause of traffic accidents. The aim ot this study is to analyze the factors of causes and the dynamics of the traffic accidents from the drivers’ cognitive factor. Four wheel vehicles drivers and motorcyclist who were the prepetrators of traffic accidents were interviewed. Result of this study shows that negligence in recognizing situations as well as in making decision while driving becomes dominant factors in human error. The implication of this study is to re-evaluate the policy of driving license requirements, and the socialization program about safety on the road. Tingginya angka kematian akibat kecelakaan di jalan raya merupakan masalah serius yang dihadapi oleh Indonesia. Selama ini human error atau kelalaian manusia seringkali ditunjuk sebagai penyebab terjadinya kecelakaan lalu lintas. Penelitian ini bertujuan untuk menganalisis faktor penyebab dan dinamika terjadinya kecelakaan lalu lintas ditinjau dari faktor kognitif yang ada pada diri pengemudi/pengendara. Wawancara dilakukan terhadap pengemudi kendaraan roda empat dan pengendara sepeda motor yang berperan sebagai pelaku terjadinya kecelakaan lalu lintas. Hasil penelitian menunjukkan bahwa kelalaian dalam mengenali situasi dan kelalaian dalam membuat keputusan bertindak dalam mengemudi/mengendara menjadi faktor dominan dalam human error. Implikasi dari peneltian ini adalah dapat dikembangkannya kebijakan bagi persyaratan perolehan Surat Ijin Mengemudi dan program sosialisasi keselamatan di jalan raya.]]>
<![CDATA[Cognitive Behavior Therapy Compare To Campaign Advertisement Programs In Reducing Aggressive Driving Behavior ]]>
<![CDATA[Santoso, Guritnaningsih A.]]>;
<![CDATA[Maulina, Dewi]]>;
<![CDATA[Indirasari, Dyah T.]]>;
<![CDATA[Saraswati, Ina]]>
<![CDATA[ Makara Human Behavior Studies in Asia Vol. 15, No. 2 ]]>
Publisher : <![CDATA[UI Scholars Hub ]]>
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<![CDATA[This study was conducted to examine the effectiveness of three intervention programs, i.e. CBT (Cognitive Behavior Therapy), humor appeal advertisements (positive ads), and fear appeal advertisements (negative ads) in reducing aggressive driving behavior. 196 young adults age between 18–35 years old, who are considered to be at risk in performing aggressive driving behavior had completed four self report inventories. The four inventories measures perception on traffic conditions, degree of frustration, anger emotion, and driving behavior. Analysis of mix factorial desigm shows that CBT intervention program is more effective than the advertising intervention program, particularly in reducing the degree of frustration and emotional upset. However, no significant difference between humor appeal and fear appeal advertisements in reducing the level of frustration and anger emotion. Moreover, CBT program as well as the other two advertising intervention programs is not sufficient enough to reduce driving behavior. Based on the A-BC Theory of Emotonal Arousal proposed by Ellis, this result indicates that safety driving behavior (factor C) among young drivers cannot be achieved through these intervention programs, although their belief and emotion (factor B) has been changed. This study implies that other modification behavior technique, i.e. strong penalty from the author (police) is needed to encourage safer driving behavior of Indonesian young driver]]>
<![CDATA[Human Error in Traffic Accidents: Differences between Car Driver and Motorcyclist Experiences ]]>
<![CDATA[Santoso, Guritnaningsih P.]]>;
<![CDATA[Maulina, Dewi]]>
<![CDATA[ Psychological Research on Urban Society Vol. 2, No. 2 ]]>
Publisher : <![CDATA[UI Scholars Hub ]]>
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<![CDATA[Traffic accidents are one of the main causes of death in Indonesia, with human error being found to play a major role. The aim of this study is to analyze the human error factors that contribute to car and motorcycle traffic accidents. The data were collected from interviews with five car drivers and five motorcyclists from five Indonesian cities (Aceh, Pekanbaru, Semarang, Pontianak, and Gorontalo). The research found that there were no recognition error and decision error differences between car drivers and motorcyclists as both made recognition errors such as misestimations of distance and speed, and both made decision errors such as not avoiding a situation immediately, and performance errors such as stepping on the gas pedal by mistake. However, they were differences in other errors. For example, drivers tended to become sleepy, whereas motorcyclists felt tired, under time pressure, and did not have proper licenses. The results of this study could be used to make drivers/riders more aware of the cognitive aspects that contribute to road safety.]]>
<![CDATA[Why Riders Perform Risky Riding Behavior in Jakarta: The effects of Hazardous Situations and Gender on Risk Perception ]]>
<![CDATA[Maulina, Dewi]]>;
<![CDATA[Danilasari, Keyni Regina]]>;
<![CDATA[Nazhira, Fara]]>;
<![CDATA[Jufri, Satara Samia]]>
<![CDATA[ Psychological Research on Urban Society Vol. 1, No. 1 ]]>
Publisher : <![CDATA[UI Scholars Hub ]]>
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<![CDATA[The relationship between risky riding behavior and traffic accidents has been identified in previous research. However, there is limited research that focuses on the interaction between internal and external factors and the effect this has on riders’ risky riding decisions. The aim of this study is to examine the effect of hazardous situations and gender on risk perception and risky riding behavior among motorcyclists. We focus on lane-splitting behavior as one of the most common risky riding behaviors among motorcyclists in Jakarta. A 2×2 mixed-groups factorial ANOVA (hazardous situation × gender) was conducted with 72 participant riders, male as well as female. Participants were asked to read different scenarios and watch six video clips that showed pro-risk and anti-risk hazardous situations. At the end of each clip, participants answered questions related to risk perception and lane splitting decisions. Results show that hazardous situations have a significant effect on each dimension of risk perception and on risky riding behavior. However, results suggest that gender has a significant effect only on two dimensions of risk perception, namely, efficacy and worry and insecurity. We also found a significant effect of the interaction between hazardous situations and gender on risk perception, which is the dimension of the likelihood of an accident. Based on the results of this study, it can be concluded that it is important for law enforcement to consider the role of risk perception when granting motorcycle licenses.]]>
