OFABSTRACTSBOOKMIROS

2017

MIROS BOOK OF

ABSTRACTS

2017

©MIROS,2018.AllRightsReserved.Publishedby:MalaysianInstituteofRoadSafetyResearch(MIROS)Lot125-135,JalanTKS1,TamanKajangSentral,43000Kajang,SelangorDarulEhsan.Tel:+60389249200Fax:+60387332005Website:www.miros.gov.myE-mail:inquiry@miros.gov.my

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Contents _________________________________________________________________MIROSBookofAbstract2017 6MalaysianInstituteofRoadSafetyResearch(MIROS) 7MIROSResearchReport(MRR) 8

1) MRR No. 168 - A Study on Vehicle Speeds at IntersectionApproachedinSelangor

2) MRR No. 206 - Parents’ Knowledge and Attitudes on ChildRestraintSystem(CRS)UsageinSouthPeninsular

3) MRRNo.207-VulnerabilityofPedestriansatTrafficJunction4) MRR No. 210 - Understanding the Use of Motorcycles among

Secondary School Students Based on Protection MotivationTheory

5) MRR No. 211 - Understanding the Use of Motorcycles amongSecondary School Students Based on Protection MotivationTheory

6) MRRNo.212-RiskFactorsIdentificationandIssuesPertainingtoRoadCollisionsInvolvingPedestrianandMotorcycle

7) MRRNo.213 -AssessingRetro-ReflectiveMarkers (RRMs)UsageonHeavyGoodsVehicles

8) MRR No. 214 - Establishing Baseline for the 2017 Revised RoadSafety Education Module for Primary School through Context,Input,ProcessandProduct(CIPP)Model

9) MRRNo.215-EvaluationofCommercialAftermarketBrakePadsPerformance

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10) MRR No. 216 - Safety Violations, Traffic Errors and Speeding asContributingFactors inRoadCrashesamongYoungMotorcyclistsinKlangValley

11) MRRNo. 217 - Automotive Consumerism: A Study of CarUser’sPractices&BehaviourinKlangValley,Malaysia

12) MRRNo.218 -MotorcyclesGapAcceptanceatMergingPointofEgressandIngressofExclusiveMotorcycleLaneinMalaysia

13) MRR No. 219 - Identifying the Contributing Road EngineeringFactorsofCrashesatCurvedRoadSectionsinNegeriSembilan

14) MRRNo. 220 - Awareness and Prevalence of Vehicle Blind SpotIssuesamongLorryDrivers

15) MRRNo.221-RiskofMotorcycleCrashesatFederalRoad16) MRRNo.222-VehicleKilometreTravelledValidationStudy17) MRR No. 223 - Vehicle Speed Approaching Zebra Crossing on

FederalRoads18) MRRNo.225 -RoadworthinessofMalaysianTaxiwithPeriodical

TechnicalInspection19) MRRNo.227-SurrogateMeasureofEstimatingReal-TimeTraffic

Volume20) MRR No. 228 - Evaluation of Midblock Crossing: Effect on

PedestrianandVehicularTraffic21) MRRNo. 229 -Vehicles SpeedCharacteristicsApproachingRoad

WorkZonesinUrbanExpressway22) MRRNo.232 -AnEvaluationofMotorcycle Facilities:Utilisation

andUserSatisfactiononEMCLandNEMCLinMalaysia23) MRRNo. 233 - Development of Electronic Guidebook for Traffic

andRoadSafetyAudite-MeTRA24) MRRNo.237-HazardProfilingofCourierRiders’DeliveryRoute25) MRRNo.238-KajianAnalisisSoalanUjianMemanduCalon:Ujian

Bahagian 1 bagi Kurikulum Pendidikan Pemandu (KPP) Baharu[RESTRICTED]

26) MRR No. 239 - MIROS Crash Investigation and ReconstructionAnnualStatisticalReport2011–2013

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27) MRR No. 240 - Compilation Study Conducted during OPS HariRayaAidilfitriPeriod2016

28) MRR No. 241 - Effectiveness of OPS Selamat 8/2016: AnEvaluationStudy

29) MRRNo.242-ThePatternofWearingHighVisibilityWindbreakeramongMotorcyclistsUsingtheAwarenessApproach

30) MRR No. 243 - A Study on Commercial Vehicle Speed and itsOperationalCharacteristics

MIROSInquiryReport(MIR) 54

31) MIRNo.209-MIROSInquiryReport:SingleVehicleFatalCrashatKM137.1North-SouthExpresswaynearPagoh[CONFIDENTIAL]

32) MIR No. 234 - MIROS Inquiry Report: Juru Crash InvestigationKM147North-SouthExpressway(Northbound)[CONFIDENTIAL]

33) MIRNo.235-MIROS InquiryReport:KamparMultiVehicleFatalCrashKM45JalanIpoh-TelukIntan[CONFIDENTIAL]

MIROSCodeofPractice(MCP) 62

34) MCP No. 193 - Crash Investigation and Reconstruction TrainingModule

35) MCP No. 226 - Guideline of Safe Driver and Rider PerformanceEvaluation:FocusingonCognitiveandPsychomotorComponents

MIROSCrashAnalysisReport(MCAR) 65

36) MCARNo.208 -ChenehCrash InvestigationKM273.9 LebuhrayaPantaiTimur2[RESTRICTED]

MIROSRoadSafetyAssessment(MRSA) 67

37) MRSANo.230 -RoadSafetyAssessment: JalanTemiang&SMJKChanWa,Seremban,NegeriSembilan[RESTRICTED]

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MIROS BOOK OF ABSTRACTS

2017 ThisbookcompilesandliststhereportspublishedbyMIROSin2017.Thereportsarefundamentally theoutputsof the researchprojectsandoperationalexercisescarriedoutbytheresearchcentresatMIROS.Thereportsaregeneratedandproducedbytherespectiveunitsundereachcentre,andfocusontheirspecificareasofexpertiseinthefieldsofroadsafety.Thereportsaredividedintoseveralcategories.Allreportsareavailabletothegeneralpublic except those labelled restrictedor confidential. The reports provide extensiveinsightsintovariousissuesrelatedtoroadsafetyingeneral,andmorespecifically,roadsafety issues inMalaysia.Dependingon thecategories, the reports containanalyses,reviews and/or recommendations. Although the reports are official documentsproducedbyMIROS,theynotbindingonanyotherparties,whethermentionedinthereports or otherwise. The inputs from the reports are to beusedonly as referencesand as sources of information. Reference herein to any specific reports does notnecessarily constitute or imply its endorsement, recommendation, or favouring byMIROS, the Ministry of Transport of Malaysia, or the Malaysian Government.InterestedpartiesmaycontactMIROStoobtainthefullreport.

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Malaysian Institute of Road Safety Research Establishedon3rd January2007,MIROS is aone-stop centre for thegenerationanddisseminationofroadsafetyinformationanddisseminationofroadsafetyinformationthroughvariousmediaandaconcertedtrainingprogramme.MIROScarriesoutstudiesand evaluates current procedures on road safety to generate information that willformthecoreofitsevidence-basedinterventionprogrammestoenhanceroadsafety.This effort is also assisted through the establishment of networks and partnershipswithmoreexperiencedinternationalmembersoftheroadsafetyresearchfield.Ever since its inception,MIROS has produced a number of research publications onroadsafety.Thesereportspublishedin2017areavailableinthisbookofabstracts.

VISION

Toemergeasaworldleaderinroadsafetyresearch

MISSION

Tofosterthescienceandartsofroadsafetyinterventions

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MIROS Research Report (MRR) MRRs are technical reports derived from research findings. The reports addressobjectives,methodologies,andresultsthatleadtorecommendationsandconclusions.

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MRR No. 168 AStudyonVehicleSpeedsatIntersectionApproachedinSelangorAuthors(s): Nusayba Megat Johari, Norfaizah Mohamad Khaidir, Azzuhana Roslan,

SharifahAllyanaSyedMohamedRahimISBN:978-967-5967-76-4This report highlights factors associated with speed control of vehicles approachingintersectionsbyidentifyingtheirspeeds.Thisstudyaimedtorecommendmeasurestoroadauthoritiestoimproveintersectionsafety.The Hulu Langat district was used in the case study. Selected intersections had avarietyofgeometriesandcontroltypes.Thespeedsofvehicleswererecordedfortwohours during the daytime off-peak period (10 am–12 pm) and two hours during thenight-timeoff-peakperiod(9pm–11pm)atallintersections.Atotalof102,658speedreadingswereobtainedthroughoutthisstudy.Variables hypothesised as related to the driving speed at intersection approachesincludedvehicle type, timeofday,presenceofwarning signs,numberof lanes, areatype(i.e.,residential,commercialandmixed-use),intersectioncontroltype,aswellasintersection geometry. Statistical analysis was conducted to test the effect of thesevariablesonthedrivingspeedatintersectionapproaches.The area type and number of lanes per direction had a greater influence on drivingspeedat intersectionapproachescomparedtotheothertestedvariables.Residentialareas recorded an average intersection approach speed higher than those forcommercialandmixed-useareas.Intersectionapproacheswithtwolanesperdirectionhadahighermeanspeedcomparedtothosewithoneorthree-laneapproaches.Of the total speed data collection, 18.5% showed speed violations, with car driversaccountingfor70%ofthese.Thegreatestproportionofspeedviolationsoccurredonroadswitha lower speed limit (i.e.,60km/h).Speedviolationsweremoreprevalentduringthedaytimethanthenight-time.

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MRR No. 206 Parents’ Knowledge andAttitudes onChildRestraint System (CRS)Usage inSouthPeninsularAuthors(s):NoorFaradilaPaiman,YahayaAhmad,AqbalHafeezAriffin,AzharHamzah,

Rohayu Sarani, Akmalia Shabadin, Mohd Syazwan Solah, Mohd RasidOsman,WongShawVoon

ISBN:978-967-2078-00-5Childrenaremuchmorelikelythanadultstogetseriousinjuriesincarcrashesduetotheirsofterbones,weakerneckmuscleandfragilebodies.ChildRestraintSystem(CRS)canhelpinreduceinjuryandpreventfatalityintheeventofacrash.Thisstudyaimedtomeasureparents’knowledgeonCRSusagebeforetheCRSlawandregulationsareimplemented in Malaysia. A survey addressed parents/carers’ knowledge about the“best size” ranges for restraints available in the Malaysian market, the types ofrestraintstheywereusingfortheirchildrenandfrequencyofuseaswellastheirviewsonfittingrestraintstovehicles.74%outof500respondentscitedtheyhavehadeveruseCRS,andonly40%of them is currentlyusing itwith their children.64%of themknowaboutCRSandtheirfunction,43%hadeverheardofISOFIXattachmentsystem.About70%ofthemchoosethecorrectseatlocation,butthe“bestsize”usageratewasfoundlow.Inconclusion,highusageratewithhighincorrectusageandunderstandingoftheCRScouldpromoteadditional injurytowardsthechildren inacarcrash.Manyinitiativescouldbe introducedbeforethe implementationoftheCRS lawinMalaysiasuch as awareness, community-based programs and CRS clinics that aim to guideparentsonthecorrectandeffectivewayofinstallingtheCRSdeviceintheircar.

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MRR No. 207 VulnerabilityofPedestriansatTrafficJunctionAuthors(s): Rizati Hamidun, Azzuhana Roslan, Rohayu Sarani, Akmalia Shabadin, Siti

ZaharahIshak,WongShawVoonISBN:978-967-2078-01-2An accident involving pedestrian may easily result in fatal injury due to theirvulnerability. As reducing fatality in road accident becomes the road safety target,effort should be taken to identify fatality is contributing factors through analysis ofexistingaccidentdata.Thus,thisstudyaimstoinvestigatethefactorsassociatedwithpedestrianfatalityinjury.Utilisingpedestrianaccidentdatafromtheyear2009–2013,thepedestrian injuryamodelwasdevelopedusing logistic regression to identify thefactors related to pedestrian fatalities at cross and T/Y junctions. The final modelexplained four significant factors including the age of pedestrian, part of the bodilyinjury, vehicleand junction type.The results showthataccident involvingpedestrianoccurred at the T/Y junction, pedestrian hit by heavy vehicle, and experiencinghead/neck injury increases the likelihood of being fatal andmay increase 5.6 timeswhenbeinghitbyheavyvehiclecompared toother typesofvehicles.Trafficban forheavyvehiclesandspeedcontroltheareawithahighvolumeofpedestrianshouldbeconsidered due to the greater impact of these factors vehicles on the pedestrianfatality.

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MRR No. 210 Understanding the Use of Motorcycles among Secondary School StudentsBasedonProtectionMotivationTheoryAuthors(s):Azhani Ali, Zulhaidi Mohd Jawi, Sharifah Osman @ Liew Shyuan Yei,

SharinaShariff,LowSuetFin,WongShawVoonISBN:978-967-2078-02-9Despitethehighrisksasreflectedfromtheannualroadtrafficcasualties,motorcyclesremainasapopularmodeoftransportinMalaysiaduetoitseconomicandease-of-usefactors.TheageofthesecondaryschoolstudentsinMalaysiarangesfrom13(Form1)to18(Form6),andthustechnicallythestudentswhoconformtothelegalagetoridea motorcycle to school must be at least from Form 4, at the age of 16. From theauthor’sthoroughreview,there’snoliteraturefoundthatdiscussedlicenseownershipamongsecondaryschoolstudentsinMalaysia’scontext;however,itiscommontoseethe youths under the legal age riding motorcycles on public roads.' Therefore, thegeneralobjectiveof thisstudy is to identify thebehaviour towardsmotorcycleusageamongsecondaryschoolstudentsbasedontheProtectionMotivationTheory (PMT).PMTisoneofthefewhealth-relatedtheoriesthatarecommonlyusedtoaddressfearand threat appeal to predict behaviour change. It is chosen in order to help inexplaining the rational and irrational decision making processes among the targetsamples. This quantitative study has applied self-administered questionnaire for thedatacollection.Fromatotalof412respondents,theresultsrevealedthatthestudentstend to agree that riding a motorcycle is riskier compared to other mode oftransportations. Nevertheless, they are not willing to change to the safer mode oftransportduetoseveral factorssuchaspeer influence, family-baseddecision-makingand most importantly the convenience factors that motorcycle has to offer. Morestudies are needed in the future in both socio-economic and socio-technicalperspectiveswithregardtocommutingtoschoolamongschoolstudents.

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MRR No. 211 Understanding the Use of Motorcycles among Secondary School StudentsBasedonProtectionMotivationTheoryEditors: FauzianaLamin,MohdRasidOsman,LowSuetFin,SitiZaharah Ishak,Wong

ShawVoonISBN:978-967-2078-03-6This report contains evaluation study of OPS Selamat 7/2015 effectiveness. Theevaluation was conducted through several research projects, i.e. seatbelt wearingcompliance, helmet wearing compliance, vehicle speed and CRS usage. Findings ofeachmeasuredvariablewerepresented inseparatechapters.Thecomparativetrendof roadusers’perceptionandbehavioural changesbetweenduringOPSSelamatandthe non-OPS period was observed. As results, it was found that OPS enforcementactivitieshaveapositiveeffecttowardshelmetwearingcomplianceandCRSusageforvehicles entering Klang Valley. However, seatbelt wearing rate decreases and thestrategy of lowering the speed limit only increase the speeding noncompliance rate.ThesefindingsexhibitthattheOPSSelamat7/2015affectsonsomeelementsofroadusers’ behaviour changes towards traffic legislation compliance. In order to furtherimprove, enforcement should be emphasising to those elements that show analarming compliance rate. On the other hand, trend analysis for POBC among roadusersrevealsthatthelevelofPOBCissignificantlyhigherduringOPSascomparedtobeforeandafterOPS,whichdemonstratesthattheoperationisstillrelevant.However,therateofPOBCisstillatthemoderatelevelovereightyears(2008–2015).Thus,thiseffort should be continued with innovative approaches to ensure continualimprovement of the road users’ perception towards compliance with rules andregulation.

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MRR No. 212 Risk Factors Identification and IssuesPertaining toRoadCollisions InvolvingPedestrianandMotorcycleAuthors(s): AqbalHafeezAriffin,AzharHamzah,NoorFaradilaPaiman,MohdSyazwan

Solah, Siti Fairos Mat Husin, Zulyahikem Zakaria, Mohd Rasid Osman,WongShawVoon

ISBN:978-967-2078-04-3Road crash statistics from the Royal Malaysia Police (RMP) revealed that there areseriousconcernsovertherelativelyhighamountofroadcrashesinvolvingpedestrian-motorcycle in Malaysia. Analysis conducted on local motorcycle crash data for the2001-2010 period showed that motorcyclists were involved in 24.8% of killed andseverelyinjured(KSI)crashesinvolvingacollisionwithapedestrian(bytypeofthefirstcollision). Thiswarrants a study tobe carriedout tounderstand theoverall accidentcharacteristics and investigate the associated risk factors. Secondary data fromRMPrecords (POL 27) which were retrospectively collected via MIROS Road AccidentAnalysisandDatabaseSystem(M-ROADS),wereutilisedusingfiveyears(2009–2013)of related roadcrashes (n=1,626).Resultsof logistic regressionanalysis shown thatthe following factors collectively led to a higher probability of being fatal forpedestrians;pedestrianagedmorethan25yearsold;suffershead injury (locationofbodyinjury);beinginvolvedinacrashwitharoadspeedlimitofmorethan50km/h;being involved in crash occurred at straight road and being involved in a crash thathappens at locationwith dark-unlit condition. Subsequently, focus group discussionswith stakeholders were also conducted to gather relevant data to identify relatedissuesandsuggestionsonmotorcyclesafetytechnologywithregardstocollisionwithapedestrian.

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MRR No. 213 AssessingRetro-ReflectiveMarkers(RRMs)UsageonHeavyGoodsVehiclesAuthors(s): Mohd Amirudin Mohamad Radzi, Mohd Syazwan Solah, Ahmad Noor

SyukriZainalAbidin,KakD-Wing,VJTan,MohdRasidOsman,WongShawVoon

ISBN:978-967-2078-05-0Since2011,MS828:2011(MalaysianStandard)hasbeengazettedtoguideindustryonthe right specification to follow with regards to RRMs. The implementation of MS828:2011hasbeenannouncedbyTransportMinisterofMalaysiainJune2016,andalltrucksandtrailersinMalaysiaarecompulsorytoinstallRRMswhichcompliedwithMS828:2011startingon1July2016.Inorderforbettervisibilityoflong,heavygoodsvehiclesandtheirtrailers,etc.,thesevehicleshavetobemarkedwitheffectiveandcompliedRRMsinordertoreducethenumberof rear-endcollision, inparticular, relatedtoconspicuity issue.However, theRRMs that are being used by the heavy and long vehicle including in the currentmarketwere not up to the standardwith respect to colourimetric, photometric anddimension.Theobjectivesofthisstudyarei)toidentifythecurrentstatusofRRMsinMalaysia,ii)toprofilethephotometricvaluesofcurrentRRMsandiii)todetermineusagerateofsubstandard RRMs on heavy goods vehicles and the current market. This study hasidentifiedthecurrentstatusofRRMsonheavygoodsvehicles(trucksandlorries)andcurrentmarketwithregardstothecomplianceofMS828:2011.Market surveillance, samples testing and drivers’ interview were conducted todetermineoncurrentRRMsusageandtoanalysethephotometricvaluesofRRMswithrespecttoMS828:2011.FiftysamplesofRRMswerepurchasedrandomlyathardwareandaccessories shops.Realworld sampleswerecollected randomly from100 lorrieswhostoppedatSungaiBulohrestarea.TheoldRRMsonthelorrieswerechangedwiththenewRRMswhichcompliedtoMS828:2011.Also,forthedrivers’interview,100of

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trucks and lorries driverswere randomly selectedduring the samples collected fromtheirvehiclesatSungaiBulohrestarea.The descriptive analysiswas carried out for this study. As a result, 62% of RRMs onheavygoodsvehicleswerestillnot ingoodconditionandcoveredbydirtbesideonly4%oftheRRMssamplescompliedwithMS828:2011.Also,fromthisstudy, itcanbeconcludedthatthemajorityoftheRRMsinthecurrentmarketandhavebeenusedbycurrentheavygoodsvehiclesareofsubstandardquality.Fromthefindings,theusageofcounterfeitmarkingsornotuptostandardmarkersmaynotbefully functional toreflectthe lightemanatingfromtheheadlightsofothermotorists towarnthemthattheyareclosinginonheavyvehicles.Thisisdangeroustotheotherroaduserswhoaretravelling at the night time, and they are at risk to be involved with the rear endcrashesespeciallywiththelorriesandtrucksthatareusingnon-compliancemarkers.Aftertakingintoconsiderationallthefindings,severalrecommendationsareproposedfor the consideration of the related authorities such as to make mandatory for alllorries and trucks to install RRMs that comply to MS 828:2011, and to implementeffective enforcement towards the usage of RRMs. Also, the awareness programrelated toRRMs for the lorryowners and fleetoperators shouldbe implemented togivetheawarenessregardingtheusageofRRMs.Furtherstudyalsocanbeconductedtocarryout to look thecomparisonpercentageusageofRRMswithcomplied toMS828:2011beforeandafterimplementation.

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MRR No. 214 EstablishingBaselineforthe2017RevisedRoadSafetyEducationModuleforPrimarySchoolthroughContext,Input,ProcessandProduct(CIPP)ModelAuthors(s): Hussain Hamid, Low Suet Fin, Law Teik Hua, Tan Kean Sheng, Ng Choy

Peng, Nur Afifah Aisyah Mohmood Nor, Amelia Hazreena Abdul Ghani,NorainyOthman,WongShawVoon

ISBN:978-967-2078-07-4Road Safety Education in Malaysia as a part of the formal curriculum has beenimplementedinstagessince10yearsago.In2015,MalaysianInstituteofRoadSafetyResearch (MIROS)had conducted a studyonReviewofRSEModule for Primary andSecondary School. The findings of the study have initiated Road Safety DepartmentMalaysia (RSD)toproposeforanallocationtoreviseandredeveloptheRSEModule.MIROSwasgiventhehonourtocarryouttheprojectofReviewandRedevelopmentofRSEModuleforPrimaryandSecondaryschoolsbesidesdevelopingtheteachers’guideon RSE for the nursery and pre-schools using the allocation given to RSD. The finalmanuscriptoftherevisedRSEmoduleforprimarystudentswasproducedandusedinthe24primaryschoolsselectedforthepilotstudy.A study toestablish thebaseline for theRevisedRoadSafetyEducationModules forPrimarySchool2017throughContext, InputandProcessandProduct(CIPP)Model isneeded to determine the level of knowledge and skill about road safety among theprimary school students becauseRSEhas beennationwide implemented since 2007.This integrated report encompasses the findings of the Context, Input, Process andProduct (CIPP)studythat isan improvement-orientedapproach. It is togeneratethebaseline in terms of the readiness of school, teachers and student, road safetyknowledgeandbehaviouramongthestudents,andthespillovereffectsfromstudentsonparents for thepilot studyof the revisedRSEmodules in the24selectedprimaryschoolsinMalaysia.Thecontextualstudyestablishedthebaseline,whichisthestatusofschools’facilities,road safety clubsandactivities that support the implementationof thepreviousRSE

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modulesinprimaryschoolsasofendoftheyear2016sinceitscommencementintheyear2007.Theoutcomefromcomparingthebaselinewiththepost-studyofthepilotrevised RSE program helps to assess the hypothesis that availability of the internetaccess and the other supporting facilities enhance the teaching delivery by teachersandlearningprocessofstudentsontherevisedRSEmodules.Currently,ofthe24pilotschools,83%ofschoolshavecomputerlaboratoryand79%haveinternetaccess,83%haveLCDscreenand71%haveLCDprojector.Asofendoftheyear2016,only21%ofthepilotschoolshaveroadsafetyclubsthatarestillactive(clubmembersarestudentsfromYear4,5and6only).Apartfromthat,only 4% of schools have had road safety activities or talks, and only 4% have roadsafety corners that exhibit road safety materials at the notice boards. As such, thepost-study will seek to measure if the availability or enhancement of road safetyactivities, clubs, and road safety corners create awareness and knowledge input tobothteachersandstudents.Withregardtofacilitiesoutsidetheschoolcompound,theestablishedbaselineistheavailabilityoftheSchoolTrafficWardenProgram.Asoftheendoftheyear2016,suchprogram is not available in all 24 schools. Taking into account that this program isimportanttobooststudent’sappreciationandknowledgeinroadsafety,apost-studywillseektoidentifyifanyoftheschoolshaveimplementedtheprogramin2017.IntheInput-ProcesscomponentstudyrelatingtheinitialperceptionofBahasaMelayu(BM)teachersontheimplementationofRSEinprimaryschools,itwasfoundthat85%of them rated 9 out of 10 for their overall opinion on the need of RSE program inschools. This established baseline represents their perception from experience ofteachingthepreviousRSEmodules.Thedevelopmentofinstrumentsinthepost-studywillobjectivelymeasure the improvement in teacher’sperceptionof the revisedRSEmodulebycomparingtothepre-studyquestionnaires.Thebaselineoftheproductcomponentwasestablishedbasedonthreeaspects,thatis, the road safety knowledge, thebehaviourof the student, and the spillover effectfrom students to parents. As for the behaviour, the findings revealed that less than50% of the students from pre-school, Year 1, Year 2 and Year 3 stated “always” onthree out of six positive road safety behaviour item. However, the percentage of

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studentsstated“always”initem“holdadults’handwhencrossingstreet”ishighwhichismorethan60%.AsforstudentsofYear4andYear5,lessthan40%ofthestudentsstated“always”onfouroutofsixpositivebehavioursitem.Alltheabovefindingsareprevalentinbothurbanandruralareas.Besidesthat,thefindingsfurtherillustratedthatmajorityofstudentsfrompre-schooluntilYear5arestillnotawareontheimportanceofwearingbrightclothestoenhancetheirvisibilityandwalkingfacingthetrafficalongthestreet.Forthestudentsofpre-school,Year2andYear3,theyarealsonotawareoftheneedstowaveatthedriversbefore crossing the street. At the same time, very few of the Year 4 and Year 5students have used the service of lollipopman; this finding can be explained as thefindings of the contextual component reported that very few schools have trafficwardenprograms.Thebaselineonroadsafetyknowledgefrompre-schooltoYear5hasbeenestablished.Thedifferentcutoffscoreonroadsafetyknowledgeforeachyearwasobtainedandwillbecomparedwiththescore inthepost-stageofthestudy.As forthepre-schoolstudents, 57.9% of them failed to answer correctly any of the questions providedwhich is relatable as pre-school students has not exposed to road safety education.The cut off score for Year 1 students is at the score of 4 where only 11.7% of thestudentshaveobtainedthisscore.ForYear2students,thecutoffscoreisatthescoreof9with13.0%ofthemgotthisscore.Meanwhile,theYear3studentsdemonstratedacutoff scoreof10with21%of themachieved this score.7 is thecutoff score forstudentsofYear4,10.1%ofthempossessthisscore.Lastly,forstudentsofYear5,thecutoffscoreare13and12%ofthemholdthisscore.Besidesthat,thestudyusedWillingnesstopay(WTP)astheindicationforthespillovereffect from students on parents. The protective category of Family CommunicationPattern contributed a mean WTP of RM919.41. Whereas, consensual categoryreportedRM1,364.25asthemeanWTP.AsforLeissez-fairecategory,themeanWTPisRM1,541.80.ThemeanWTPof thepluralisticcategory isRM19,582.20.Ontheotherhand, the baseline for the parent-child initiation discussion on the topic of safetyequipment, road safety regulations and road safety experience/views wereestablished. The studentsofpre-schooluntil Year5 reported thehighestpercentagethatismorethan60%onthetopicofroadsafetyexperience/views.

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Apositivechangeforthebaselineforallthecomponents isexpectedasthemoduleshave been revised due to the change of curriculum from the New Primary SchoolCurriculum (KBSR) to StandardBasedCurriculum for Primary Schools (KSSR). Besidesthat, the modules also have been amended in a few aspects, namely the theme,contents,activities,teachingaidsandparents’involvement.

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MRR No. 215 EvaluationofCommercialAftermarketBrakePadsPerformanceAuthors(s): AfiqahOmar,FauzianaLamin,MuhammadAzizirrahimMohdYusof,Mohd

Rasid Osman, Talib Ria Jaafar, Ahmad Noor Syukri Zainal Abidin, WongShawVoon

ISBN:978-967-2078-06-7Brakepadsareoneofthemostimportantcomponentsinautomobilebrakingsystem.Asreportedbyseveralstudies,brakepadsaretheresultsofthecombinationofseveralmaterials and thenew formulations aremainly basedon the experienceof trial anderror method. A composite of brake pads usually consists of structural materials,matrix, filler, abrasives and lubricants. Each component plays different roles in theperformanceoffrictionmaterials.Theeffectivenessofthebrakessubjectedtoqualityandpropercompositionofthebrakepads.Thedesignerofbrakepadsmust consider factors suchas friction stability, durabilityand minimisation of noise and vibration. A variety of materials is combined tomaximise the performance of friction materials in all areas. Categories of brakematerials includemetal, semi-metallic, non-asbestos organics and ceramic. Differentformulationshavevaryingwearrates,brakingpropertiesandnoiselevels.The evaluation of the performance of brake pads involves friction test and wearcharacteristics of frictionmaterial. Different countries practice different regulations,which set theminimum requirement for the frictionmaterials to perform. Themainprocedures that are publicly available and can be referred include Federal MotorVehicle Safety Standards (FMVSS), J Standards or Recommended Practices,International Standards (ISO) and ECE Regulations (UNECE). It should be noted thatduring theperiodof this study, theMalaysiangovernmenthasalready implementedUnited Nation Regulation 90 (UN R90) andMalaysian Standard (MS) 1164:2015 forreplacement brake pads. However, the regulations are still not gazette. This reportpresents the performance of aftermarket brake pads without any marked proof of

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certification sold in Malaysian market and suggests a direction for futuredevelopments.AnexperimentalinvestigationwasconductedtoevaluatetheperformanceanalysisofcommercialbrakepadssoldinMalaysia.ThebrakepadsselectedinthisstudybelongtoalargecirculationvehicleinMalaysia,whichalsoestablishahighnumberofsales.ConveniencesamplingwasdoneinKlangValleyareatoinvestigatethepurchasepricesoldforthisselectedmodel.Basedontheprice,anoriginalandtwoaftermarketbrakepads were selected for on-road performance test, where the approach was madeaccording to UN R90. Results of the performance obtained by the brake pads areevaluatedanddiscussedinthisreport.Itwasfoundthatbothaftermarketbrakepadssurpassed the requirement of UN R90 with REM1 shows greater performance thanREM2.However,REM1alsorecordedthehighestwearrateafterthetest,followedbyREM2 and OEM. The materials properties of all tested brake pads were furtherevaluatedforfurthercomprehensionofthefrictionmaterials.

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MRR No. 216 SafetyViolations,TrafficErrorsandSpeedingasContributingFactorsinRoadCrashesamongYoungMotorcyclistsinKlangValleyAuthors(s): Nuur Sakinah Azman, Nuura AddinaMohamad, Ahmad Azad Ab Rashid,

SharifahOsman@LiewShyuanYei,LowSuetFin,WongShawVoonThisstudyusesanadaptedversionoftheMotorcycleRidingBehaviourQuestionnaire(MRBQ)astheinstrumenttoexploreSafetyViolations,TrafficErrorsandSpeedingascontributing factors in road crashesamongyoungmotorcyclists. The instrumentwasuploaded online using Google Forms and made accessible to anyone with the link.Purposivesamplingwasusedalongwiththesnowballingmethodtoobtainparticipantswithinthe16–25-year-oldagegroupwhofrequentlyridemotorcyclesinKlangValley.A totalof133 respondentsparticipated in thisonlinestudy.The resultsof this studyfound that the most frequently reported construct among young motorcyclists isSpeeding. However, further analysis shows that the most frequently reportedbehaviour is crossing a junction while the traffic light is red, which falls under theSafety Violations construct, as reported by 52.6% of the young motorcyclists.Meanwhile,42.7%oftheyoungmotorcyclistsreportedthattheyfrequentlyexceedthespeed limit on the motorway which falls under the speeding construct. Logisticregression found Traffic Errors (e.g., missing “Give Way” signs and barely avoidcolliding with traffic having the right of way) to be a significant predictor of crashinvolvement among young motorcyclists. Thus, when Traffic Errors increase by oneunit,theoddsforyoungmotorcycliststoinvolveinroadcrashincreasebyafactorof1.381.Basedonthefindings,itisimperativethatenforcementactivitiesberedesignedto ensure that youngmotorcyclistswill reduce their behaviour of running red lightsandexceedthespeedlimit.

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MRR No. 217 Automotive Consumerism: A Study of Car User’s Practices & Behaviour inKlangValley,MalaysiaAuthors(s): ZulhaidiMohd Jawi,Mohd Syazwan Solah, Aqbal Hafeez Ariffin, Akmalia

Shabadin,AzhaniAli,MohdRasidOsman,WongShawVoonISBN:978-967-2078-11-1Thisstudy isconductedto identify thecaruser’spracticesandbehaviour,with focusonsixspecificareas:carownershipprofile;travelpatternandexposure;costofvehicleownership (CVO) – trip, legal, risk and aftermarket; knowledge and awareness inmaintenance and retrofitting; perception and involvement in road crashes; andperception on End-of-Life Vehicle (ELV) initiative. As a continuation of the previousstudy dubbed as “the automotive ecosystem inMalaysia”, this study took the KlangValley(KV)carcommutersastherepresentationoftheabove-mentionedpracticesandbehaviour. As current data and other studies suggest that the ownership of cars inMalaysia isamongtheworld’shighest, thisstudy isvital toexplain thestatusquoofMalaysia’s car users’ ownership experience and its relationship with the effort tocreateasafeandsustainable road traffic system in thecountry.Thoughthis study isnot intended to generalize the scenario of automotive consumerism inMalaysia byusing Klang Valley as a proxy, certain findings were well within expectation (e.g.ownership profile, ownership cost), some can be used as comparison with otherstudies (e.g. weather studies, travel pattern and exposure), or can be used aspreliminaryfindingsforfutureexploration(e.g.non-workandlong-distancetravelling,unreported accidents). As certain areas in currentMalaysia’s automotive ecosystemare already in the transformation phase (e.g. VTA andNCAP initiatives for safer andhighly roadworthy cars) or still under the discussion and planning phase (e.g. ELV),academia and researchers should continuously provide useful findings and proposestrategies in order to create a safe and sustainable automotive ecosystem in thecountry.

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MRR No. 218 Motorcycles Gap Acceptance at Merging Point of Egress and Ingress ofExclusiveMotorcycleLaneinMalaysiaAuthors(s): NorfaizahMohamadKhaidir,NusaybaMegatJohari,MuhammadRuhaizat

AbdGhani,MuhammadMarizwanAbdulManan,SitiZaharah Ishak,AlvinPoiWaiHoong,WongShawVoon

ISBN:978-967-2078-10-4Motorcycle accidents contribute up to 60% of the traffic fatalities in Malaysia. Toincreasemotorcyclesafety,exclusivemotorcyclelanes(EMCL)hasbeenbuiltwiththeaimtosegregatethemfromothervehicles.Egress(pathofexiting)andingress(pathofentering)isoneofthehazardouslocationsonEMCLwheremotorcyclistsarerequiredto make a critical decision whether to join or leave a traffic stream. One of theimportant factors theywillneed to consider is theavailabilityofagapbetween twovehiclesthat,inthemotorcyclist’sjudgement,isadequateforthemtomergeintothetraffic stream. Poor gap acceptance decisionswill increase the likelihoodof crash tohappen.Therefore,thepurposeofthisstudyistodeterminegapacceptancevalueformotorcyclistsatthemergingpointofegressandingressofEMCL.Focusingonthemergingpointofegressand ingresswherethegeometricaldesign isdifferent fromthe intersections, fielddatacollection involvedmainly thevideotapingofrejectedgapsandacceptedgapsofsinglemotorcyclesintheminorstreamwiththeoncomingvehicletypesonthemajorstream.ThestudystartedinJuly2014andendedinMarch 2016. Data collection was conducted in August and September 2015. Thestudywasconductedatsix(6)egress locationsandsix(6) ingress locationsalongthemain arterial road; Federal Road 2 and Shah AlamHighway (KESAS). Three (3)maintypesofdatacollectedforthestudyare;gapacceptancetime,classifiedvehiclespeedandclassifiedvehiclevolume.Thesefindingscanbedrawnfromthisstudy:

i. Motorcyclistsacceptminimumgaps timeofzero (0) secondsategress locationdue to the availability of sufficient lateral clearance between edge line andvehicleontheintendedlane;

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ii. Thepercentageofrejectiongaptimeformotorcyclistswaslow(3.46%);iii. Mostmotorcyclistsacceptgaptimesmallerthan2.50seconds(54.9%);iv. Gapacceptancewasuniqueateachlocationandnotcorrelatedwiththedesign

type;v. Motorcyclist accepts smaller gap time during peak period as compared to off-

peakperiod;vi. Vehicle types on the mainstream impacted the probability of accepting or

rejectingtheavailablegapswheremotorcyclesmergingfromtheminorstreamswere found to reject smaller gaps when the oncoming vehicle on the majorstreamwerealsomotorcycles;and

vii. Significant of speed reduction at merging area of egress and ingress can beobservedonbothEMCLandmaincarriagewayatmostlocations.

It is suggested that thedesignofegressand ingressshouldconsider theprovisionoftaperlaneorauxiliarylanesothatenteringorexitingmotorcycleshavesufficienttimeto completepropermergingbehaviouraswell asadjusting their speeddifference tothemajorstream.

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MRR No. 219 Identifying the Contributing Road Engineering Factors of Crashes at CurvedRoadSectionsinNegeriSembilanAuthors(s): AkmaliaShabadin,HawaMohamedJamil,NusaybaMegatJohari,Sharifah

AllyanaSyedMohamedRahim,SitiZaharahIshak,WongShawVoonRoad geometric design is part of highway engineering where it deals with thepositioning of the physical elements of the roadway according to standards andconstraints. The fundamental objective of geometric design is to produce a smooth-flowing and safe highway facility. A curved road segment is one of the majorcomponentsof roadgeometricdesign.However,dueto itsalignmentcharacteristics,thisarea ispronetofataltrafficcrashescomparedtootherroadalignments.Astudydone in other countries revealed that curve roads had a greater risk of having fatalcrashesascomparedtostraightroads. InMalaysia, fatalcrashesoncurvedsegmentsaccounted for 16% of the total number of traffic crashes in 2015. Although manycrasheswererecordedatstraightroadswithmorethan10,000incidentsin2015,theproportionofcurvefatalcrashestototalcurvecrashesis47%whilethestraightfatalcrashestototalstraightcrashesis43%.Thus,thisstudywasestablishedtoinvestigatethecontributing factors tocrashesat thecurvedroad inMalaysia.Mostcrashesthatoccur at curved road sections are at Negeri Sembilan and Perak. Therefore, NegeriSembilanhasbeenchosenasacasestudy for this research.A totalof46sectionsofcurvedroad inNegeriSembilanwerechosenasastudy location.Thestudyhasbeendividedintotwocategories;accident-proneareaandnon-accidentarea.Theroadwaycharacteristics that have been investigated are the type of curve, the radius of thecurve,lanewidth,curvelength,superelevationofthecurve,speedapproachingcurve,mediantype,availabilityofroadsidebarrier, roadmarking,andavailabilityof lightingandsignage.Thefindingsofthestudyconcludedthatnumberoflanesandpavementroad marking are the underlying factors to crashes at curve roads. This result is inagreementwithseveralstudies,whichhighlightedtheimportanceofvisibilityatcurveroadsandthedriverbehaviourofchanginglaneandspeedwhentherearegivenmorespace,whichmayleadtoskiddingorlossofcontrol.

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MRR No. 220 AwarenessandPrevalenceofVehicleBlindSpotIssuesamongLorryDriversAuthors(s): Maslina Musa, Mohd Khairul Alhapiz Ibrahim, Noor Faradila Paiman,

Mohamad Suffian Ahmad,Mohd FirdausMohd Siam,Nurulhana Borhan,SyarifahOsman@LiewShyuanYei,LowSuetFin,NorainyOthman,WongShawVoon

ISBN:978-967-2078-09-8Allvehicleshaveblindspotswhichincludethefront,rearandbothsidesofthevehicle.However,asforlargervehiclessuchaslorries,trailersandbuses,theblindspotareasorzonesaremuchlarger.Accidentsthatcanberelatedtoblindspotareasarebasedonthecollisiontypeangular/side,sideswipeandsqueezed.ThisstudywasconductedtodeterminetheprevalenceofblindspotissuesamongrigidandsmalllorrydriversinMalaysia. In order to answer the objectives of this study, several types of datacollectionwereconducted,whichconsistedofsurvey,on-sitemeasurementsandfieldexperiment. The findings of this study showed that lorry drivers perceived that theydrivemore cautiouslywhen amotorcyclist was riding nearby the lorry. However, intermsof the locationofblindspots,mostdriversperceivedthat therear is theblindspotareaofa lorrywithoutknowingthatthefrontandbothsidesofa lorryarealsoblindspots.Basedonthedescriptionofthepreviouscrashes,therewasaprevalenceof blind spot related crashes among surveyed lorry drivers and motorcyclists.Insufficient coverage of view angle and the overall field of vision were discovered,suggesting theneed foradditionalmirrors tocover theblindspotzones. Inaddition,theresultsofthecomputer-basedtestindicatethatthereisaneffectofthesidefromwhich motorcyclists are overtaking the lorries on the response times, which couldsuggesttheeffectofblindspotareasontheabilitytodetectthesmallervehicle.Thefindingsofthisstudycanbeabenchmarkforfuturestudiesinvolvingotherclassesofheavyvehicle.

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MRR No. 221 RiskofMotorcycleCrashesatFederalRoadAuthors(s): Azzuhana Roslan,Nora ShedaMohd Zulkiffli, Nur ZarifahHarun, Akmalia

Shabadin,SitiZaharahIshak,WongShawVoonISBN:978-967-2078-14-2Eachyear,thenumberofregisteredmotorcyclescontinuestogrowrapidly,andeachyearatleast1%ofthemgetinvolvedinroadaccidents.Outofthe1%ofamotorcycleinvolvedinroadaccidents,morethan10,000ridersandpillionsareinjuredandkilledeveryyear.Recentstatistics(2013) indicatethenumberofcasualties isat least8,000includingfatalcasesinMalaysia.Amotorcyclistismoreatriskofbeingkilledorinjuredinaroadcrashesthananyothertypeofvehicleused.Theriskdependsonfactorssuchas therider’sage,sex, typeof road,characteristicof themotorcycleandexperience.When detailed out to a fatal crash involving motorcycle by road category, crashoccurrence highest on State Road (34%) and Federal Road denoted only by 29%.However,thisresearchneedstobeconductedsinceFederalRoadwasthelongestroadinMalaysia.Theaimofthisstudywastodeterminetheriskofmotorcyclecrashesoccurrencesatselectedfederalroads.Inaddition,thisstudywasanextensionofthepaststudywhichaims to determine the vehicle speed approaching posted speed sign on the federalroad in Negeri Sembilan. Therefore, this study was conducted at Negeri SembilanwhichidentifiedfromBukuDaftarJalan,JabatanKerjaRayaasamongstatewhichthesixth largest federal road after Pahang, Johor, Perak, Sabah and Sarawak. Thus thedistributionofmotorcyclefatalitiesalongstudywasbeingplottedusingArcGISbasedonroadcrashlocationinformation(i.e.,roadkilometrenumberorcoordinate),whichobtainedfrompoliceroadcrashesformknownasPOL27.Whileroadattributesuchasareaandroadwaycategorieswereidentifiedandsegmentizedmanuallyduringon-sitedatacollection.Based on crashes recorded by RPM, even themotorcyclist casualties show lower inNegeri Sembilan but the number of crashes shows increasing year by year. A total

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465.94kmfederalroadnetworkwascoveredinthisstudy.Crashdatarelatedtoroadcategorywas computed using crash data provided by RoyalMalaysian Police (RMP).Based on data obtained from RMP, from the year 2009 to 2013 totals 5,665 roadcrashesoccurat studyarea (includingdamageonly).Outof thisnumber1,727caseswere involvedmotorcycle. In termsof themotorcyclist (riderandpillion) involved intheroadcrash,resultshow2,084with137deaths.Eventhoughthenumbercontribute1%ofa totalmotorcyclecrash inMalaysia, thisstudyneededduetopolicereportedover50%ofmotorcycledeathoccuratthefederalandmunicipalroadandalsointheruralarea(RMP,2013).Highestfatalities(74%)alsoreportedattheroadwithtwo-waytraffic systemand thedual carriagewaydenotedonlyby6%.Two-way traffic systemhasaclosedrelationwithspeedingandovertakingroadoffence.Furthermore,theriskofmotorcyclefatalcrasheswascomputedbyusingaformulaasstated.Tocalculatetherisk,eachfederalroadwasdividedintoafewsectionbasedonareaandroadwaytype.Eachsectiongavethedifferentvalueofriskwhereasalsogavesmallcrashrisk.Theriskofmotorcyclefatalcrasheshascalculatedpermillionvehicles.Theresultsshowtheriskofamotorcyclefatalcrashespermillionvehiclesapproachingsingle carriageway (433.97 km) were 1.74 times higher than crashes on dualcarriageway (29.34 km).Meanwhile, the risk of motorcycle fatal crashes permillionvehiclesapproachingtheruralarea(377.54.2km)is3.57timeshigherthancrashesinthesuburbanarea(35.12km).Thesedifferenceswerefoundsignificant.Intermofageandgender,agegroup11to30andmalewasahighergroup involved inmotorcyclecrashes.

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MRR No. 222 VehicleKilometreTravelledValidationStudyAuthors(s): AkmaliaShabadin,RizatiHamidun,SharifahAllyanaSyedMohamedRahim,

Azzuhana Roslan, Nur Zarifah Harun, Rohayu Sarani, Siti Zaharah Ishak,WongShawVoon

ISBN:978-967-2078-12-8Motorcyclistandcaroccupantscontributedabout83%ofoverallroadtrafficdeathsinthis country. Hence, the government ofMalaysia is determined to lower down thisfigure. In2006, thefirstRoadSafetyPlanofMalaysia2006–2010had listedthree(3)goalstobeachieved.Thegoalsareusingthecommonindicatortoevaluateorassessthesafetyperformanceofeachcountry.Oneoftheindicatorsisroaddeathsperbillionvehicle kilometre travelled. Thus, there is a need to ensure the vehicle kilometretravelled value is accurate, reliable and represents Malaysia. This study aims tovalidatetheVehicleKilometreTravelled(VKT)valueforprivatevehicles.Questionnairesurveyusingaface-to-faceintervieworself-completionsurveyhasbeenchosenasthemethodofdatacollection.This studyusedconvenientsamplingasamethodofdatasampling.Thisstudyinvolvesonlyprivatevehicles(Motorcycle,car,MPV,SUVandvan)users.ThisstudyalsocoversPeninsularMalaysiaonly.Thefindingsofthisstudyshowthattherearedifferencesintravelleddistanceforamotorcycleandcar.TheAverageAnnualKilometreTravelled(AAKT)foramotorcycleis21,495kilometreswhileforthecar is 28,184 kilometres. As regards to demographic groups, different groups traveldifferently. On the validation part, the results show that bothmethods (survey andsecondarydata) indicatethattheRelativeStandardError(RSE)valueis lessthan25%whichmeansthatthedataisconsideredreliabletouse.

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MRR No. 223 VehicleSpeedApproachingZebraCrossingonFederalRoadsAuthors(s): NusaybaMegat Johari, NorfaizahMohamad Khaidir, Rizati Hamidun, Siti

ZaharahIshak,AlvinPoiWaiHoong,WongShawVoonISBN:978-967-2078-13-5Federal roads in Malaysia are one of the most travelled routes after expressways.However,unlikeexpressways,thesemainarterialroadsactingasconnectorsbetweencitiesandtownsareoftenbuiltalongsideresidentialareasthusgeneratingpedestrianactivities. The presence of at-grade unsignalised pedestrian crossings on roads withdrastic changes in traffic patterns or upgraded roadways is a concern that requiresattention to. In the light of the above statements, there is a need to study theMalaysianscenarioonspeedatunsignalisedpedestriancrossings.Marked crossings generally only improve safety where there is sufficient pedestrianand traffic flowto result in significantnumbersofpedestriansmaking riskycrossingswhen the marked crossing is absent. For example, Ward, 1992, (quoted in Ogden,1996)suggestsonthebasisofBritishdatathatinstallationofrefugesnearpedestriangenerators can reducepedestrian accidents by asmuch as 60%, butwhere they areintroduced at uncontrolled intersections, even for safety reasons, accidents are onlyreducedby10%;ifnosafetyreasonsexist,accidentscanincrease.Butriskatmarkedcrossingsisalsoverydependentondriversrespectingtheneedtostopforpedestrians,whichshouldmatchtheoperatingspeedoftheenvironment.Thisstudycoversallofthefourunsignalisedpedestriancrossingsonaprimaryarterialroad,FederalrouteF005.Findingsshowthattherearesignificantdifferencesofvehiclespeedsat the fourunsignalisedcrossings.Meanspeedsofvehicleswere foundtobelowerinurbanareas(60km/h)ascomparedtoruralareas(77km/h),incidentallyalsoschool areas. In comparing the number of lanes, average speed differs significantlybetween two lanes and four lanes, where speeds were recorded to be lower atcrossingsontwolanesroads(65km/hversus73km/h).Forvehicleclass,meanspeedofpassengervehicleswasfoundtobesignificantlyhigher(morethan70km/hatthree

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of the locations) than other vehicles (below 70 km/h) at all locations. In terms ofpresence of pedestrians, both urban and rural areas recorded higher mean speedsduring presence of pedestrians, the figure is being significant for urban areas(p<0.001). Mean speeds for both areas in both situations of presence and non-presenceofpedestrians,however,werewithinthegazettespeedlimit.Analysis of speed limit violations revealed that at all four locations; speed limitviolations were less in the presence of pedestrians. In the presence of pedestrians,speed limit violations were also significantly lower on both sites with two lanescarriageway(11%comparedto47%%),andincomparingareatype,thepercentageofspeedlimitviolationswerehigherinurbanareas(51%)comparedtoruralareas(19%),possiblyduetothelowerspeedlimitsetintheseareas.Inconclusion, theoverall findingsofspeedofvehiclesapproachingzebracrossingonfederal road reveals that althoughmajorityof the vehicleswere travelingwithin thepostedspeedlimit,speedofvehiclesatallcrossingapproaches,aswellasoncrossingwere nowhere near the safe speed for pedestrians of 30 km/h or even 50 km/h(Pasanen,1992).Similarfindingsareexpectedtobeseenonroadsdesignedforhigh-speedtraffic (i.e.primaryroads thatarenon-residential roads). In this, thereviewofspeedpatternsonroadsispertinentintheplacementoftypeofpedestriancrossings.This is reflectiveof the instanceswhenroadsareupgradedorreceiveheavier traffic,necessary changes are required for the provision of pedestrian facilities. Inconsideration that only four unsignalised crossings were recorded along F005 inSelangor,itis,thereforeadvisablethatthesecrossingsareconsideredforupgradestosignalised crossings, or in cases where pedestrian volume is low and almost non-existent,theselocationsmayinsteadusetheuncontrolledcrossing.

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MRR No. 225 RoadworthinessofMalaysianTaxiwithPeriodicalTechnicalInspectionAuthors(s): ZarirHafizZulkipli,AhmadNoorSyukriZainalAbidin,RohayuSarani,Mohd

SyazwanSolah,MohdRasidOsman,TanChoonYeap,WongShawVoonThis study reviews the current situation of taxis roadworthiness inspection resultingfrom the Periodic Technical Inspection (PTI) conducted by PUSPAKOM. This is inpursuanttoadirectivefromMinistryofTransportontaxi issues,whichproposedthepossibilityofreducingthefrequenciesforperiodicalinspectionatPeriodicalTechnicalInspection (PTI) for taxis. The objectives of this study are to analyse the currentsituationofPTIfocusingonlyontaxis,toexplorethepotentialtoreducetheinspectiontermfortaxisandfinallytorecommendthebestsolution.ThedatawasobtainedfromPUSPAKOMandthedatasetonlyinvolvedtaxiswhichhadbeen sent to PUSPAKOM for roadworthiness inspection which includes initialinspectionandperiodicinspection.ThemajorityofthetaxisareEAtype(PerkhidmatanAwamTeksi)withabout60%oftheoverallofthetaxipopulation.Using logistic regression analysis, the probability of failure of PTI by the taxi wasdeveloped.Theresultsindicatethatwiththeexistingperiodictechnicalinspectionforroadworthiness,theprobabilityofanEAtypetaxitohavefailedtheperiodicinspection(PTI)reaches50%afterYear-2beforeYear-3.Moreover,forawell-maintainedEAtypetaxiwhichhadneverfailedbefore,theprobabilityofittofailinthecominginspectionwouldreach50%inYear-5.Basedontheanalysisresultandfromthestatisticalprobabilitymodeldeveloped,thefollowingrecommendationsareproposed:

i. To maintain the existing practice for the first two years with annual periodictechnicalinspection;

ii. Subsequent PTI depends on how well the roadworthiness condition of thevehiclewithapossibilityofextendingtheannualPTIuptofiveyears;

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iii. PTIforafterYear-5willbetwiceayear(everysixmonths);If avehiclehas failed inanyof the first twoyearsor subsequentannual inspections,thenthesubsequentPTIafterYear-2willbeeverysixmonths.

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MRR No. 227 SurrogateMeasureofEstimatingReal-TimeTrafficVolumeAuthors(s): HawaMohamedJamil,AlvinPoiWaiHoong,AkmaliaShabadin,HizalHanis

Hashim, Muhammad Marizwan Abd Manan, Siti Zaharah Ishak, WongShawVoon

ISBN:978-967-2078-16-6The study aims to estimate real-time traffic volume on road networks by utilisingGoogleTrafficData.Section1.0elaboratesonthecurrentstateoftrafficmonitoringinMalaysia.TheexistingmethodoftrafficmonitoringinMalaysiamostlyinvolvestrafficcountandclassifythevehiclemanuallybyenumeratorsorvideocamera.Withtheaimtoeasethedatacollectionoftrafficvolume,theobjectiveofthisstudyistoestimatereal-time traffic volume on road network by utilisingGoogle Traffic Data. This studywillalsocomeinhandywheretrafficvolumestudyishardtobeconductedatthesite,e.g., sitewith limitedspace,or siteconstraintas longas there isGoogleTrafficDatapresentatthelocation.Therearesixmethodsofconductiontrafficvolumestudymentioned.Thefirstone isthroughtollplazaticketing.Aseveryvehiclethatpassesthroughthetollplazawillhavetopay,thenumberofvehiclescanbeknownbysegregating inaccordingto itsclass.SecondlyisbyregistrationofficesandinMalaysiaiscarriedoutbytheRoadTransportDepartment(RTD).Nextisbystatisticalapproachwherebyonlyapplicablewhentherearerecordsfromthepastmaintainedeffectivelyandefficiently.Thefourthmethodisby interviewing. However, thismethod is not easilymanaging becausemany of thetransporterswillnotstopforaninterviewevenasecond.ThefifthmethodisbycheckpostsandthelastmethodisbyGlobalPositioningSystem(GPS).According to the methodology flowchart, the project will start with desk studyfollowed by site selection, data collection, data analysis/modelling and lastly reportwriting.

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Analyses done are the general analysis, speed pattern by location and alsoindependent sample T-test. Under general analysis, there is descriptive analysis andalso correlation analysis. As for speed pattern by location, graphs indication speedpatternofGoogleTrafficDataandspacemeanspeedwerecompareddifferentiatingthesiteandhourlyfactor.LastlyinSection5.0conclusionandrecommendationofthestudywerediscussed.

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MRR No. 228 EvaluationofMidblockCrossing:EffectonPedestrianandVehicularTrafficAuthors(s): Rizati Hamidun, Azzuhana Roslan, Nusayba Megat Johari, Nur Zarifah

Harun,AkmaliaShabadin,SitiZaharahIshak,WongShawVoonISBN:978-967-2078-18-0Signalised midblock crossings provide safe crossing duration to a pedestrian on astraight road.However, they are still exposed to dangerwhenboth pedestrians andvehicles violate the red signal indication and crosswalk. In this study, the violationbehaviourofpedestrianandvehiculartrafficwasexaminedatsixsignalisedmidblockcrossings using manual and video observations. Results indicate that the temporalviolation of pedestrians is high atmidblockwith a high volume of pedestrians. Highutilisation of midblock can be expected when vegetation fence installed on themedian. Comparing different type of vehicles, motorcyclist constitutes the highestpercentageofblockingcrosswalkandrunningaredlightatmidblockcrossings.

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MRR No. 229 Vehicles Speed Characteristics Approaching Road Work Zones in UrbanExpresswayAuthors(s): Mohd Firdaus Ismail,MuhammadMarizwanAbdulManan,Alvin PoiWai

Hoong,SitiZaharahIshak,WongShawVoonISBN:978-967-2078-17-3Work zone is the area that involved with a construction activity on or within theworking traffic.During this activity, a careful designwork zone control by a certifiedtraffic consultant is compulsory. It is important to remember thatwheneverwork isdone on or near the roadway, drivers are faced with unexpected traffic conditions.Work zone on the highway system interrupt regular traffic flows and create safetyproblems.Thesechangesmaybehazardousfordrivers,workers,andpedestrians.Thestudyobjectivesaretoexaminedspeedcharacteristicsanddrivercompliancewiththetemporary posted speed limit approachingwork zones at the expressway. Speed forpassenger car, motorcycles and heavy vehicles were collected at different trafficcontrol zone which are divided into Advance Warning Area 1 (AWA 1), AdvanceWarningArea2(AWA2)andWorkArea(WA).Statisticalanalysisusingt-testandchi-squaretesttodeterminetherelationshipofcompliancetothespeedlimitwithrespecttofactorssuchaslocation,trafficcontrolzoneanddisplayedtemporarypostedspeedlimit were performed. Higher mean and 85th percentile speeds compared to thetemporary posted speed limit are observed at all study locations. The different ofmean speed is statistically significant which more than 60% of road user travelledhigher than the speed limit, especially at the AWA 2 and WA. Passenger cars andmotorcyclesrecordedthehighestnon-complianceratecomparedtotheheavyvehiclethat need to slow down due to their large dimension in order tomergewith othertrafficthuscontributetothehighspeedcompliancyrateespeciallyatthatAWA2.Bydisplaying temporary speed limit lower than 60 km/h, it will exhibit a higherpercentageofincompliance.Itreflectsthatthespeedmanagementthroughtheuseofstaticspeedlimitsignislesseffectivetoslowdownvehicles.Thus,theimplementationofalternativemethodssuchasVariableAdvisorySpeedLimit,DynamicMessageSigns,SpeedMonitorDisplay,EmergencyFlasherTrafficControlDeviceandotheravailable

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technology can be considered as research have proved it have significant effect toreducespeedatworkszones.

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MRR No. 232 An Evaluation of Motorcycle Facilities: Utilisation and User Satisfaction onEMCLandNEMCLinMalaysiaAuthors(s): Siti Zaharah Ishak, Alvin Poi Wai Hoong, Akmalia Shabadin, Norfaizah

Mohamad Khaidir, Rizati Hamidun,MuhammadMarizwan AbdulManan,Syed TajulMalik Syed Tajul Arif,Muhammad Ruhaizat AbdGhani,WongShawVoon

ISBN:978-967-2078-19-7The highest fatality involvedmotorcycle accident inMalaysiawhich encompasses to60%oftheoverallnumbers.Variousinitiativesweretakentodecreasethenumbersto50%bytheyear2020.Theinitiativesincludetheroadengineeringprogramme—theprovision of Exclusive Motorcycle Lane (EMCL) and Non-Exclusive Motorcycle Lane(NEMCL).Theseprogrammeshavestartedintheearlyseventiesandwereclaimedasthefirsttypeoffacilitiesintroducedintheworld.Theutilisationissuescanbepartofthe challenges in providing these facilities besides motorists’ satisfaction and theavailabilityofdatathatcansupportfurtherresearchinvolvingmotorcyclists,especiallyatmotorcyclelanefacilities.Thereforetheaimofthisstudyistodevelopasystematicdatabase for motorcycle facility by providing information such as public utilisation,satisfactionandLevelofSafety (LOS)ontheexistingmotorcycle facilitiesprovided inMalaysia.Toachievetheaim,thefollowingobjectivesaredesigneda)Toidentifytherate of MCL facilities utilisation and misuse b) To determine the motorcycle speedapply at motorcycle lanes and main carriageway c) To assess the current roadengineering and environmental safety concern using MeTRA d) To determinemotorcyclistsatisfactionindexforEMCL&NEMCLande)Toidentifythedeterminantsof influencingmotorcyclist choice inusingEMCL&NEMCL.Engineering studieswereconducted,andaquestionnairerelatedtosatisfactionwasdistributedviaface-to-faceinterview and an online survey.Motorist Satisfaction Index (MSI) was rated using aLikert scale for seven (7) attributes including the provision of signage, lighting,guardrail,pavedlane,accessibility,securityandcleanliness.ThesameattributeswerealsoassessedduringRoadSafetyAssessment.Thefindingswereprovidedattheendof

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thisreportthatwillbeveryusefultoroadauthoritiesinMalaysiaandlessonlearnedtoothercountries.

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MRR No. 233 Development of Electronic Guidebook for Traffic and Road Safety Audit e-MeTRAAuthors(s): Hawa Mohamed Jamil, Muhammad Ruhaizat Abdul Ghani, Norfaizah

Mohamad Khaidir, Alvin Poi Wai Hoong, Ho Jen Sim, MuhammadMarizwanAbdulManan,SitiZaharahIshak

ISBN:978-967-2078-20-3This report highlights the development of the Project “Development of ElectronicGuidebook for Traffic & Road Safety Audit (e-MeTRA)”. Section 1.0 explains theintroductionandStandardOperatingProcedure(SOP)ofRoadSafetyAssessment(RSA)carriedout inMIROS.Due to thedifficultiesandconstraint facesat site, researchershave embarked on developing a system aim to facilitate Road Safety AssessmentOperationsbydevelopmentofanelectronicsystemfordatacollectionandanalysis,tostore, manage, and analyse road safety assessment data collected by road safetyassessmentteamandalsotocreateanelectronictoolforRSAdatacollectionon-site.AliteraturereviewregardingvariousdatabaseofRSAfromothercountries isexplainedin Section 2.0. The countries are New Zealand, Australia, United Kingdom and theUnited States. In New Zealand, formal assessment of the safety of existing roadcorridors has been developed by the Safety Audits of Existing Roads (SAER). Themonitoring system is developed using the Microsoft Access 97 database. As forAustralia,RoadSafetyEngineeringToolkitisusedtoassistroadsafetypractitionerstocarryoutroadsafetyaudits.ItguidesusersthroughtheAustralianRoadSafetyprocess(feasibility,preliminarydesign,detaildesign,pre-openingstage,roadworktrafficandexisting roads). In the United Kingdom, the County Surveyors Society and HighwaysAgency (MOLASSES) owned a database that stores information on safety schemesinstalledon localand trunk roadsacrossGreatBritain. Lastly, in theUnitedStates,atracking consists of information on each audit, which includes the RSA Project,Observation,Intersection,Section,Suggestion,AgencyResponse,Contact,CompletionDate, Checklist, Detailed Observation, Short Terms Suggestion and Long TermSuggestion has been developing. Section 3.0 elaborates on themethodology/development of the system. The development comprises of User

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Requirement Study, User Interface (UI) Design, Database Design, On-Site EntryModule,DataAnalysisModuleandalsoGoogleMapModule.Acasestudyasreportedin Section 4.0. The applicationof the system is in a selected study, i.e. KM330 JalanRaub–Lipis.Thecasestudywas‘ARoadSafetyAssessmentOperationCarriedOutOn-Site’ by Road Engineering and Environmental Research Assessment Team. For thepurposeofthisreport,onlyongeneral informationandroadsurfacewerediscussed.Finally, Section 5.0 contains the conclusion of the study. The study will aid in theformulationofeffectiveroadsafetyresearchandinterventionsthusprovidingamorepromising result in reducing both road accidents, and fatalities should include thesystemabletoprovideevidenceoncommondeficienciesandtypeofcrashassociatedwithit.

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MRR No. 237 HazardProfilingofCourierRiders’DeliveryRouteAuthors(s): Mohd Khairul Alhapiz Ibrahim, Ahmad Azad Ab. Rashid, Mohd Firdaus

MohdSiam,LowSuetFin,WongShawVoonISBN:978-967-2078-23-4Courierandpostaldeliveryworkersareamongthehigh-riskgrouponMalaysianroadsduetotheirhigheron-roadexposure.Thepastdecadehasseenanincreasingtrendinnumber of road crashes involving courier and postal deliveryworkers. The fact thatmajorityoftheseworkersuseamotorcyclefordeliverypurposescompoundstheriskof crash involvement. This study aimed todetermine typesof hazards facing courierriders on the road by recording the riding scenarios on their actual delivery route.Researchersusedadigitalcameraandahands-freecameraharnesstoholdthecameraatthechest leveltorecordtheridingscenarios.Thisstudyhasfoundthatroadusersincluding the participants themselveswere themost dangerous category of hazardsfacingcourierridersontheirdeliveryroute.Consideringbothroaduserandnon-roaduserrelatedhazards,thefivemostprevalentcategoriesofhazardswereattributedtoothermotorists,participants’ ridingbehaviours,behavioursofpedestriansorcyclists,roadsurfaceissuesandobstructionofview.Thefindingsalsoshowthatencroachmentof participants’ riding path, participants’ unsafe lane filtering and jaywalkingpedestrians are the most frequent cause of critical incidents that resulted in nearmisses.Theclassificationofhazardsandriskassessmentpresentedinthisstudycanbebeneficialforoperationmanagementandridertrainingconsideration.

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MRR No. 238 KajianAnalisisSoalanUjianMemanduCalon:UjianBahagian1bagiKurikulumPendidikanPemandu(KPP)Baharu[RESTRICTED]Authors(s): Low Suet Fin, Noradrenalina Isa, Nor Fadhilah Mohd Soid, Wong Shaw

VoonSalahsatucabaranyangdihadapiolehnegarakitaialahkadarkemalanganyangmasihtinggiwalaupunpelbagaiusahatelahdilakukanolehpihak-pihakyangberwajib.Olehitu,golonganpenggunajalanrayayangberumurantara16-25tahunyangmerupakanpemeganglesenmemandumotokarataumotosikalbaru,seharusnyadiberikantumpuandanperhatianyangsewajarnya.HalinikeranaberdasarkanStatistikLaporanPerangkaanKemalanganJalanRayaPolisDirajaMalaysia2014,jumlahgolongantersebutyangterlibatdalamkemalanganjalanrayaamatmembimbangkan.Objektifkajianiniialahuntukmenganalisissoalan-soalanujianmemanduBahagian1yangdidudukiolehcalon-calonyanginginmendapatkanlesenmemandu.Kajianinipentingkeranacalon-calonperlululusdalamujianinibagimembolehkanmerekamendudukiujiandanseterusnyamemperolehilesenyangsah.Soalan-soalantelahdianalisisberdasarkantaksonomiBloomsertahasilpembelajaranyangtelahdigariskandalamKurikulumPendidikanPemandu(KPP)yangbaharu.KajianinidilaksanakandenganmenganalisistigasetsoalanyangtelahdibekalkanolehpihakJPJ.Hasilkajianmendapatibahawakebanyakansoalantertumpukepadahasilpembelajaran1iaitutandaisyaratlalulintasdanhasilpembelajaran2iaitupemanduanberhemah.Apabilasoalan-soalandianalisisberdasarkandomainkognitiftaksonomiBloompula,didapatikebanyakansoalanmerupakansoalanjenispengetahuandanpemahaman.Analisissoalan-soalanberdasarkandomainafektifdalamtaksonomiBloompulamenunjukkanbahawakebanyakansoalanmerupakansoalanjenispenerimaandantanggapansahaja.Berdasarkanhasilkajianini,adalahdicadangkanagarpihakJPJmembuatpenstrukturansemulasoalan-soalanujianmemanduBahagian1supayacalon-calondapatmenguasaisemuapengetahuansertakemahiranyangperlu.Halinibagimembolehkancalon-calonmengaplikasikannyadalamtingkahlakupemanduansemasaberadadijalanrayauntukkeselamatandirimerekadanparapenggunajalanrayayanglain.

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MRR No. 239 MIROS Crash Investigation and Reconstruction Annual Statistical Report2011–2013Authors(s): SitiAtiqahMohdFaudzi,AhmadNoorSyukriZainalAbidin,MohdAmirudin

MohamadRadzi,ZarirHafizZulkipli,KakD-Wing,MuhammadAzizirrahimMohd Yusoff, Fauziana Lamin, Afiqah Omar, Mohd Rasid Osman, WongShawVoon

ISBN:978-967-2078-22-7This report highlights the statistical analysis ofMIROS’s in-depth crash investigationcases throughout the year of 2011–2013. The main objective of this report is toprovide the result of the descriptive analysis, inferential analysis and indexes oncasualtiesofcrashinvestigationcasesofthesaidyear.From2011until2013,MIROS’crash investigation team investigated 167 cases regarding the crash that meets theMIROS’s specific requirements. The number of investigated cases for each year of2011, 2012 and 2013 is 68 cases, 44 cases and 55 cases respectively. For each yearmore than 50% of the crash cases involved two vehicles. The proportion of crashinvolving passenger car which included car, four wheel drive, van and MPV issignificantlyhighercomparedtoanothervehicletype.Intermsofcrashconfiguration,head-oncollisionrecordedthehighestproportioncomparedtoothers.Ahighnumberofinvestigatedcasestendtooccuronthemidblockroadcomparedtotheothertypesofintersection.The inferential analysis shows some parameters have significant relationships withother variables. This includes horizontal and vertical alignment, road type and crashconfiguration,thenumberofvehiclesandcrashconfiguration.Onaverticalsloperoad,the likelihood for an accident to happen in thehorizontal bend road is 7.381higherthan in horizontal straight road. The analysis showed that KSI Index is high onWednesday,thetimebetween1401to1600,themonthofAugust,Sarawak,vicinityofconstruction,anightwithout street light,during light rain, inprivate road, crossroadintersection, straight and slope road alignment, single carriageway, cases involvedrolloverand single vehicle. Fatality indexhasalso shown that thehighestnumberof

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theparameters listedaboveexceptforstaggered intersection insteadofacrossroad.Riskydrivingandspeedingarefoundtobethemostidentifiedcrashoccurrencefactorsin the investigated cases year 2011–2013. Meanwhile for injury occurrence factors,crashcompatibilitywasfoundtobemoreprominentineachvariableanalysed.

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MRR No. 240 CompilationStudyConductedduringOPSHariRayaAidilfitriPeriod2016Editors:LowSuetFin,MaslinaMusa,WongShawVoonISBN:978-967-2078-21-0TheOPSHariRayaAidilfitri2016conductedisanannual integratedeventtoincreaseawareness and enhance compliance with traffic regulations among road users. Theinterventions include increased enforcement, speed reduction on certain roads,banningofheavyvehiclesandincreasethedosageofroadsafetyinformation.ThedosageofroadsafetyinformationshowsanincreasingthepercentofinformationonroadsafetyduringtheOPSperiodcomparedtobeforeOPS.RoaduserswerealsomoreexposedtowardsnewsandinformationonroadsafetyduringOPScomparedtobeforeOPS.Socialmediashowsthetopsourceofinformationcomparedtotraditionalmedia(television,radioandnewspaper).In relation towards enforcement, several studies are conducted which includescompliance to helmet wearing among motorcyclist, compliance to seatbelt wearingamongdriversandvehiclepassengers,perceptiontowardsenforcementandusageofchild restraint system in travelling vehicles. From the observation conducted tomeasure the compliance rate of helmet wearing, it shows that more riders wear ahelmet during the enforcement period. Properwearing rate (proper strappingwhenusingahelmet)isalsoseenduringtheOPSperiod.Asforcompliancetoseatbeltwearing,thestudyshowsthatfrontpassengersandrearpassengersarerespectively0.930and0.641timeslesslikelytowearaseatbeltduringOPS than after OPS. As an overall, seatbelt wearing rate for all type of occupantsincreasedafterOPScomparedtoduringOPS.ThecomparisonofwearingratebetweentheseOPSwith the previousOPS revealed that thewearing rate among drivers andfront passengers increased while the rear passengers’ wearing rate decreased fortheseOPS.

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The perception study towards enforcement is a continuation of previous studies onperception towards traffic enforcement conducted before and during Hari RayaAidilfitri2016.Theresultsrevealedthatmorepeopleperceivedthattheywerelikelytoget summoned for committingmost of the traffic offences duringOPS compared tobeforeOPS.VisibilityofenforcementactivitywasalsohigherintheperiodduringOPSthanbefore.AlthoughMalaysiahasnotregulatedanylawontheuseofchildrestraintsystem(CRS)intravellingvehicles,thestudyisconductedtodetermineCRSusageamongchildren0to12yearsoldwhiletravellinginvehiclesbeforeandduringOPSHariRaya2016.TheoveralluseofCRSisextremelylowbeforeandduringtheperiodofOPS.Another strategy conducted is tomanage the speed of road users along the federalandstateroadsthroughoutMalaysiabya10km/hreductionofthepostedspeedlimit.However,operatingspeedsat85thpercentilerevealedandoverallspeedofmorethan90 km/h during OPS despite recording a reduction in the 85th percentile speed. Incontrast,thespeedlimitcomplianceishigherbeforeOPSthanduringOPS,whichcanbecontributedtotheloweringofthespeedlimitby10km/hduringOPSperiod.In terms of traffic volume on the road, trip origin home is higher on Saturday andMonday before Hari Raya Aidilfitri whereas trip origin from hometownwas high onFriday, Saturday and Sunday after Hari Raya Aidilfitri. Although banning of heavyvehiclesisenforcedduringtheOPSperiod,thetrafficvolumeisstillpresent.

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MRR No. 241 EffectivenessofOPSSelamat8/2016:AnEvaluationStudyEditors: FauzianaLamin,MohdRasidOsman,LowSuetFin,SitiZaharah Ishak,Wong

ShawVoonISBN:978-967-2078-26-5This report contains evaluation study of OPS Selamat 8/2016 effectiveness. Theevaluationwas conducted through several research projects. These projects supporttwomain indicators of theOPS Selamat effectiveness, i.e. roadusers’ perceptiononenforcementandadvocacyandroadusers’behaviouralchanges.Amongthemeasuredvariablesareroadsafetyinformationdosage,seatbeltwearing,helmetwearing,childrestraint systemusage, traffic volumeand vehicle speed. Findingsof eachmeasuredvariable, according to the predetermined indicators, were presented in separatechapters. The comparative trend of road users’ perception and behavioural changesbetweenandduringOPSSelamatandbaselineperiodwasobserved.Asaresult,itwasfoundthatthere isan increaseofroadusers’perceptiononenforcementduringOPSSelamatperiod.However,duetoalackinginadvocacyactivityduringtheOPSSelamat8/2016, no strong associations between self-reported behaviour towards trafficregulation compliance and road safety messages can be observed. In addition, apositivechangeofroadusers’behaviourincludingseatbeltwearing,helmetwearing,heavy vehicle movement compliance can be perceived during the period. ThesefindingsrevealthattheOPSSelamat8/2016hasaneffectonroadusersbutitcanbefurtherimprovedinordertoreachasatisfactoryroadsafetybenchmark.Accordingly,some recommendations are proposed to improve the effectiveness of the OPSSelamat, especially on the variables that indicate an alarming percentage ofcompliance.

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MRR No. 242 The Pattern of Wearing High Visibility Windbreaker among MotorcyclistsUsingtheAwarenessApproachAuthors(s): SharifahLiew,NorFadilahMohdSoid,NuurSakinahAzman,LowSuetFin,

WongShawVoonISBN:978-967-2078-24-1ThemainaimofthisstudyistocomparethepatternofwearingrateofHighVisibilityWindbreakers(HVWB)amongmotorcyclistsbyusingtheawarenessapproach,whichisan intervention program designed specifically for motorcyclists. Two organisationswere selected and given two types of approach – Approach 1 consisted of theinterventionprogramandthedistributionofHVWBwhereasApproach2consistedofthe distribution of HVWB only. Baseline observation was conducted prior to theimplementationofbothapproachestocollectbaselinedataonthepatternofwearingHVWB among the motorcyclists at both organisations. The observation was againconducted after the implementation of both approaches and the results found thatthere was a significant increase in wearing rate of HVWB amongmotorcyclists whoreceivedroadsafety interventioncomparedtothemotorcyclistswhodidnotreceiveanyroadsafetyintervention.ResultalsofoundthatmotorcyclistswhoexposedtotheroadsafetyinterventionprogrammeworeHVWB,5.71timesmorethanmotorcyclistswhodonotexposetoanymodofinterventionprogramme.

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MRR No. 243 AStudyonCommercialVehicleSpeedanditsOperationalCharacteristicsAuthors(s): HoJenSim,MuhammadMarizwanHj.AbdulManan,MohdFirdausIsmail,

MuhammadRuhaizatAbdGhani,SitiZaharahIshak,AlvinPoiWaiHoongISBN:978-967-2078-25-8Acommercial vehicle is thebackboneof the logistics industrywhichdrivesa vibranteconomyofa country.Nevertheless, commercialorheavyvehicle-relatedaccident isdrawing serious attention. In 2014 alone, a total of 57,430 road accidents involvinglorry, bus, and taxi was recorded (Kementerian Pengangkutan Malaysia, 2014). Theheight,weightandwidthdimensionofthecommercialvehiclesreducethevisibilityofother drivers and thereby increase the risk of an accident. Furthermore, due to theevolution of technology, larger trucks are now equipped with higher horsepowerwherealotofspeeding-relatedaccidentswerereported.Thisstudyissettoevaluatethespeedprofilefordifferenttypesofcommercialvehiclesatdifferentroadhierarchy.Thespeedprofilesareveryusefulinassistingtheauthorityin road and infrastructuredesign. For instance, appropriate traffic calmingmeasurescanbedeployedbasedonthespeedprofilesonthespecificroads.Atotalof7168commercialvehicleswereobservedonthefourtypesofroads.Nearly50%of themwere collectedonprimary roads.Aboutone-thirdof the sampleswerelight lorry with two axles while two axles heavy lorry constituted 16%. The resultsindicatethat ingeneralmostoftheheavyvehicles(4.39%–98.61%)travelledfastanddidnotcomplywiththespeedlimitspostedondifferenttypesofroadhierarchy.Thelowerthepostedspeedlimit,thehigherthepercentageofnon-compliancerateswhichmeans that the compliance increase as the speed limit increase. Majority of thecommercialvehicles(28%–57%)occupiedthemiddle lanesandthosesmallersizesofvehicles (ascomparedtoothersizesofcommercialvehicles)hadmoretendenciestotravelonthefastlane.

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MIROS Inquiry Report (MIR) MIRsare reportson selectedaccidents/cases thatare consideredhighprofileandofnationalinterestingnature.Itstartsoffasabriefsreportforinternalevaluation,whichis the expended into full reports as required. These reports are “RESTRICTED” andintendedforinternaluseonly.Theyarenotavailabletothegeneralpublic.

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MIR No. 209 MIROS Inquiry Report: Single Vehicle Fatal Crash at KM137.1 North-SouthExpresswaynearPagoh[CONFIDENTIAL]Authors(s): Wong Shaw Voon, Kak D-Wing, Zarir Hafiz Zulkipli, Iskandar Abd Hamid,

Ahmad Noor Syukri Zainal Abidin, Mohamad Suffian Ahmad, AziemahAzhar,AlvinPoiWaiHoong,SyedTajulMalikSyedTajulArif,MohdRasidOsman

On24December2016,anexpressbuswithregistrationnumberAJC6633,ranofftheroadandplunged intoaravinenearKM137.1North-SouthExpressway(northbound).This tragic road crash caused 14 deaths including the driver. The buswas travellingfromLarkinBusTerminaltoTerminalBersepaduSelatan(TBS),carrying30passengers(includingdrivers)whenthecrashoccurredatapproximately3.30a.m.The incidentwaswidely reported through the electronic andprintedmedia andhasbecome one of the most attentive issues to the public recently. The Ministry ofTransport(MOT)entrustedtheMalaysianInstituteofRoadSafetyResearch(MIROS)toconduct an in-depth crash analysis and investigation into the case. The expectedoutcomeoftheinvestigationistoaddressgapsinthesafetytransportationsystemandto propose effective countermeasures to minimise the injury outcome and inpreventingasimilarcrashfromreoccurringinthefuture.TheinterimreportoftheinvestigationwassubmittedtoMOTwithintwoweeksafterthe crash. MIROS has presented the investigation findings and results from crashreconstructionbasedonphysicalevidenceobtainedatthecrashsiteandinspectiononthedamagedbustoMOTon9January2016.The subsequent in-depth, comprehensive analysis of the crash concluded that thecrashwascontributedbyacombinationof factorsmainly thedriver, thevehicleandtheroadenvironment.

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Specifically,thecontributingfactorsofthecrashareasfollows:

• Thebuswastravellingataspeedhigherthanthepermissiblespeed;• Thedriverofthebuswasdrivingforlonghourswithminimumrest,13hours50

minuteson the roadwitha totalof1hour37minutesstopover,whichwouldverylikelyleadtodriverfatigue;

• Poorroaddesignandroadsafetyfacilitiesarenoteffectiveinpreventingrunoffroadevent.

AnalysisfromthemarksleftattheCrashScenehasshownthatthebuswasweavinginandoutoftheunpavedroadshouldergraduallyforadistanceof49.7m.Afterashortdistanceof11.4monthepavedroad,thebusranoffroadagainforthesecondtimeandhadtravelledfor115.1mtotheedgeoftheravine.Thebusfellofftheedge,wentairborneandhitwiththeconcretewallofanunderpass.Subsequenttotheimpact,thebus slid along the concretewall of theunderpass, leaving scratchmarkson thewallbeforeitreacheditsfinalrestposition.Thetrajectoryofthebusafterfallingofftheedgeoftheravinewasdeterminedbasedonthelawofphysicsandphysicalevidencefoundatthecrashsite.Thekinematicsandthedynamicsofthebusatthematerialtimewereconfidentlyderivedafterextensivelyanalysing thegatheredphysicalevidence, consideringa rangeofpossibledrag factorvalues and possible braking effortmade by the driver. The bus could have travelledwithaspeedashighas122.9km/h.However,bygivingthebestpossiblebenefittothedriver,thepossibleminimumspeedwas102.7km/h.Finally,bydeterminingthedragfactorvalueofthegrasssurfaceatthecrashsite,theprobablespeedofthebuswas115.5km/h.Bygiving thebestbenefit to thedriver, thepossibleminimumspeedof102.7km/hisalreadysignificantlyhigherthanthepermissiblespeedof90km/h.Assessmentof roaddesignandenvironmentof thecrashsite revealed that the roadwherethecrashoccurredwasratedwith2starsaccordingtotheiRAPratingsystem,whichindicatedthatthesafetyfeaturesoftheroadwerenotadequate.Forexample,theinstalledsemi-rigidW-beambarrierwasasub-standardcrashbarrier,inwhichthelength and end treatment specifications of the crash barrier were improper andinsufficient to prevent run-off-road collisions such as this crash. Besides that, theinvestigation also found that the speed of operation traffic was higher than the

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permissiblespeedonaverage,where85thpercentileofpassengercarsandbuswerefound travelling at 127 km/h and 103 km/h respectively. Thus, proper speedmanagement system, suchas installingAutomatedEnforcementSystem (AES)has tobeimplementedtoreducetheaveragespeedofoperatingtraffic.Theinvestigationalsolookedintothesafeoperationofthebus.Itwasclaimedthatthebuswasoperatedbyanindividual,andtheinvestigationfoundthattheticketwassoldbyBillionstarExpressSdn.Bhd.andtherightfulowneronpaperwasGoldstarExpressSdn.Bhd.(basedonPUSPAKOM’srecord)whichwasalsothepermitholder.Thus,theownerofthebuswasnotmanagingtheoperationofthebusandfailedtocomplywiththeOSHAICOPSHE2010requirementsforthetransportsector.Inadditiontothat,thebushasbeenoperatingonanunapprovedrouteforayear.Thefindingrevealedthatthecurrentmonitoringsystemnotonlyfailedtodetecttheunsafeoperationpracticesbutalsounabletodiscoverthemisuseoftheapprovedpermit issuedbySPAD.Allofthesefindingshaveexposedtheweaknessofthecurrentmonitoringandenforcementsystem.The relevantauthorities shall take immediateandsternaction toassessandrevampthemonitoringandimplementationsystemtomitigatethesaidissues.Furthermore, the bus was claimed to have complied with UN R66 (Strength ofSuperstructure)asstatedinitsVehicleTypeApproval(VTA)technicalreport.However,thecoachbuilderofthebusfailedtopresenttheUNR66technicalreportwhenitwasrequested by the investigation team.Without proper documentation, compliance tothesaidregulationisquestionable.Inaddition,thecoachbuildercouldnotprovideanyUNR80(Strengthofseatanchorage)technicalreportfortheirnewbusmodelsstarting1January2014.Besidesthat,noevidenceorsupportingdocumentscanbepresentedwhichconfirmthatthedesignandspecificationoftheseatanchorageforthecurrentbusmodelthatcomplieswiththeUNR80.Thesefindingsshowthatathoroughreviewand assessment of current VTA approval procedures are required to identify anyloopholesintheexistingsystemaccordingtoWP29’sframework.TheapprovalofanyvehiclemodelunderVTAshallbeset toamaximumperiod. Inaddition, therelevantauthorityshouldexpeditethemandatoryimplementationofspeedlimiteronallheavycommercialvehicles.Theanalysishasalsoconcludedthatsimilartomanyothercrashes,thisparticularcrashandtheinjuryoutcomecouldbeminimisedifnotprevented,anditjustneededtoget

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oneofthemanyother influencingfactorsright.Theanalysisalsofurtherprovedthatshould the bus was on its maximum permissible speed, 90 km/h, and there wereshoulder rumble stripes, which would alert the driver before ran off road, the buscouldbebroughttoastopbeforewentdowntoravinebyjustapplyinghardbraking.Thisagainprovedthatforroadsafety,everyonecouldplayasignificantroletomakeadifference.Recommendationshavebeenformulatedinordertoavoidand/orminimisetheinjuryriskofasimilarcrash.Therecommendationscompriseactionstobetakentoimproveandenhancethevehiclecertificationandapprovalprocess; toassessandreviewtheroad design and environment including speed management strategy alongexpressways; to intensify the implementation and assessment of safe operationpractices in transport industry which includes conducting a comprehensive audit inenhancingtheexistingpermitapprovalandmonitoringmechanism;and,toimprovisethemonitoringmechanismofbusoperationand revise theenforcementmechanismontheroad.

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MIR No. 234 MIROS Inquiry Report: Juru Crash Investigation KM147 North-SouthExpressway(Northbound)[CONFIDENTIAL]

Authors(s): SitiAtiqahMohdFaudzi,AhmadNoorSyukriZainalAbidin,MohdAmirudinMohamadRadzi, SyedTajulMalik SyedTajulArif,NusaybaMegat Johari,MohdRasidOsman,SitiZaharahIshak

On24October2017,two(2)employeebuseswithregistrationnumberPBD6650(BusA) and JGX6099 (Bus B) were involved in a fatal crash at KM147 North-SouthExpressway (Northbound) near to Juru Toll Plaza, Pulau Pinang. The fatal crashreported occurring just before 6.00 a.m. and the weather during that time wasreportedtobefine.ThecrashoccurredwhenBusAwasbelievedtoparkneartotheroad shoulderat the road sitewashit from rearby theoncomingBusB.Due to theimpact,BusAmoved towards the roadshoulderand impacted thebarrier.After theimpact,bothofthebusesskiddedtowardsthemediancrashbarrierandendedatthemediancrashbarrierasfinalrestposition.Atotalofeight(8)passengerswerekilledinthecrash.

The road is an expressway andwas constructed as a four (4)-lane, dual-carriagewaywith two (2) directions respectively with a relatively flat vertical alignment. It isclassified as a rural expressway with speed limit of 110 km/h. It was observed thattherenostreetlightingpostwasinstalledalongthestretch.Theroadpavementatthecrash site was in good condition – no potholes or surface bleedingwas visible. ThecrashhadcausedmajordamagestotherearstructureoftheBusA.Therearoffsideofthe bus A was severely damaged, caused by the rear impact of Bus B. ThoroughinspectionofBusBfoundthemajordamagesonthefrontalnearsidestructureofthebuswas caused by the impact of the rear structure of Bus A. Theminimum impactspeedobtainedfromthekinematicanalysisandtrip-basedanalysisofBusAandB,themostprobabletimeofcrashwasestimatedbetween5.55a.m.and5.56a.m.whiletheminimumaveragetravellingspeedofbothbuseswascalculatedtobe75km/h–105.6km/hforBusAand105.6km/hforBusB.Three(3)mainissueshighlightedarerelatedtoconspicuity, structural integrityof the involvedvehicleandhandlingofemergencysituationi.e.vehiclebreakdownbythesaiddriver.

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MIR No. 235 MIROS Inquiry Report: KamparMulti Vehicle Fatal Crash KM45 Jalan Ipoh-TelukIntan[CONFIDENTIAL]Authors(s): KakD-Wing,AfiqahOmar,Nurulhuda Jamaluddin,HawaMohamed Jamil,

MohdRasidOsman,SitiZaharahIshakAmultiplevehiclecrashesinvolvingatruck,avanandapassengercaroccurredon28October2017,atKM45JalanIpoh-TelukIntan,Perak.Thecrashoccurredintheearlymorning around6.30 a.m., and theweatherwas reported tobe fine at thematerialtime. The incident caused nine (9) deaths, which involved the driver and all of theoccupants of the van. The driver of the truck was slightly injured and sent to IpohHospitalforfurthertreatmentwhilethepassengercardriverescapedunhurt.A team fromMIROSwasdispatched to the crash site to carry out an in-depth crashinvestigation and thorough analysis of the crash. Besides focusing on theenvironmental factor and vehicle damage, this report also highlights the possiblefindingsfromthecrashreconstruction.Fromtheevidencegathered, itwas identifiedthatthetruckcollidedwiththepassengercarfirst,beforeenteringtheopposite laneand crashing into the oncoming van. As a result of the impact, both truck and vanmovedinthesamedirectiontowardstheunpavedroadshoulderwherethefinalrestpositions of both vehicles are located 16.5m away from the initial point of impact.Abrasivemarkswerefoundontheseatbeltforbothdriverandfrontpassengerofthevan,whichsignifiedthatboththedriverandthefrontpassengerdidweartheseatbeltduringthecrashevent.Forrearpassengercompartment, itwas foundthatallof therear passenger seats were detached and no seatbelt was installed at the rearpassengerseats.Thecrashwasinitiatedbytheriskydrivingbehaviourofthepassengercarthatinitiallyhitthetruckwhilethepassengercarencroachedintothetravellinglaneofthetruck.Thecollisionresultedinthetrucktolosecontrolandmovingtowardstheoppositelanebeforehittingthevan.Throughcomprehensivespeedanalysis,thetravellingspeedofthetruckatthepointofimpactwiththevanwas73.9km/h,whichwashigherthanthe

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postedspeedlimit(70km/h).Thus,itisrecommendedtoimprovespeedenforcementactivitiesat thecrashareaand itwill increasetheperceptionofbeingcaughtamongroadusers.Another issuerelatedto thiscase is thenoncomplianceofagedvehicleswithUNECER14(safetybeltanchorage)requirement,whichhighlightstheimportanceofseatsandseatbeltanchorage.Thesurvivalrateoftherearpassengerscanbeincreasediftheirseats were still intact after the crash and all of them were restraint. Thus, it isrecommendedtoreviewcurrentendoflifepolicyconsideringtheweaknessofsafetyfeaturesonagedvehicles.

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MIROS Code of Practice (MCP) MCPsarereportsthatpromotegoodpracticeonroadsafetyandproducedintheformoftechnicalandpracticalguidelines.Theyleadtoactivitiesthatrequiredparticipationfromotherparties,andalsobeusedas reference for standardoperatingprocedures(SOPs).

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MCP No. 193 CrashInvestigationandReconstructionTrainingModuleAuthors(s): MohdAmirudinMohamadRadzi,AhmadNoorSyukriZainalAbidin,KakD-

Wing,SitiAtiqahMohdFaudzi,ZarirHafizZulkipli,NorlenMohamedISBN:978-967-2078-27-2The Malaysian Institute of Road Safety Research (MIROS) is the leading agency inMalaysia conducting crash investigation and reconstruction. As the leading crashinvestigationagencyinthecountry,MIROSplaysanimportantroleindevelopingandimplementingtrainingprogramstoexpandandshareitsknowledgeinthefieldtobothlocal and international stakeholders. This document provides the framework forMIROS’s Crash Investigation and Reconstruction Training Module. This modulecontainsthreedifferenttraininglevels,namely,basic,intermediateandadvanced.Thelevels includeboth theoretical andpracticalperspectives to suit the requirementsoftheparticipants.

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MCP No. 226 Guideline of Safe Driver and Rider Performance Evaluation: Focusing onCognitiveandPsychomotorComponentsAuthors(s): MohdFirdausMohdSiam,AhmadAzadAbRashid,MohdKhairulAlhapiz

Ibrahim, Nurulhana Borhan, Sharina Shariff, Low Suet Fin, Wong ShawVoon

ISBN:978-967-2078-15-9Theobjectiveof theguideline is toprovideamethod thatevaluatesdriverand riderperformancethatfocusesonthesafetyandtimeefficiencyelements.Safetyelementfocusesonaiming foraccident-free tripswhichon theotherwords reflectingwhatadefensive driving or riding is. The scopes of this guideline are converging on twomeasurablecomponentswhicharecognitiveandpsychomotor. It intendstoevaluatethedriverandriderinwhichattheendaimstoproducegooddriversandriderswhowould be able to properly balance between safety and time efficiency elementswithoutcompromisingeachother. In thisguideline,sevenattributeswillbeassessedwhich are a distraction, safe gap acceptance, motorcyclist conspicuity, speedmanagement,hazardperception,crashavoidancemotorskillandtimeefficiencyandvehicleinspection.Theguidelinecoverstwoevaluationstagesthatshallbecompletedby each driver or rider including preliminary screening evaluation and actualevaluation. The evaluation locations are specifically designed in the MIROS drivingsimulatorlab,controlleddrivingtrackandactualdrivingroad.Theguidelineissuitabletobeimplementedbyanygovernmentagency,publicandcommercialtransportfleetoperator to assess the performance of their drivers and riders and to continuallyimprovetheirdrivers’andrider’scompetencylevelandservices.

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MIROS Crash Analysis Report (MCAR) MCARsare reportsproducedon selectedcasesofaccidents,usuallyoriginating fromMIRs.Thesereportsare“RESTRICTED”andarenotavailabletothegeneralpublic.

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MCAR No. 208 ChenehCrashInvestigationKM273.9LebuhrayaPantaiTimur2[RESTRICTED]Authors(s): Fauziana Lamin, Afiqah Omar, Ahmad Noor Syukri Zainal Abidin, Mohd

RasidOsman,WongShawVoonThisreportcontainsacomprehensive investigationintoacrashinvolvingapassengervehicle,whichwasoccupiedbyfouradults.Thecrashoccurredon17October2015atKM273.9PantaiTimurPhase2Expressway(LPT2)around11.40pm.Theweatherwasreported tobe fineduring that time. The incident claimed two fatalities, one severeinjury andone slight injury.A team fromMIROSwasdispatched to the crash site tocarryoutan in-depthcrash investigationand thoroughanalysisof thecrash.Besidesfocusingon theenvironmental factor and vehicledamage, this report alsohighlightstheissue(s)correspondtotheincidentbasedonthecrashreconstruction.Thecentralcause of the crash causation is most probably due to the inattentive driver, whichcaused a delay in driver’s manoeuvre towards the exit ramp. Meanwhile, theinsufficient safety level of the guardrail end terminal has led to the injury severitycausality. It is recommended that the safetyof theend terminalatgoreareaon theexpresswaybeenhanced.This iscrucial inorder toprevent thesimilaroccurrence inthe future and subsequently minimise injuries and fatalities due to road crashes inMalaysia.

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MIROS ROAD Safety Assessment (MRSA) MRSAs are audit reports on roads inMalaysia. It is generally produced by the RoadSafetyEngineeringandEnvironmentResearchCentre.Theycanbeusedasareferenceand guidelines which can lead to other activities that promote road safety. Unlessstated otherwise, these reports are “RESTRICTED” and not available to the generalpublic.

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MRSA No. 230 RoadSafetyAssessment:JalanTemiang&SMJKChanWa,Seremban,NegeriSembilan[RESTRICTED]Authors(s): MohdFirdausIsmail,NorAznirahaniMhdYunin,AlvinPoiWaiHoong,Siti

ZaharahIshak,WongShawVoonRoadSafetyEngineeringandEnvironmentResearchCentre (REER),MIROSreceivedaletter from Yang Berhormat Ng Chin Tsai (Adun Temiang, Negeri Sembilan) on 25thMay 2016 regarding the complaints of 4-legged unsignalised intersection at JalanTemiangandmainroadofSMJKChanWa,Seremban,NegeriSembilan.Amongtheissuesraisedarethetrafficcongestionespeciallyduringtheweekendsandlack of signboard thus contributes to minor road crashes. At the school area,occurrenceofseveralaccidentsinvolvingstudentshastriggeredthereport.Toassesstheproblemsbasedonthecomplaints,ateamfromtheHighwayandTrafficEngineering Unit, REER performed an observation at the site on 27th July 2016.Relevancedataregardingthetrafficandroadcharacteristicswerecollectedduringthevisit.Thefindingsinregardstoroadandtrafficengineeringdesignweredividedintosixsub-sections namely traffic volume analysis, speed analysis, cross section, illegalparking,roadmarkingandsignage.The deficiencies identified are then followed by relevant recommendations inwhichtherecommendedcountermeasureswillactasaguideforroadauthorityandrelevantagencies as information and further action. By addressing these issues andimplementingtherightcountermeasures,itispossibletoenhancetheLevelofService(LOS)andinturnincreasesafetyforroadusers.

Malaysian Institute of Road Safety Research (MIROS)Lot 125-135, Jalan TKS 1, Taman Kajang Sentral,43000 Kajang, Selangor Darul Ehsan.Tel: +603 8924 9200 E-mail: inquiry@miros.gov.myFax: +603 8733 2005 Website: www.miros.gov.my