ESSAY

MSc Road Management and Engineering

Module: Road Safety
University of Birmingham

Student Group

Group Members:

Anawaydicyta Iv Karamasa, Jiawei Zhou, Jiaqi Yang, and Qile Wu

Submission date: 19 November 2017

1. Introduction
In Malaysia, 7152 fatalities because of road accidents were recorded in 2016 [1], there
was a 6.7% increase compared to 2015. In these cases, more than 50% of the road
accident fatalities involved motorcyclists. In 2009, it is reported that motorcycle
fatalities increased to 4070 occupying 60% of fatality distribution, which was nearly 3
times than car fatalities [2]. Also, the situation still deteriorates in 2015 since the
motorcycle fatalities reached 63% [1]. Furthermore, the total number of motor
vehicles within Malaysia still increase (see Fig.2) and reach 12.9 million in 2017 [3],
which leads to a higher risk of the road accident.

Therefore, the significant problem of road accident involved motorcycle requires

urgent improvement. This paper attempts to analyze the reason for the motorcycle
accident in Malaysia and the key trends of relative data. In the meantime, providing
some suggestions to reduce the risk of motorcycle and analysing the barriers to
implementation.

2. Methodology
The motorcycle fatal accident data is analyzed regarding growing trend and maximum
values by type of location, age, type of license, injury and collision, helmet and
income. The data comes from various sources, such as the Malaysian Royal Police
Department, Department of Statistic, World Health Organization (WHO) reports and
International Traffic Safety Data and Analysis Group reports. The main core of the
motorcycle fatalities accident data comes from the Malaysian Royal Police
Department.

3. Analysis

According to the number of casualties by category of road user in the country in 2013
(see Table 1) [4], it is demonstrated that 4294 motorcyclists fatalities from road
accidents, accounting to 62.1% of all fatalities, over three times than motorists. Also,
the total number of casualties of motorcyclists has the highest proportion than other
groups (63.8%). (see Fig.3)
 Fig.1. Injuries among Motorcyclists from 2000 to 2010 [5]

25
22.7
21.4
20.19
20 18.54
16.7717.52
15.79
14.82
15 13.12
12.19
11.39
10.02 10.7
9.39
10
7.57 8.41 8.8
6.81

Fig.2. Total number of motor vehicle in Malaysia from 1994 to 2012

(Source: Department of Road Transport, 2013)

 Table 1

Road casualties by road user group [4]

Fig.3. The number of Motorcyclist Fatalities and other Road Users from 1985 to 2010 [5]

3.1 Motorcycle crashes by location

The majority of motorcycle fatalities occur in rural areas (61%), compared to only 8%
in cities (2009), see Fig.4 [2]
In Figure 5, the greatest majority of motorcycles fatalities occur in straight roads
(66.0%). And the total percentage of staggered junction, interchanges and
roundabouts is only 1.3%. (2009)

Fig.5. percentage motorcycle fatality on various part of road network in 2009 [2]

3.2 Motorcycle fatalities by various age groups

Table 2

Motorcycle fatalities by age [5]

According to PDRM (2009), the age group of 16-20 contributes the highest figure of
motorcycle fatalities during the period from 2005 to 2010, which occupied a sixth of
total fatalities. In addition, the trend for this group of motorcycle fatalities increased
19% (2009) and 10.1% (2005) respectively compared to 2010. (see in Fig.6)
 2005 2009 2010

4000

3500

3000

2500

2000

1500

1000

500

0
0-5 6月10日 11--15 16--20 21--25 26--65 >65

Fig.6. The number of motorcycle fatalities aged 16-20 from 2005 to 2010. [2]

3.3 Motorcycle fatalities associated with various type of license

As seen in Fig.7, although 34% of motorcycle fatalities have ‘full license’, there are
still 35% of the fatalities do not have a valid license [2].

license
2%
Small
town Full No
19% license license
Town <5 years 35%
12% 29%
Rural
City 61% Full
8% license
>5 years
34%
No license Full license >5 years
Rural City Town Small town Full license <5 years license

Fig. 4. Motorcycle fatalities based on area type [2] Fig.7. Motorcycle fatalities by type of license [2]
 3.4 Motorcycle fatalities by type of injury and helmet worn

In Fig.8, Sixty-three percent (63%) of motorcycle fatalities is the injury to the head,
while the total percentage of other single injuries is less than 20% [2].

It is obvious that helmet is significant to protect head for motorcyclists. As shown in

Fig.9, the majority of fatalities wear a helmet, even though still 20% of motorcycle
fatalities do not wear a helmet.

Fig.8. Motorcycle fatalities by type of injury [2] Fig.9. Motorcycle fatalities by type of helmet worn [2]

3.5 Conclusion (Summary Case)

Both speeding and less traffic control are the critical cause of motorcycle accidents in rural
areas. In rural areas, riding motorcycles is considered a tradition because of low income.
Those motorcycle fatalities more easily happen in rural areas（61%） may be due to higher
speeds made by lower traffic volumes and less traffic control [6,7]. Considering rural
residents have a low level of education, it is common for them to over-speed for convenience.
Also, studies have demonstrated that fatal motorcycle crashes are likely to occur on straight
road sections (66%) that encourage speeding.
In Malaysia Teenagers aged between 16 and 25 are among the most commonly involved in
motorcycle fatalities. Most of them have no licenses, which is also common in other age
groups (35%), or have less than three years of experience. Hence, young motorcyclists are
inexperienced, lack proper riding skills, are impulsive, often show risky behaviour especially
in the backward countryside [5]. It has also been shown that young motorcyclists ride for
enjoyment, expression, and thrill [8], and in doing so, they tend to violate traffic laws, e.g. by
not wearing helmets and ignoring the speed limit. The injury caused by motorcycle fatalities
is mainly to the ‘head’ and face (69%) and reportedly found more often in young
motorcyclists. Another perspective on motorcycle fatalities among young Malaysians may be
the aspect of ‘limited-choices’. It seems that motorcycle is the wiser choice for the young
person since they cannot afford a car.

4．Recommendation

There was a series of road engineering programme utilised to improve the safety of the road
condition for the motorcyclist in Malaysia. However, the accident rate, casualties and
fatalities of the motorbike is horrible.

The road condition can be improved from the accident prevention and accident reduction,
which the accident prevention is the proactive action set for long-term consideration and the
accident reduction is the reactive action taken to reduce the happened accident.

4.1 Accident Prevention

4.1.1 Legislation

The main legislation (Road and Transport Act) of Malaysia was issued in 1987, and there is
also some legislation in each of the states for traffic regulations, public transport and helmet
and seatbelt wearing. The stringent and systematic implementation of the law is required,
which means that for the law-breaker, the punishment to law-breaker should be strict, the
policeman should fine them or imprison them if the violation is serious and for the law-
executor, the enforcement should be strict without favouritism. Consider the judicial injustice
of Malaysian police officers, a legislation of stringent enforcement of traffic law should be
issued to modify the behaviour of the people in judicial court. Moreover, the exposure control
and monitoring such as surveillance camera and speed camera could be provided at the
significant area. [10] [11] [12][20]
Moreover, consider the risk-taking behaviour is hard to modify in a short time, legislation is
the efficient way to lower harm of the propensity to take the risk. The high speed of
motorcyclists, especially at straight roads, is one of the critical causes of the high casualties.
Hence, the speed limiter should be installed. [10] [11][20]

From the data, it indicated that young men aged 16 to 20 occupy the highest 19% fatalities
who commonly have no licenses, have insufficient experience or are under the legal age.
Moreover, the young male motorbike riders lack proper driving skills and tend to take risks.
Hence, the stringent exam of motorcycle license is required, which is vital to shift public
behaviour to good spirits.[11] [20]

4.1.2 Education and Helmet

According to the data, 76% of injured motorcyclist wear their helmet. However, research
indicated that over 50% motorbike riders wear the helmet unproperly or choose the wrong
size helmet which may reduce the protection of helmet when accidents occur. [16] Over two-
thirds million children do not wear the helmet or wear the inappropriate helmet, and the head
injuries of children are much higher than adult. [13] Hence, people need to wear the helmet
correctly and prepare proper size helmet for them.

It is implied that most casualties are low-income and low-education people, a long-term
strategy is important to raise the awareness of public road safety, such as commercials, media
campaigns, the education programme in schools, even a festival to remind road safety
organised by judicial system. [11][12] These way are like the basic-traffic-law education for
people, especially for children.

4.2 Accident Reduction

This study implies that right-of-way violation by other road users and lack of conspicuity of
motorcycles are the two main causes of motorcycle crashes in Malaysia, which could be
improved by a series of engineering programmes.

4.2.1 Exclusive motorcycle lanes

The population of motorcycle are segregated from the fast-moving vehicle by the exclusive
motorcycle lane, which could reduce the influence of the mixed flow of speed differentials
and the motorcycle accidents caused by intervention. Therefore, more exclusive motorcycle
lanes should be constructed on the road.[20] But Tung [9] indicated that due to the
inappropriate design criteria of the motorcycle line, the high fatalities still exist in the
motorcycle line. Therefore, new design criteria for the fast and high flow of motorbikes
should be issued to replace the existing one for cycle tracks in the future. Moreover, a better
guardrail system which could be used as the protection agent instead of narrow surface
objects for motorcyclists is vital for a safer road environment. [9][10]

4.2.2 Headlight and fluorescent jacket

Based on the data, the number of the crash is high during the daytime and the low visibility of
motorcyclists is the main reason for the vehicle-motorcycle crashes. [17] [18] Operating head
lighting and wearing fluorescent jacket could increase the visibility of the motorcyclists,
which could reduce the response time of the drivers of other vehicle. Two preliminarily
research of wearing head lighting in Malaysia indicated that it managed to decrease the fatal
crash by approximately one-third. [19][20] Hence, it is effective to protect the motorcyclists
by imposing the legislation and implementation of the head lighting and fluorescent jacket
both the daytime and nighttime.
Tabel 3 Summary of Recommendation

References
Umar (2006)

Khan, et al.,

Davoodi, et
Umar et.al.,

Tung,et.al.,

al., (2015)

al., (2016)

al., (2016)
Sultan, et

Eusofe, et
No.

(1995)

(1996)

Bednar
(2000)

(2008)

(2015)

Recommendation
Radin

Accident prevention (proactive action)

Legislation
1 Legislation of Speed limited √ √ √

Legislation to modify the

2 √ √ √
behavior of law-executor

Stringent enforcement of
3 √ √ √
traffic law with punishment
Exposure control and
4 √ √ √ √
monitor
Education
5 Wearing helmet √ √
Stringent exam of
6 √ √
motorcycle license
A long-term strategy of
education (by commercials,
7 √ √
media campaigns, the
school syllabus)
A special day to remind
8 √
road safety
Accident reduction (reactive action)
9 Exclusive motorcycle lanes √ √ √ √
9.1 Maintenance regularly √
9.2 A new suitable design
√
criteria
9.3 A better guardrail
√ √
system on the roadside
Wearing Headlight and
10 fluorescent jacket both √ √ √ √
daytime and nighttime
5. Barrier of Recommendation

5.1 Behaviour and Legal Consciousness

Psychologically obedience behaviour is related to people's legal consciousness. Someone has

a high-level legal awareness if his/ her response is by applicable law where the law adopted
(Klavert, 2007) [21]. In brief, everyone should have legal consciousness as well as obey the
traffic law. On the contrary, if they do not have it, they will not follow the traffic law, then
surely they will violate the traffic law. Therefore, even though the government already make
the punishment for people disobeying it such as levying more tax on them, people having
enough money might think to finish the traffic violation with money. Moreover, people in
Malaysia categorised as high-income people. In 2017, according to the report of World Bank
Group about Malaysia Economic Monitor, Malaysia’s economic growth has accelerated
sharply in 2017, compared to 2016 [22]. Hence, tax for people disobeying the traffic law in
this country would not be efficient if they do not have a consciousness about the law and
good behaviour.

Fig.10 Unemployed has declined, and the labour-force participation rate remains steady

(Source: CEIC, DOSM)

 Fig.11 Overall wage growth of Malaysia remained steady in 2016
(Source: DOSM)

5.2 Social and Political Issue

In Malaysia (2017), the Prime Minister was demonstrated by his people, one of the reasons
for the demonstration is due to the tax of life in this country [23]. Many people are reported
dislike his policies like the high tax. Considering this issue, levying more fine on people
disobeying the traffic law or making the new legislation for the road safety might get protest
from them.

5.3 Budget

Based on recommendation above, the budget is one of the fundamental obstacles.

Constructing the motorcycle lane, installing speed camera, controlling the traffic
legislation stricter, and using a headlight and fluorescent jacket would need extra budget.
Moreover, making these improvements in a rural area would spend more money.
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[1]OECD/ International Transport Forum, Road Safety Annual Report 2017, Chapter 25,
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[2]PDRM, “Laporan tahunan PDRM 2009 (Royal Malaysia Police Annual Report, 2009),”
Royal Malaysia Police, Ed, Kuala Lumpur, Malaysia, 2009.

[3]CEIC, Number of Motor Vehicle: Private Motorcycle: Malaysia, 2017.

[4]Road Safety Department (Malaysia)/Malaysian Institute of Road Safety Research

(MIROS),Road Safety Plan of Malaysia 2014-2020, 2014.

[5]International Transport Forum, Road Safety Annual Report 2011.

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Conditions for speeding behavior: a comparison of car drivers and powered two wheeled
riders, Transportation Research Part F: Traffic Psychology and Behavior 12 (5), 2009.

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Ghofranipour, F. Ahmadi, S.S. Tavadian, H. Shahrzad Bazargan, Risk-taking behaviors
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