A survey was carried out using a medical examination format that was prepared by the Malaysian Medical Association. The findings of the survey show that of the 266 cases surveyed, 64 drivers (24% of cases surveyed) are either totally unfit to drive or temporarily unfit to drive heavy goods and passenger vehicles. This is clear indication that the current format that is being used by the Road Transport Department is inadequate and needs to be reviewed. It must also be stressed that all the above 64 drivers have been certified fit using the existing Road Transport Department format and are currently driving in our highways and roads. Heavy vehicle goods and passenger vehicle drivers if not properly examined and medically certified are not only be endangering their own lives but also that of others. It is therefore recommended that based on the data available from this survey, the Road Transport Department should seriously consider adopting the medical examination format that was formalised by the Malaysian Medical Association and used in this survey.
This study was designed to examine the role of parents and family in motorcycle riding practices among teenagers and motorcycle accident in FELDA Trolak Utara, Perak. This was a cross sectional study using universal sampling that involved 309 teenage riders aging from 11 to 19 years old. Only 6.1% respondents that rode motorcycle had a valid driving licenses. Mean age of starting to ride was 11.46 ± 1.75 years old. Mean years of riding motorcycle was 3.66 ± 1.95 years. The major buyer of motorcycles for the teenagers were father (78.3%) and other family members (13.7%). About 42.7% of teenagers learnt riding by themselves and in 51.8%, family members taught teenagers to ride motorcycle. The main purpose for riding motorcycle were to go to shop (37.2%), to school (32.7%) and for recreation (25.2%). From the perception of teenagers, about 82.2% parents encouraged them to ride. Mean usual riding speed (n = 296) was 58.72 ± 23.97 km/h. The mean maximum riding speed (n = 290) was 89.81 ± 30.70 km/h. There were positive correlation between years of motorcycle riding and usual motorcycle riding speed (r = 0.292, p < 0.05) and maximum motorcycle riding speed (r = 0.371, p < 0.05). The usual motorcycle riding speed was predictor factor for motorcycle accident. Parents, families and communities should play their role to make sure that their teenage children do not ride at a very young age and ride without a valid license. Reducing years of motorcycle riding among teenagers may reduce usual riding speed and consecutively reducing teenagers’ involvement in motorcycle accidents.
Key words : role of parents, teenagers’ riding practice, motorcycle
As part of an organizational review of safety, interviews and questionnaire surveys were performed on over 700 commercial goods drivers and their managers within a series of related companies operating across 17 countries. The results examine the reported incidence of fatigue-related problems in drivers and their associations with near miss and accident experience as well as work and organizational factors. Experience of fatigue problems while driving was linked to time of day and rotation of shifts, though most associations were small. There were significant associations found between fatigue experiences and driver and management systems of break taking and route scheduling. The quantitative combined with qualitative information suggested that, where feasible, more flexible approaches to managing the scheduling and sequencing of deliveries assisted drivers in managing their own fatigue problems through appropriate break-taking. The results are interpreted within the overarching principles of risk assessment and risk control.
This paper reviews economic evaluations of motorcycle helmet interventions in preventing injuries. A comprehensive literature review focusing on the effectiveness of motorcycle helmet use, and on mandatory helmet laws and their enforcement was done. When helmet laws were lifted between 1976-80, 48 states within the U.S.A. experienced a cost of $342,047 per excess fatality of annual net savings. Helmet laws in the USA had a benefit-cost ratio of 1.33 to 5.07. Taiwan witnessed a 14% decline in motorcycle fatalities and a 22% reduction of head injury fatalities with the introduction of a helmet law. In Thailand, where 70-90% of all crashes involve motorcycle, after enforcement of a helmet law, helmet-use increased five-fold, the number of injured motorcyclists decreased by 33.5%, head injuries decreased by 41.4%, and deaths decreased by 20.8%. There is considerable evidence that mandatory helmet laws with enforcement alleviate the burden of traffic injuries greatly. For low and middle-income countries with high rates of motorcycle injuries, enforced, mandatory motorcycle helmet laws are potentially one of the most cost-effective interventions available.
The road safety campaign among car drivers is an ongoing program of the road safety campaigns which is aimed at decreasing the number of accidents involving car drivers and lowering the risks that they might face on the road. It is also aimed at creating good manners among car drivers and at discarding bad habits during driving to avoid accidents. A pre-test was carried out in the early stage of this campaign to assist in the identification of the most effective messages to be advertised in the media. It was carried out in Selangor on 493 respondents randomly chosen to answer the questionnaire provided. Only car drivers were chosen as respondents. The results show that the majority of respondents understood the messages given in the advertisements and fulfilled the requirements of the targeted group. In addition, the respondents said that these advertisements are sufficiently effective to create awareness on road safety through right driving behaviour.
A cross sectional study was conducted among military armoured vehicle drivers in the two largest mechanized battalions with the objective to determine the prevalence of low back pain (LBP), and its association with whole body vibration (WBV) and other associated factors. A self-administered questionnaire and Human Vibration Meter were used in this study. A total of 159 respondents participated in this study and 102 (64.2%) of them were subjected to WBV measurement. One-hundred-and-seventeen respondents complained of LBP for the past 12 months giving a prevalence of 73.6%. The prevalence of LBP among tracked armoured vehicle drivers was higher (81.7%) as compared to wheeled armoured vehicle drivers (67.0%). The mean acceleration at Z-axis in tracked armoured vehicles (1.09 +/- 0.26 ms(-2)) and wheeled armoured vehicles (0.33 +/- 0.07 ms) were the dominant vibration directions. The mean estimated vibration dose value (eVDV) for eight-hour daily exposure at Z-axis (19.86 +/- 4.72 ms(-1.75)) in tracked armoured vehicles showed the highest estimation. Based on the European Vibration Directive (2002), the mean eVDV at Z-axis in tracked armoured vehicles exceeded exposure action value (EAV) (> 9.1 ms(-1.75), but did not exceed exposure limit value (ELV) (<21.0 ms(-1.75)). Logistic regression analysis revealed that only driving in forward bending sitting posture (OR = 3.63, 95% CI 1.06-12.42) and WBV exposure at X-axis (OR = 1.94, 95% CI 1.02-3.69) were significant risk factors to LBP. Preventive measures should be implemented to minimize risk of WBV and to improve ergonomic postures among drivers.
Obstructive sleep apnea (OSA) has been identified as one of the significant risk factors for motor vehicle crashes (MVCs). In the interest of public safety, this study was conducted to determine the prevalence of OSA and its associated factors among express bus drivers in Malaysia. Identifying factors or conditions related with OSA is very important because they can be used as indicators to subject a person to a confirmatory diagnosis using polysomnography testing.
PURPOSE: The objective of this study was to determine the prevalence of poor visual acuity, colour blindness and visual field defect of new Malaysian drivers.
METHODS: A total of 3717 new drivers (50.2% males and 49.8% females) age 19±6 years, voluntarily participated in this study. Standard optometric apparatus such as LogMAR Charts, Ishihara plates and HandHeld Bernell Perimeter were used and standard procedures were applied.
RESULTS: The visual examination showed 6.7% (n=250) of subjects achieved less than 0.3 LogMAR with better eye whilst 2.2% (n=83) had failed the Ishihara Test (2.1% males and 0.1% females). Most of the affected drivers were deutranopia. Only 2094 subjects had their visual field using a mobile Handheld Bernell Perimeter. 1.72% (n=36) subjects have less than 120 degrees of peripheral field of vision.
CONCLUSIONS: The visual status among new Malaysian drivers needs to be taken seriously to ensure safe driving. Other factors such as colour vision and visual field screening have to be considered seriously when evaluating the visual performance of a driver. Good visual performance is indispensible for safe driving.
Introduction: To determine the effectiveness of the enhance enforcement programmes (The Ops) on the percentage of seatbelt wearing among front occupants in Malaysia.
Methodology: The roadside observations for measuring the seatbelt wearing among front occupant were conducted before, two weeks and six months after the Ops. The study was conducted in selected states representing four different zones (Northern, Southern, Eastern and Central zones) of Peninsular Malaysia.
Result: A total of 12,298 drivers and 11,212 front occupants were observed for their seatbelt wearing status through out the study. Percentage of seatbelt wearing among drivers and front passengers were increased from the baseline of 82.6 % and 74.4 % to 92 % (95 % CI: 91.2, 92.7) and 87.0 % (95 % CI: 85.9, 88.0) after two week, but declined to 85.7 % (95 % CI: 84.4, 86.8) and 76.8 % (95 % CI: 75.2, 78.3) after six months of the Ops respectively. Pre and post analysis revealed that after 2 weeks, the Ops were significantly effective in increasing the seatbelt wearing among front passengers and drivers with the RR (95 % CI) of 1.17 (1.14, 1.20) and 1.12 (1.10,1.13) respectively. However, after six months, the effectiveness of the Ops was reduced for both type of vehicle occupant.
Conclusion: This study sheds light on the importance of the enhance enforcement programme for increasing the seatbelt wearing in Malaysia. However, in order to give more impact on seatbelt wearing, the strategy and the frequency of the enhance enforcement programme in Malaysia may need to be revised.
The purpose of this study was to determine the baseline motorcycle riders' perception-response times (PRTs) in an expected object braking task and to determine the significant difference between PRTs of older and younger riders.
PURPOSE: A survey on new Malaysian drivers was conducted in Malaysia between year 2006-2009. The objective of this study was to look at the effectiveness of the present computerized visual screening tool and to compare it with the conventional testing method.
METHODS: A total of 3717 drivers aged 19±6 years, who had passed in the computerized visual screening, participated in this study.
RESULTS: 250 subjects achieved less than 0.3 LogMAR with their best eye and 83 subjects failed the Ishihara Test after retested using the conventional tool.
CONCLUSION: These finding showed the computerized visual screening test failed to filter some subjects according to the standards set.
KEYWORDS: Visual acuity; colour vision; driving; vision
The aims of this study were to examine the ability of patients to return to driving cars and riding motorcycles after lower limb amputation, and to explore the factors that significantly affect such ability.
Fatigue-related crashes have long been the topic of discussion and study worldwide. The relationship between fatigue-related crashes and time of day is well documented. In Malaysia, the possibility of banning express buses from operating during the early-hours of the morning has emerged as an important consideration for passenger safety. This paper highlights the findings of an impact assessment study. The study was conducted to determine all possible impacts prior to the government making any decision on the proposed banning. This study is an example of a simple and inexpensive approach that may influence future policy-making process. The impact assessment comprised two major steps. The first step involved profiling existing operation scenarios, gathering information on crashes involving public express buses and stakeholders' views. The second step involved a qualitative impact assessment analysis using all information gathered during the profiling stage to describe the possible impacts. Based on the assessment, the move to ban early-hour operations could possibly result in further negative impacts on the overall road safety agenda. These negative impacts may occur if the fundamental issues, such as driving and working hours, and the need for rest and sleep facilities for drivers, are not addressed. In addition, a safer and more accessible public transportation system as an alternative for those who choose to travel at night would be required. The proposed banning of early-hour operations is also not a feasible solution for sustainability of express bus operations in Malaysia, especially for those operating long journeys. The paper concludes by highlighting the need to design a more holistic approach for preventing fatigue-related crashes involving express buses in Malaysia.
In recent years, driver drowsiness has been one of the major causes of road accidents and can lead to severe physical injuries, deaths and significant economic losses. Statistics indicate the need of a reliable driver drowsiness detection system which could alert the driver before a mishap happens. Researchers have attempted to determine driver drowsiness using the following measures: (1) vehicle-based measures; (2) behavioral measures and (3) physiological measures. A detailed review on these measures will provide insight on the present systems, issues associated with them and the enhancements that need to be done to make a robust system. In this paper, we review these three measures as to the sensors used and discuss the advantages and limitations of each. The various ways through which drowsiness has been experimentally manipulated is also discussed. We conclude that by designing a hybrid drowsiness detection system that combines non-intrusive physiological measures with other measures one would accurately determine the drowsiness level of a driver. A number of road accidents might then be avoided if an alert is sent to a driver that is deemed drowsy.
Research on joint torque reduction in robot manipulators has received considerable attention in recent years. Minimizing the computational complexity of torque optimization and the ability to calculate the magnitude of the joint torque accurately will result in a safe operation without overloading the joint actuators. This paper presents a mechanical design for a three dimensional planar redundant manipulator with the advantage of the reduction in the number of motors needed to control the joint angle, leading to a decrease in the weight of the manipulator. Many efforts have been focused on decreasing the weight of manipulators, such as using lightweight joints design or setting the actuators at the base of the manipulator and using tendons for the transmission of power to these joints. By using the design of this paper, only three motors are needed to control any n degrees of freedom in a three dimensional planar redundant manipulator instead of n motors. Therefore this design is very effective to decrease the weight of the manipulator as well as the number of motors needed to control the manipulator. In this paper, the torque of all the joints are calculated for the proposed manipulator (with three motors) and the conventional three dimensional planar manipulator (with one motor for each degree of freedom) to show the effectiveness of the proposed manipulator for decreasing the weight of the manipulator and minimizing driving joint torques.
The benefit of wearing a rear seatbelt in reducing the risk of motor vehicle crash-related fatalities and injuries has been well documented in previous studies. Wearing a seatbelt not only reduces the risk of injury to rear-seat passengers, but also reduces the risk of injury to front-seat occupant who could be crushed by unbelted rear-seat passengers in a motor vehicle crash. Despite the benefits of wearing a rear seatbelt, its rate of use in Malaysia is generally low. The objective of this study was to identify factors that are associated with the wearing of a seatbelt among rear-seat passengers in Malaysia. Multinomial logistic regression analysis of the results of a questionnaire survey of 1651 rear-seat passengers revealed that rear-seat passengers who were younger, male, single and less educated and who had a perception of a low level of legislation enforcement, a lower risk-aversion and less driving experience (only for passengers who are also drivers) were less likely to wear a rear seatbelt. There was also a significant positive correlation between driver seatbelt and rear seatbelt-wearing behaviour. This implies that, in regards to seatbelt-wearing behaviour, drivers are more likely to adopt the same seatbelt-wearing behaviour when travelling as rear-seat passengers as they do when driving. These findings are crucial to the development of new interventions to increase the compliance rate of wearing a rear seatbelt.