Jurnal Penelitian Sekolah Tinggi Transportasi Darat
ISSN 2086-6569 | e–ISSN 2776-351X
Web: http://jurnal.ptdisttd.net/

Volume 17 Issue 1 Year 2026 Pages 1-9
Terakreditasi Peringkat SINTA 2
DOI: 10.55511/jpsttd.v17i1.752

DETERMINANTS OF FACTORS RELATED TO INLAND
WATER TRANSPORT SAFETY CULTURE
Broto Priyono1,Wijianto2, Yulia Puspita Sari3, Novi Tri Susanto4
1, 3, 4 Manajemen Trasportasi Perairan Daratan, Politeknik Transportasi SDP Palembang,
Indonesia
2
Transportasi Darat, Politeknik Transportasi Darat-STTD
*E-mail: broto_prie@yahoo.com
Manuscript travel history
Date received February 5 2026, date revised April 17 2026, date approved Juni 18
2026, Date published online Juni 30 2026
Abstract
Inland water transport safety is an important issue in the context of community mobility and goods
transportation. However, inland water transport still faces various challenges in terms of safety. Data shows
that accidents on inland water transport still occur frequently. Therefore, the development of a good safety
culture among operators and users of inland water transport services is urgently needed. Safety culture is a
concept that describes the attitudes, values, and behaviours of individuals and organisations in prioritising
safety. Factors that can influence the safety culture of inland water transport crew members are knowledge
culture and individual commitment. This study was conducted in Dramaga 16 Ilir, Palembang City, with a
sample size of 100 inland water transport crew respondents. The results of the Structural Equation Model
analysis concluded that individual knowledge does not significantly influence safety culture. Meanwhile, the
factor of individual commitment has a positive and significant influence on the safety culture of inland water
transport crews on the Musi River.
Keywords: crew’s knowledge, individual commitment, inland water transport crew, safety culture.

INTRODUCTION
goods transportation, especially in countries such as Indonesia, which has many rivers anad lakes
as transportation routes. In Indonesia, inland water transport not only plays an important role in
supporting economic and tourism activities, but also serves the needs of communities in remote
areas that are difficult to reach by other means of transport. However, although inland water
transport offers various benefits, it also faces various challenges in terms of safety.
Data shows that accidents on inland water transport remain one of the main causes of injury and
death in the transport sector. Accidents in the inland water transport sector can be fatal, both for
passengers and the environment. Therefore, the development of a good safety culture among
operators and users of inland water transport services is essential.
Safety culture is a concept that describes the attitudes, values, and behaviours of individuals and
organisations in prioritising safety. In the context of inland water transportation, safety culture can
be influenced by various factors, such as public awareness and understanding of the importance of
safety, training for crew members, and the existence of supportive regulations. In many places, there
is still a perception that inland water transportation does not require strict safety standards, which
ultimately reduces awareness of the importance of safety culture.
This study seeks to identify and analyse the determinants of factors related to inland water transport
safety culture. These factors may include aspects of safety knowledge and individual commitment
to implementing transport safety norms. A better understanding of these factors is expected to
provide useful insights into designing strategies to improve safety culture, which in turn can reduce
accident rates and improve inland water transport safety.
Knowledge plays an important role in shaping individual behaviour in the context of safety.
Cognitive theory states that individuals who have a better understanding of risks and safety
procedures are more likely to adopt safe behaviour. This is explained by (Hsu et al., 2022) in the
form of an information processing model, in which individuals who have knowledge about hazards

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and how to mitigate them will be more responsive in risky situations. Meanwhile, (Luo et al., 2024)
states that knowledge about safety can change the way individuals think about risk, which then
influences their behaviour. In the context of safety culture, the creation of effective training
programmes can strengthen knowledge and, consequently, safety behaviour.
Cognitive Social Theory explain by (Cui, 2025)states that knowledge is acquired through
observation and social interaction. In organisations, if employees can observe their colleagues
complying with safety standards, they are more likely to follow suit. Knowledge acquired through
experience and example can shape safety values in a work culture. (Kuncowati et al.,
2024)Behavioural Law Model includes the understanding that knowledge of the risks and
consequences of unsafe behaviour shapes beliefs that can encourage preventive actions. When
individuals have a clear understanding of the consequences of their actions, they are more likely to
engage in safe behaviour.
In addition to knowledge, individual commitment to safety procedures and practices plays an
important role in promoting a culture of safety in the transportation sector.(Xu et al., 2023)
emphasises that every individual in the workplace must understand the existing safety systems and
feel responsible for their implementation. With accountability, individuals will be more proactive
in maintaining and improving safety standards. Improving the quality of human resources, including
individual commitment to safety, is essential in building a strong safety culture. Trained and
committed individuals will be more aware of the importance of safety and play an active role in its
implementation. Zang (2024) states that individual differences, such as personality and personal
tendencies, affect the level of compliance with safety regulations. Individuals with a high level of
commitment tend to be more compliant and play a role in shaping a positive safety culture.
Several indicators that can be used to assess individual commitment include compliance with safety
procedures, participation in safety training, reporting of incidents and unsafe conditions, use of
Personal Protective Equipment, perception of management commitment, involvement in safety
activities, and attitude towards safety. By understanding and measuring these indicators,
organizations can identify factors related to individual commitment that need to be improved to
strengthen their safety culture (Zhang et al., 2024).

METHOD
This research was conducted from April to September 2025 at the 16 Ilir River Port in Palembang
City, South Sumatra Province. The location was chosen because of its high river transportation
activity, both for passenger and freight vessels. The research method used in this study was
quantitative research, in which quantitative sampling was as important as qualitative sampling.
Quantitative research is the collection of numerical data, which is generally collected through
structured questions. Quantitative data collection is carried out by means such as satisfaction ratings,
production figures, and sales figures. This study explains the relationship between knowledge of
safety and individual commitment to inland water transportation safety culture.
The population in this study consisted of ship operators at Port of 16 Ilir in Palembang City. The
sample size was determined using the Slovin formula, resulting in 100 samples. The instrument
used in this study was a questionnaire distributed to 100 respondents.
The variables of knowledge about inland water transportation safety and individual commitment
referring to (Indonesia, 2015) concerning Safety Standards for Inland Water and Ferries
Transportation are presented in Table 1. and Table 2.
Table 1. Parameters of knowledge about inland water transportation safety
Code
P1
P2
P3
P4

Parameters
Knowing the regulations on shipping safety
Knowing how to use safety equipment
Understanding evacuation procedures in the event of an emergency on
board
Knowing the maximum load capacity of the ship

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P5
P6
P7
P8
P9
P10

Understanding the meaning of navigation signs
Knowing the procedures for boarding and disembarking
passengers
Knowing the procedures for loading dangerous goods on board a ship
Knowing the importance of regular inspections of the ship's hull and
engines
Knowing how to provide assistance to drowning victims
Knowing that the ship operator is fully responsible for the safety of the
ship's cargo (passengers and goods)

Table 2. Parameters of individual commitment about inland water transportation safety
Code
Parameters
KI 1
Commitment to comply with safety procedures even when in a hurry.
Commitment to continue to follow safety procedures even when no officer
KI 2
is supervising.
Commitment to always check the readiness of safety equipment before the
KI 3
ship operates.
Commitment to always use safety equipment (life jackets, gloves) when
KI 4
working on the ship.
KI 5
Commitment to remind colleagues if they do not comply with safety rules
Commitment to prefer to stop ship operations temporarily rather than
KI 6
continue work that risks accidents
Commitment to attend additional safety training outside regular working
KI 7
hours
Commitment to dare to report incidents/conditions that could potentially
KI 8
endanger safety
KI 9
I am willing to provide advice and input on safety to officers and colleagues
KI 10
I will feel proud if I can work safely in accordance with procedures
The dependent variable in this study was measured using the following parameters:
Table 3. Parameters of safety culture in inland water transportation
Parameters
Leaders/colleagues/crew members always emphasise the importance of
safety.
BK 2
Checking the condition of the ship and its engines is a routine task before the
ship is operated each day.
Regularly ensuring that safety equipment is always available in sufficient
BK 3
quantities and in good condition on board the ship.
BK 4
Always wearing life jackets while on board the ship during operation.
BK 5
Always keeping the ship's deck clean and free of items that could cause
tripping.
BK 6
Always ensure the vessel is stable before loading
BK 7
Always monitor weather conditions and river currents before and during
voyages
BK 8
Always maintain good communication with officers and fellow crew
members regarding safety issues
BK 9
Comply with work and rest schedules to prevent fatigue while on duty
Feel comfortable reporting accidents or near misses without fear of
BK 10
punishment for evaluation
Code
BK 1

The parameters in the questionnaire were tested for validity and reliability. The data obtained
through the questionnaire was then analysed using the Statistical Equation Model (SEM) method
with the help of Smart PLS statistical software.

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(Kline, 2023) explain that in creating a structural equation model or SEM, the first step is to review
various theories and literature that are relevant previous findings (previous relevant facts finding).
From the review and synthesis of theories and previous findings, a structural equation model is then
developed. This step is called creating a structural equation model specification.
(Hidayat & Wulandari, 2022) state that the initial basis of SEM analysis is a theory that is clearly
defined by the researcher. This theoretical basis then becomes a concept of interrelationships
between variables. The causal relationship between latent (unobserved) variables is not determined
by SEM analysis, but is constructed by the supporting theoretical basis. It can be said that SEM
analysis is useful for confirming a model based on existing empirical data. The expected result of
theoretical analysis is to determine conceptual and operational definitions for developing research
instruments that will be used to measure latent variables. The results of this stage can be used to
develop questionnaires or research instruments (Angelelli et al., 2025).
The structural equation depicted by the path analysis diagram is a representation of theory. Thus,
the paths connecting latent variables in the structural equation are manifestations or embodiments
of previously studied theories. Once the model specification and questionnaires have been obtained,
the next step is to determine the sample and its measurement. After that, the researcher estimates
the model parameters. At this stage, estimates can be made for each variable, followed by the
structural model or the full model. Then, conduct a goodness of fit test. If the model is still not a
good fit, modify or respecify the model.

RESULT AND DECISION
1.1 Measurement Model Evaluation
The measurement model evaluation analysis was conducted to ensure that the indicators in the
questionnaire were valid and reliable. Indicator validity is determined by the loading value (λ), which
indicates how much of the indicator's variance can be explained by the latent variable. An indicator
must be eliminated from the measurement model when the loading value (λ) is less than 0.5. The
following are the loading values (λ) obtained from the measurement model evaluation analysis:

Figure 1. Path diagram with Loading Factor values
Based on Figure 1, there are several indicators with a Loading Factor value of less than 0.5,
meaning that these indicators are invalid and need to be reduced. The following is the latest path
diagram after reduction:

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Figure 2. Path Diagram After Reduction of Invalid Indicators
Based on Figure 2, it can be seen that in the Knowledge section, there are only 5 valid indicators
(questions), namely P1, P2, P6, P9 and P10. In the Individual Commitment section, there are 2
invalid indicators, namely K4 and K7. Meanwhile, in the Safety Culture section, there are 3 invalid
indicators, namely BK3, BK4, and BK7. The description of the Outer Loading values for each
indicator is presented in the tables below. An Outer Loading value greater than 0.5 means that the
indicator is valid.
Table 4. Outer Loading Knowledge Variable
Item
Loading
P1
0.511
P2
0.744
P6
0.588
P9
0.734
P10
0.709
Based on the table above, all Knowledge variable indicators are valid because they have a loading
factor value above 0.5. This indicator adequately explains the variance of the latent variable. A
value > 0.5 ensures the indicator contributes at least 25% (0.52=0.25). A low loading value lowers
the Average Variance Extracted (AVE) and Composite Reliability (CR), resulting in inaccurate
research results.
Table 5.. Outer Loading Individual Comitment Variable
Item
Loading
KI1
0.676
KI2
0.590
KI3
0.549
KI5
0.673
KI6
0.780
KI8
0.680
KI9
0.742
KI10
0.686
Based on Table 5 above, all Individual Commitment variable indicators are valid because they have a
loading factor value above 0.5. This indicator adequately explains the variance of the latent variable.
A value > 0.5 ensures the indicator contributes at least 25% (0.52=0.25).

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Table 6. Outer Loading Safety Culture Variable
Item
Loading
BK1
0.678
BK2
0.550
BK5
0.760
BK6
0.738
BK8
0.640
BK9
0.710
BK10
0.546
Based on Table 6 above, all Safety Culture variable indicators are valid because they have a loading
factor value above 0.5. This indicator adequately explains the variance of the latent variable. A
value > 0.5 ensures the indicator contributes at least 25% (0.52=0.25).
Table 7. Composite Reliability and AVE Values of the Measurement Model
Variabel
Composite
Average variance
reliability
extracted (AVE)
Knowledge
0.794
0.504
Individual Comitement
0.869
0.656
Safety Culture
0.846
0.542
Based on the composite reliability values presented in Table 7, it can be seen that the three latent
variables have composite reliability values above 0.6. This means that the established indicators
have been able to measure each latent variable (construct) well, or it can be said that the three
measurement models are reliable. The better the convergent validity value, the higher the correlation
between the indicators that make up a construct. The AVE values shown in Table 4 indicate that the
three latent variables have AVE values above the minimum criterion of 0.5, so the convergent
validity measure is good or can be said to have met the convergent validity criteria.
1.2 Evaluation of the Structural Model
The structural model (inner model) is a model that describes the relationship between latent
variables, which are evaluated using path coefficients, R2, Q2 and GoF. The results of the path
coefficients and t-statistic values obtained through the bootstrapping process are shown in Table 5
as follows. From the results of the structural model evaluation, the relationship between the
Knowledge indicator section and the Safety Culture indicator section will be known. Similarly, the
relationship between the Individual Commitment indicator section and the Safety Culture indicator
section will also be known.
Table 8. Results of Path Coefficient Hypothesis Testing in Structural Models
Hipotesis
Original
Standard
T Statistics
p-values
Sample
Deviation
(|O/STDEV|)
(O)
(STDEV)
Knowlegde -> Safety
0.072
0.086
0.839
0.402 ts
Culture
Individual Commitment 0.787
0.066
11.942
0.000 **
-> Safety Culture
description: **: Significant of 5%,
Based on Table 8, the following conclusions can be drawn:

1. The Relationship between Knowledge and Safety Culture

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The path coefficient value (Original Sample) is 0.072 with a T-statistic value of 0.839 and a pvalue of 0.402. Since the p-value is > 0.05, this relationship is not statistically significant at a
95% confidence level. This means that an individual's knowledge of safety does not
significantly influence the culture of inland water transport safety. This indicates that
increasing knowledge alone is not sufficient to shape safety behaviour and habits in the inland
water transport environment.

2. The Relationship between Individual Commitment and Safety Culture
The path coefficient value of 0.787 with T-statistics of 11.942 and a p-value of 0.000 (< 0.05)
indicates that this relationship is statistically significant. Thus, individual commitment has a
positive and significant effect on inland water transportation safety culture. This means that the
higher the individual commitment to safety implementation, the better the safety culture that is
formed.
Evaluate the goodness of the model using the Predictive Relevance (Q2) value
Table 9. R-Square value on Struktural Model
Variabel Laten Endogen

R Square

Safety Culture

0.690

The total R2 value is used to calculate Predictive Relevance (Q2) because smartPLS does not have
a specific menu for calculating Q2. The Q2 value is used to validate the model. The Predictive
Relevance (Q2) value can be written as follows:
𝑄2 = 1 − {(1 − 𝑅1)} = 1 − {(1 − 0.690)} = 0.690
From the above calculation, we obtain a value of Q2 = 0.690, meaning that 69% of the variance in
the endogenous variable (safety culture) is explained by the exogenous variables (individual
knowledge and commitment), with the remainder explained by other exogenous variables not
included in the model.
To validate the model as a whole, the goodness of fit (GoF) was used. This GoF index is a single
measure used to validate the combined performance of the measurement model and the structural
model. The GoF value is obtained from the average communalities index multiplied by the R2
value of the model. GoF values of 0.1, 0.25, and 0.38 mean that the structural model is poor,
moderate, and good, respectively. The following are the results of the goodness of fit model
calculation:
Variabel
Knowledge
Individual
Comitement
Safety Culture
Average
GoF

Table 10. Goodness Of Fit
Average variance extracted (AVE)
0.504
0.656
0.542
0.567

R Square

0.690
0.690
0.391

Based on the table above, it shows that the GoF value is 0.391, which is categorised as a good GoF,
meaning that the model is good at explaining empirical data.
The test results show that individual knowledge about safety does not significantly affect the
culture of inland water transportation safety. This indicates that increasing knowledge alone is not
enough to shape safety behaviour and habits in the inland water transportation environment. The
level of knowledge can certainly be influenced by the level of education. The importance of
knowledge-based training programmes in building a culture of safety is emphasised.
Individual commitment has a positive and significant effect on inland water transportation safety
culture. This means that the higher the individual commitment to safety implementation, the better

Jurnal Penelitian Sekolah Tinggi Transportasi Darat, Volume 17 Issue 1 Year 2026 Pages 1-9

the safety culture that is formed. Every individual in the workplace who understands the existing
safety system and feels responsible for its implementation, with accountability, will be more
proactive in maintaining and implementing a safety culture.
To build a high level of commitment to safety among ship operators, conduct regular and structured
training, implement a robust safety management system such as the ISM Code, ensure compliance
with regulations and procedures, and lead by example by emphasising the importance of safety
equipment, consistent use and proper maintenance. The following are several strategies to ensure
ship operators have a high commitment to safety, involving culture, management, and crew
development, among others:
1. Building a strong safety culture requires commitment from top management, transparency and
open communication, a focus on behaviour, and collaboration.
2. Implementing an effective safety management system through the application of realistic
procedures, regular audits and reviews, prevention and maintenance, and regulatory
reinforcement.
3. Improving the skills and knowledge of operators through continuous training and education,
basic safety training, knowledge of emergency procedures, supervision and mentoring.
4. Providing ongoing support and motivation through workload and fatigue management, positive
reinforcement, a humanistic approach, and clear and fair sanctions.
5. Utilising technology and innovation through modern equipment, safety gear, and data-based
information.

CONCLUSION
Based on the results of the analysis that has been carried out, the following conclusions have been
drawn:
1. Individual knowledge of safety does not have a significant effect on inland water transportation
safety culture. This indicates that increasing knowledge alone is not enough to shape safety
behaviour and habits in the inland water transportation environment.
2. Individual commitment has a positive and significant effect on inland water transportation safety
culture. This means that the higher an individual's commitment to implementing safety, the better
the safety culture that is formed.

THANKS
Thank you for Politeknik Transportasi Sungai, Danau dan Penyeberangan Palembang and all
parties involved in this research.

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