Road fatalities in Road fatality: deaths resulting from a road crash within 30 days after the crash.

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1 Malaysia 1 Inhabitants Vehicles/1 000 inhabitants (including mopeds) Road fatalities in 2012 Fatalities / inhabitants in million Road safety data collection Definitions Road fatality: deaths resulting from a road crash within 30 days after the crash. Serious injuries: any person injured as a result of a road crash as referred to section 320 of the Penal Code Slight injuries: any injury that does not fit under death or serious injury Data collection The Royal Malaysian Police (RMP) is the agency responsible for collecting crash data in Malaysia. There is a standardised form (POL27), used to collect all relevant information for each crash occurrence in Malaysia. The form covers the information on vehicle, environment, injury, location and background of the crash occurrence, as well as the victim involved. In Malaysia, all road crashes must be reported to the police. Therefore police data covers all types of crashes: fatal, serious, slight, or damage only. Malaysia is just starting working towards estimation of underreporting. 2. Most recent safety data Road crashes in 2012 In 2012, there was a stagnation in the number of road fatalities, with road deaths compared to in 2011 (+0.58%). The number of severe and slight crashes decreased by 3.7% and 0.4% respectively. Many road safety interventions were implemented in One of the most important measures is the implementation of the Automated Enforcement System (AES), targeting both speeding and red light running related offences. 1. Data included in this report have not yet been validated by IRTAD.

2 Malaysia 339 Provisional data for 2013 Provisional data for 2013 show again a relative stagnation in the number of fatalities. The official data is yet to be announced by the Royal Malaysian Police. Sadly, in 2013 there was a major crash involving a stage bus that fell into a ravine, which resulted in 38 deaths. 3. Trends in traffic and road safety ( ) Traffic Since 2000, the number of registered vehicles has increased each year by around 6%. The high number of registered vehicles also increased the number of vehicle-kilometres travelled in the country. Change in the number of fatalities and injury crashes ( ) In general, fatalities are still increasing from year to year. Between 2006 and 2012, only the year 2007 saw lower fatalities compared to the previous year. Since 2007, their number has been increasing whereas the number of injured road users (serious and slight) has shown a declining trend. This information is based on police recorded data. Since 2000, fatalities increased by 14%. The increase in the number of fatalities and crashes can be partly associated with the rapid rise of motorisation in the country. An impact analysis on the safety intervention shows that the road safety programme that started in 1998 was able to significantly reduce (p < 0.05) traffic deaths and offset the fatality trend in Malaysia. Figure 1. Impact of the road safety programme on the number of fatalities Sour

3 340 Malaysia Rates The mortality rate is rather high (23.6 deaths/ population in 2012). However, the risk (in terms of deaths per distance travelled) has decreased significantly since 2000, due to the large rise in motorisation in Malaysia. Between 2000 and 2012, the death rate (in terms of deaths per population) declined by 9%, and risks, expressed in deaths per billion veh-km and in deaths per registered vehicles, both decreased by more than 40%, mainly because of the very high increase in motorisation (+90.5%). Table 1. Road safety and traffic data 2012% change from Reported safety data Fatalities % 14.6% 70.9% Injury crashes % -60.3% -32.0% Deaths per 100,000 population % -9.0% 3.8% Deaths per 10,000 registered vehicles % -45.5% -65.4% Deaths per billion vehicle kilometres % -49.0% Traffic data Registered vehicles 2 (thousands) % 114.2% Vehicle kilometres (millions) % Registered vehicles per 1,000 population) % 70.1% Road users Generally, powered two-wheelers contribute to the highest number of road deaths in Malaysia. In 2012, they accounted for 61% of the road deaths - followed by car occupants with 21%. Pedestrians accounted for 8% of all fatalities. Over the past nine years ( ) the fatalities among motorcyclists and car occupants respectively increased by 18% and 21%. 2. Registered vehicles excluding mopeds.

4 Malaysia 341 Figure 2. Road fatalities by road user group (share of total fatalities) % 60% 60.4% 50% 40% 30% 20% 20.7% 10% 0% 7.7% 2.3% 2.8% 1.2% 2.3% 2.1% 0.5% Pedestrians Motorcyclists Cyclists Car occupants Van Bus Lorry 4 wheel Others Table 2. Road fatalities by road user group 2012 % change from Bicyclists % -36.8% Motorised two wheelers % 18.7% Passenger car occupants % 14.5% Pedestrians % -26.5% Others incl. unknown % 109.5% Total % 14.6% Age Over the past ten years the fatalities distribution, by age, show the same trend, with the highest fatalities among the 16 to 25 year olds.

5 342 Malaysia However in 2012, the fatalities for the age group 16 to 20 showed a reduction compared to previous years. The same reduction can be seen for the age group 75 years and older. Table 3. Road fatalities by age group 2012 % change from Age % -27% % -40% % 11% % -18% % 10% > % -20% Total incl. unknown % 1% 1200 Figure 3. Road fatalities by age group 2003 and >75 Road Type The number of fatalities on federal roads is the highest, followed by state roads. In 2012, fatalities on federal roads decreased compared to the two previous years.

6 Malaysia 343 Figure 4. Reported fatalities by road type Expressway Federal roads State roads Municipal roads Others 4. Economic costs of traffic crashes Traffic crashes represent a very significant cost for Malaysian society. Based on a willingness-to-pay estimation, traffic crashes costs each year around 1.6% of the national GDP. The statistical value of life in Malaysia is RM 1.3 million, around EUR Recent trends in road user behaviour Impaired driving Drink driving and drugs In Malaysia, as mentioned in Road Traffic Act, it is an offence to drive a vehicle with a BAC over the legal limit of 0.08 g/dl (Road Transport Act, 1987). 3. Nor Ghani MD. NOR, Mohd Faudzi MOHD YUSOFF, (2003), "Value Of Life Of Malaysian Motorists: Estimates From A Nationwide Survey", Journal of the Eastern Asia Society for Transportation Studies, Vol.5, October, Mohd Faudzi MOHD YUSOFF et al (2011) "Malaysian Value of Fatal and Non-Fatal Injury due to Road Accident: The Willingness to Pay Using Conjoint Analysis Study". Proceedings of the Eastern Asia Society for Transportation Studies, Vol.8, 2011.

7 344 Malaysia Islam is the state religion in Malaysia and around 60% of the population is Muslim. Alcohol is available at licensed outlets for the consumption of non-muslim citizens. Based on police-reported data, drink-driving is not an issue in Malaysia, with less than 0.5% of drivers in fatal crashes tested positive for blood-alcohol content. However, a retrospective sectional study based on post-mortem files from the Department of Forensic Science of the Kuala Lumpur Hospital revealed that 23.3% of fatal drivers in this sample were positive for alcohol, 11% positive for drugs and 2.3% were positive for both drugs and alcohol. Among illicit drugs, the opiate group (5.4%) is top of the list of drugs detected among fatally injured drivers. The distribution was 2.8% positive for amphetamines, 1.02% for cannabis and 0.8% for ketamine. This study is representative of the situation in Kuala Lumpur only, and not that of the whole country 4. Distraction It is prohibited to drive while using a hand-held mobile phone. According to the law, "no driver, whilst driving a motor vehicle on a road, shall use, or attempt to use, a hand-held telephone or any other communication equipment". However, there is no official record on the number of crashes due to mobile phone use. Fatigue Information on fatigue is not available from the national crash database collected by the police. However, MIROS carries out in-depth crash investigations on some crash cases. From 2007 through 2010, a total number of 439 cases were investigated by MIROS crash investigation team. Based on these in-depth investigations, the team found out that risky driving, speeding and fatigue are the main causes of traffic crashes in Malaysia 5.The table below lists the crash contributing factors based on MIROS' in-depth crash investigation Source : Norlen M, Wahida AB, Nurul Kharmila A, Muhammad Fadhli MY, Sharifah Allyana SMR & Mohd Shah M (2012), Alcohol and Drug use Among Fatally Injured Drivers in Urban Area of Kuala Lumpur, MRR 02/2012, Kuala Lumpur: Malaysian Institute of Road Safety Research. Source : Ahmad Noor Syukri ZA, Siti Atiqah MF, Fauziana L & Abdul Rahmat AM (2012), MIROS Crash Investigation and Reconstruction Annual Statistical Report , MRR 05/2012, Kuala Lumpur: Malaysian Institute of Road Safety Research.

8 Malaysia 345 Table 4. Crash contributing factors Main crash contributing factors out of the 439 cases Number % Risky Driving % Speeding 93 21% Fatigue 70 16% Safety, Health and Environment 38 9% Road Defects 36 8% Driving Under the Influence 24 5% Brake Defects 20 5% Conspicuousness 18 4% Overloading 11 3% Tyre Defects 14 3% Another research was conducted by MIROS on fatigue among commercial bus drivers in Malaysia based on questionnaire and salivary cortisol to investigate the effects of driving hours on driver fatigue. The fatigue status of the bus driver was assessed using the Checklist Individual Strength CISQ which measures the subjective sensation of mental and physical fatigue. The study revealed that the prevalence of fatigue among commercial bus drivers was 37.7%, based on the CISQ questionnaire, and that 27.8% of drivers had a consistently low reading, indicating fatigue based cortisol level 6. Speed The table below summarises the main speed limits in Malaysia. Table 5. Summary of speed limits in 2014 for passenger cars Urban roads Rural roads Motorways 50 km/h 90 km/h 110 km/h A recent study shows that the compliance to 90km/h posted speed limit is about 74% among Malaysian drivers 7. The percentage of compliance to speed limit on 90 km/h zones varies between 54% during the normal period and up to 75% during enforcement period. Seatbelts and helmets Seatbelt-use has been compulsory in front seats since 1978, and in rear seats since 1 January The compliance rates among drivers and front passengers are, respectively, about 85% and 75%, due to high awareness of the regulation. The compliance rate for rear seats was 40% shortly after the law came into force in 2009, but is now declining Source : MIROS, Research Report "Prevalence of Fatigue among commercial bus drivers in Malaysia", KL. MIROS. Source: Jamilah MM et al, MRR03/2012: Evaluation of the Effectiveness of Ops Bersepadu Hari Raya, 2011.

9 346 Malaysia Following the intense enforcement activities in February 2012 the seat-belt wearing rate for drivers increased to 91%. The seat-belt wearing rate for front seat passengers was 83%, but only 11% for rear seat passengers. Helmet wearing has been compulsory for motorcycles since However, there is still an alarmingly high rate of motorcyclist fatalities due to head injuries. In general, the helmet-wearing rates are higher in urban areas compared to rural ones. A study conducted in early 2012 in two urban locations showed the helmet wearing rate, on average, up by 97% and 86%. The overall national helmet-wearing compliance rate is about 70%. 6. National road safety strategies and targets Organisation of road safety The Road Safety Department (RSD) is the lead agency for road safety in Malaysia and the Malaysian Institute of Road Safety Research (MIROS) is providing support by conducting road safety research to assist in elaborating strategies to reduce road traffic deaths. The main stakeholders involved in road safety in Malaysia are principally the Royal Malaysian Police (RMP), the Public Work Department (PWD), the Road Transport Department (RTD), the Malaysian Highway Authority (MHA), the Ministry of Transport, the Ministry of Health, the Ministry of Education, the Land Public Transport Commission and other road related agencies. In addition, several NGOs are actively involved in road safety in Malaysia. Road safety strategy for A new road safety strategy is under preparation. The plan is to be launched in 2014 and is aligned with the Global Decade of Action for Road Safety Target setting and monitoring The plan will adopt the target set by the Global Decade of Action for Road Safety by reducing the predicted road deaths in 2020 by 50%.A report by MIROS shows that, in the absence of a comprehensive road safety programme, there will be road fatalities in 2015 and in the year 2020.

10 Malaysia 347 Figure 6. Trends towards national target UN Target Business as usual (estimation) Target of the UN Decade of Action Plan: -50% of the predicted number of fatalities in Recent safety measures ( ) Driver behaviour Community-Based Programmes (CBP) A six-month CBP programme was carried out at two precincts in Putrajaya after statistics showed that death among motorcyclists in Putrajaya are high as a result of head injuries due to failure to wear, or improper use of, safety helmets. The programme involved social marketing campaigns, education, and enforcement activities that were carried out among the precinct s residents in order to increase higher compliance with proper helmet wearing. The CBP led to positive results, with high compliance of helmet wearing in the district involved in this programme as compared to the precinct not following the programme (the control group). Results from the survey show that helmet wearing in the district following the programme increased from 70% to 86% among riders, and from 64% to 82% among pillion passengers. (Yusof Ghani, Community-based programme: a potential policy for road safety and injury prevention in Malaysia, The Newsletter of the Road Traffic Injuries Research Network (RTIRN) October December 2013) Automated Enforcement System (AES) After a lengthy delay, the programme was finally implemented in September Currently, the AES cameras are able to detect speeding violations and red light running. The programme began with 14 locations during the pilot stage.

11 348 Malaysia The studies reveal that, before the AES cameras were installed, compliance with speed limits on average was 63% on weekdays; this increased to 91% following installation of the cameras. A statistical analysis was conducted which proved that the increase in speed limit compliance is statistically significant at four locations on weekdays, and five locations on weekends. The red light running violation was at 4.3% during the 'before' period, and decreased to 2.2% following installation of the cameras. Hence, with these general findings from the four studies related to the AES programme, it can be concluded that the AES programme promises positive impact with regard to road user behaviour. In the long term, the programme would be able to reduce fatalities and road crashes related to speeding and red light running 8. Concentrated enforcement activity during festival period There are two major festive periods in Malaysia: Hari Raya and the Chinese New Year (CNY). During these periods city dwellers will travel to their respective hometowns and the volume of traffic on the roads will increase. In order to reduce fatalities at these times, a concentrated effort on enforcement, called Ops Sikap, has been carried out over several years. For 2012, the integrated enforcement approach, called Ops Selamat 1, was conducted over 15 days. The police announced thereafter that this approach had successfully achieved its objectives and targets. Vehicles Day-Running-Light (DRL): This particular initiative was introduced back in the early 1990s in an effort to increase motorcycle conspicuity and subsequently reduce motorcycle crash risks when travelling on roads with other transport modes. Radin Umar (2005) concluded that the running headlights campaign and regulation have been successful in improving motorcycle safety in Malaysia. The study revealed that the odds ratio before the intervention is much higher (p<0.06) than the odds ratio after the intervention. The daytime conspicuity-related accidents dropped significantly by about 29% following the intervention, while no significant (p>0.05) change was noticed for the non-conspicuity related cases 9. New Car Assessment Programme (NCAP): MIROS is the lead agency in ASEAN for the ASEAN New Car Assessment Programme. The programme aims to develop a vehicle safety database to rank the make and type of vehicle in terms of safety. MIROS is in the process of developing a full-scale crash laboratory facility, started in May This New Car Assessment Programme (NCAP) will award a safety star rating to new cars based on their safety performance in crash tests. This consumer-based programme will assist consumers to choose a better car based on safety grading. The programme is also supported by Automobile Associations from Malaysia (AAM), the Philippines (AAP) and Singapore (AA Singapore). Safety Star Grading for Bus Operators: The programme complements the implementation of ICOP SHE It is a consumer-based programme aimed at providing an indicator of the safety performance of bus operators. This initiative would have a positive impact on the modal shift of choice from private to public transport for travelling. The first grading result was announced by the Deputy Minister of Transport. One bus operator received 4 safety stars Source: Sharifah Allyana Syed Mohamed Rahim (2013) Impact Studies on Automated Enforcement System Implementation, MRR 129, Kuala Lumpur: Malaysian Institute of Road Safety Research. Source : Radin Umar Radin Sohadi, The Value of Daytime Running Headlight Initiatives On Motorcycle Crashes in Malaysia, Transport and Communications Bulletin for Asia and the Pacific No. 74, 2005.

12 Malaysia 349 Performance indicators for periodic technical inspections: PUSPAKOM is the vehicle inspection body introduced by the Ministry of Transport. To ensure the service provided by this body is of good quality and standard, in late 2011 a new set of performance indicators was set. These indicators provide information to benchmark the performance of PUSPAKOM quantitatively, and can be used as a mechanism for continual improvement in achieving the ultimate goals of the organization. Infrastructure Authorised Left Turn: This measure allows vehicles to turn left at the signalised intersection while the traffic light is red if the conditions are safe. There are certain criteria for choosing the right signalised intersection for this purpose. This policy was launched in October 2012 by the Kuala Lumpur Municipality. To date, there are 7 intersections with this ATL. Policy to Enhance Guardrail Standard: The Malaysian Cabinet decided to enhance guardrail standards, from TL2 to TL3-TL6, for stretches of road running alongside a slope and with a history of accidents. Other ISO 39001: 2012 Road Traffic Safety Management Systems: Malaysia has taken the initiative to begin implementing ISO 39001: 2012 with four organisations, from various industries, as follows: a) Royal Malaysia Police is the enforcement authority; b) PUSPAKOM Sdn Bhd is the vehicle inspection body; c) Century Total Logistics Sdn Bhd handles logistics management; d) Shell Malaysia Trading Sdn Bhd is the energy and petrochemical provider. This strategy is important in demonstrating the applicability of ISO 39001: 2012 to all organisations who interact with road traffic safety. Training for pilot organisations was completed in April First and second stages audit was completed in August Recent and on-going research The effectiveness of Road Safety Education (RSE) implementation in secondary schools: Input evaluation using Context, Input, Process and Product (CIPP) model. Development of second instrumented car: Enhancement of Instrumented Vehicle, EIVe Development of motorcycle lane geometric design using naturalistic data collection approach. The cost of property damage due to road accidents in Malaysia. Evaluation of the new education curriculum (DEC) in Selangor and Negeri Sembilan: a baseline study. Development of pedestrian guidelines outside school areas through the assessment of pedestrian facilities of schools in Malaysia. Evaluation of non-exclusive motorcycle lanes in Malaysia: Misuse and non-compliance of facility.

13 350 Malaysia Safety performance evaluation of egress and ingress of exclusive motorcycle lanes at federal road 2 using traffic conflicts technique. Land use activities' characteristics associated with time of road crashes. Development of VKT index for commercial vehicles. Spatial distribution and adequacy of speed limits signs in Negeri Sembilan. Linking hospital and police crash data. The effectiveness of crash avoidance technology in Malaysia. Effects of tyre age, approval marking & climate exposure on safety performance of after-sales passenger car tyres. Prevalent study on rear-end markers in real world crash. Compliance of seat-belt wearing among vehicle occupants in selected areas of peninsular Malaysia during Ops Raya Research on fatal and non-fatal motorcycle crashes during Ops Selamat 2/2013, Hari Raya Aidilfitri Feasibility of amber position lamp (apl) as supplementary daytime running light (crl) for small engine capacity motorcycle. Useful websites and references MIROS Malaysian Institute of Road Safety Research ASEAN New Car Assessment Program Road Safety Department Contact For more information, please contact: allyana@miros.gov.my

14 From: Road Safety Annual Report 2014 Access the complete publication at: Please cite this chapter as: OECD/ITF (2014), Malaysia, in Road Safety Annual Report 2014, OECD Publishing, Paris. DOI: This work is published under the responsibility of the Secretary-General of the OECD. The opinions expressed and arguments employed herein do not necessarily reflect the official views of OECD member countries. This document and any map included herein are without prejudice to the status of or sovereignty over any territory, to the delimitation of international frontiers and boundaries and to the name of any territory, city or area. You can copy, download or print OECD content for your own use, and you can include excerpts from OECD publications, databases and multimedia products in your own documents, presentations, blogs, websites and teaching materials, provided that suitable acknowledgment of OECD as source and copyright owner is given. All requests for public or commercial use and translation rights should be submitted to Requests for permission to photocopy portions of this material for public or commercial use shall be addressed directly to the Copyright Clearance Center (CCC) at or the Centre français d exploitation du droit de copie (CFC) at contact@cfcopies.com.