5. Compliance of Seat Belt Wearing Among Vehicle Occupants During 55 OPS CNY 2018 5.1 Objectives of the Study 56 5.2 Methodology 56 5.2.1 Sample Size 56

Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Editors: Noor Faradila Paiman Ir Mohd Rasid Osman Dr Low Suet Fin Dr Siti Zaharah Ishak

Published by: Malaysian Institute of Road Safety Research (MIROS) Lot 125-135, Jalan TKS 1, Taman Kajang Sentral, 43000 Kajang, Selangor Darul Ehsan, Malaysia.

Perpustakaan Negara Malaysia Cataloguing-in-Publication Data

Effectiveness of OPS Chinese New Year 12/2018: An Evaluation Study/ Editors: Noor Faradila Paiman, Ir Mohd Rasid Osman, Dr Low Suet Fin, Dr Siti Zaharah Ishak. (Research Report; MRR No. 304) ISBN 978-967-2078-63-0 1. Traffic safety--Research--Malaysia. 2. Speed limits--Research--Malaysia. 3. Traffic regulations--Research--Malaysia. 4. Motorcyclists--Research--Malaysia. 5. Government publications--Malaysia. I. Noor Faradila Paiman II. Mohd Rasid Osman, Ir. III. Low, Suet Fin, Dr. IV. Siti Zaharah Ishak, Dr. V. Series. 363.10720595

Printed by: Malaysian Institute of Road Safety Research (MIROS)

Typeface: Calibri Size: 11 pt.

DISCLAIMER None of the materials provided in this report may be used, reproduced or transmitted, in any form or by any means, electronic or mechanical, including recording or the use of any information storage and retrieval system, without written permission from MIROS. Any conclusion and opinions in this report may be subject to re-evaluation in the event of any forthcoming additional information or investigations.

Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Project title: Traffic Volume Profile and Banning Strategy Main author: Hawa Mohamed Jamil Co-author(s): Nora Sheda Mohd Zulkiffli & Nur Zarifah Harun Project contributor(s): Suriani Bajuri, Noriah Saniran, Saidatul Amanina Arifin, Ahmad Sharil Mohd Yusof, Muhammad Shazwan Ab. Ghani, Mohd Faizal Mat Salleh, Intan Fuzaina Faddoli, Azzemi Aziz, Zulfadhli Sharifuddin, Norhazlina Razali & Siti Nazira Mutaat

Project title: Evaluation of National Speed Reduction Strategy Main author: Norfaizah Mohamad Khaidir Co-author(s): Nurulhuda Jamaluddin & Mohd Shafie Nemmang Project contributor(s): Mohd Faizal Mat Salleh, Intan Fuzaina Faddoli, Azzemi Aziz, Zulfadhli Sharifuddin, Norhazlina Razali, Siti Nazira Mutaat, Suriani Bajuri, Noriah Saniran, Saidatul Amanina Arifin, Ahmad Sharil Mohd Yusof & Muhammad Shazwan Ab. Ghani

Project title: Impact of OPS CNY 2018 on Helmet Wearing Main author: Mohd Khairul Alhapiz Ibrahim Co-author(s): Dr Ahmad Azad Ab Rashid & Nurulhana Borhan Project contributor(s): Muhammad Hafidz Basir & Mohd Syafiq Bahar

Project title: Compliance of Seat Belt Wearing among Vehicle Occupants during OPS CNY 2018 Main author: Wahida Ameer Batcha Co-author(s): Najwa Shaari, Noor Kamaliah Alias, Aziemah Azhar & Ilhamah Othman Project contributor(s): Rahiza Mohamed@Husin & Noraida Jamaluddin

iii Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Project title: Observation of CRS Usage during OPS CNY 2018 Main author: Nurulhana Borhan Co-author(s): Mohd Khairul Alhapiz Ibrahim Project contributor(s): Norhayati Kamarul Bahrain, Safuan Nazari & Mohd Khairi Zainal Abidin

Project title: Perception Towards Traffic Enforcement during OPS CNY 2018 Main author: Nuura Addina Mohamad Co-author(s): - Project contributor(s): Noradrenalina Isah, Khairul Anuar Ideris, Mohd Khairi & Siti Nur Hidayah

Project title: A Study on Road Safety Information through Media during OPS CNY 2018 Main author: Roziana Shahril Co-author(s): Nuur Sakinah Azman & Nor Fadilah Mohd Soid Project contributor(s): Mohd Rosli Mohd Noor, Siti Hajar Idrus & Mohd Fazlee Ismail

iv Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Contents ______

Page

List of Tables ix List of Figures xi Acknowledgements xiii Executive Summary xv

1. Introduction 1 1.1 Scope of the Study 2 1.2 Report Structure 2 1.3 Findings 3 1.4 Conclusion and Recommendations 8

2. Traffic Volume Profile and Banning Strategy 9 2.1 Summary of Previous Study 9 2.1.1 Average Traffic Volume Percentage Trend for Previous 9 Years 2.1.2 Yearly Trend for Reduction of Heavy Vehicle Banning 11 2.2 Why this Study? 12 2.3 Objectives of the Study 13 2.4 Methodology 13 2.5 Results and Discussions 16 2.5.1 Traffic Volume by Vehicle Classification on Federal Road 16 2.5.1.1 Overall Traffic Volume 17 2.5.1.2 Average One-Hour Traffic Volume by Vehicle 19 Type 2.5.2 Banning of Heavy Vehicles on Federal Roads 24

v Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

2.5.3 Accident Data during OPS 26 2.6 Conclusion 27

3. Evaluation of National Speed Reduction Strategy 29 3.1 Introduction 29 3.1.1 Aims and Objectives 30 3.1.2 Scope and Limitation 30 3.2 Methodology 31 3.2.1 Data Collection 32 3.2.2 Data Analysis 32 3.3 Results and Discussions 33 3.3.1 Selected Study Location 33 3.3.2 Speed Profile 35 3.3.3 Speed Compliance 41 3.4 Conclusion 42

4. Impact of OPS CNY 2018 on Helmet Wearing 44 4.1 Objective of the Study 46 4.2 Methodology 46 4.3 Results 47 4.3.1 Overall Rate of Helmet Wearing 48 4.3.2 Rate of Helmet Wearing and the Characteristics of 49 Motorcyclists 4.3.3 Proper Wearing of Helmets 51 4.3.4 Cases of Red Light Running 52 4.4 Discussion 52 4.5 Conclusion and Recommendation 53

5. Compliance of Seat Belt Wearing among Vehicle Occupants during 55 OPS CNY 2018 5.1 Objectives of the Study 56 5.2 Methodology 56 5.2.1 Sample Size 56

vi Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

5.2.2 Site and Sample Selection 57 5.2.3 Research Tools 58 5.2.4 Data Collection Procedure 59 5.3 Results 59 5.3.1 Roadside Observation Response 59 5.3.2 Overall Seat Belt Wearing Rate during Normal Day and 60 during OPS CNY 2018 5.3.3 Pattern of Seat Belt Wearing during Normal Day and 62 during OPS CNY 2018 5.3.4 Comparison of Seat Belt Wearing Rate for OPS CNY 2018 65 with Previous OPS CNY 5.4 Conclusion 66

6. Child Restraint System (CRS) Usage in Vehicles Entering Klang Valley 67 6.1 Objective of the Study 70 6.2 Methodology 70 6.2.1 Procedure 71 6.2.2 Location of Data Collection 71 6.2.2.1 Observation 71 6.2.2.2 Survey 72 6.2.2.3 Sample Size 72 6.3 Results and Discussions 73 6.3.1 CRS Overall Using Rate 74 6.3.1.1 CRS Using Rate According to OPS Period 75 6.3.2 CRS Positioning in Vehicle 76 6.4 Survey Results 78 6.4.1 CRS Overall Using Rate 81 6.4.2 CRS Positioning in Vehicle 82 6.5 Discussion 83 6.5.1 Overall Using Rate 83 6.5.2 CRS Positioning in Vehicle 84 6.6 Conclusion and Recommendation 85

vii Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

7. Perception towards Traffic Enforcement during OPS CNY 2018 86 7.1 Objective of the Study 87 7.2 Methodology 87 7.2.1 Instrumentation 88 7.2.2 Sampling 88 7.2.3 Analysis 89 7.3 Results and Discussions 89 7.3.1 Perception of Being Caught (POBC) 90 7.3.2 Visibility of Enforcement 92 7.3.3 Discussion 94 7.4 Conclusion 96

8. A Study on Road Safety Information through Media during 98 OPS CNY 2018 8.1 Objective of the Study 99 8.2 Methodology 100 8.2.1 Method 100 8.2.2 Sample and Site Selection 101 8.2.3 Instrument 102 8.2.4 Data Analysis 102 8.3 Results and Discussions 102 8.4 Conclusion 112

References 114

viii Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

List of Tables

Page

Table 1 Tabulation of project topics of OPS CNY 2018 and the key findings 4 Table 2 Location for manual data collection at selected federal roads 16 Table 3 Difference in traffic volume for normal days and during OPS 21 Table 4 Selected study locations 30 Table 5 Location and date of data collection 32 Table 6 Speed limit sign at selected locations for normal day and during 34 OPS period Table 7 Summary of speed data by location 36 Table 8 Speed profile by location 38 Table 9 Percentage of non-compliance with speed limit 41 Table 10 Description of observation session and location 47 Table 11 Descriptive statistics of all motorcyclists observed in the study 47 Table 12 Summary of helmet wearing observation results for 2018 CNY OPS 49 Table 13 Status of proper wearing and cases of red light running in 2018 52 CNY OPS Table 14 The study location and calculated number of rear passengers 57 Table 15 Sample size based on the phases of observation and type of 60 occupant Table 16 Likelihood of vehicle occupant’s seat belt wearing during OPS as 61 compared to normal day Table 17 Likelihood of seat belt wearing rate by the phases of observation 63 and gender Table 18 Likelihood of seat belt wearing rate by the phases of observation 63 and type of vehicle

ix Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Table 19 Likelihood of seat belt wearing rate by the phases of observation 64 and type of road Table 20 Group type of child restraint system 68 Table 21 Observation locations before and during OPS 72 Table 22 Number of vehicles by location and OPS period 73 Table 23 Number of children in vehicles according to OPS period 73 Table 24 Distribution of respondents’ gender 78 Table 25 Distribution of respondents’ living location 79 Table 26 Distribution of respondents’ age 79 Table 27 Distribution of respondents’ education level 79 Table 28 Distribution of respondents’ marital status 80 Table 29 Distribution of respondents’ type of vehicle 80 Table 30 Distribution of respondents’ average mileage driving with child 80 occupants Table 31 Demographical profile 90 Table 32 Perception of being caught 91 Table 33 Visibility of enforcement 92 Table 34 Respondent as per location 101 Table 35 Type of road safety messages received 109

x Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

List of Figures

Page

Figure 1 Percentage of average traffic volume by year during OPS CNY 11 Figure 2 Percentage of reduction for heavy vehicle banning during OPS CNY 12 Figure 3 Framework of the study 14 Figure 4 Observer at selected federal road station 15 Figure 5 Overall traffic volume by vehicle type 17 Figure 6 Plot of OPS CNY 2018 location with traffic volume data 18 Figure 7 Off-peak hour average one-hour traffic volume by vehicle type 19 Figure 8 Peak hour average one-hour traffic volume by vehicle type 20 Figure 9 Overall vehicle banning at federal roads 25 Figure 10 Volume of banned vehicles during peak period 25 Figure 11 Volume of banned vehicles during off-peak hour 26 Figure 12 Accident data during OPS CNY for year 2017 and 2018 27 Figure 13 Study framework locations selection 31 Figure 14 Mean speed for normal day and during OPS by vehicle type 37 Figure 15 Trend of helmet usage observed during 2015-2018 CNY OPS 50 among adults and children/teenagers Figure 16 Minimum extent of protection of a standard helmet based on 51 MS 1-1:2011 Figure 17 Seat belt wearing rate among driver and front passenger, 55 1993-2014, *Observation conducted during OPS period Source: (1) Hauswald (1997), (2) Kulanthayan et al. (2004), (3) Malaysian Institute of Road Safety Research (MIROS) Figure 18 Seat belt wearing rate among rear passengers, 2008-2014, 55 *Observation conducted during OPS period Source: (1) Malaysian Institute of Road Safety Research (MIROS)

xi Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Figure 19 The seat belt smartphone application used as research tool 58 Figure 20 Overall seat belt wearing rate among vehicle occupants by the 61 period of the OPS Figure 21 Comparison of seat belt wearing rate during OPS CNY 2010 to 2018 65 Figure 22 Risk of injury by type of restraint and seating location (Durbin, 2005) 69 Figure 23 Total child occupants according to OPS 74 Figure 24 Percentage of CRS group type used in vehicles 75 Figure 25 CRS type according to OPS period 76 Figure 26 CRS position in vehicles before and during OPS 77 Figure 27 CRS position in vehicles according to CRS group 78 Figure 28 Percentage of CRS group type used in vehicles by survey 81 Figure 29 CRS position in vehicles by survey 82 Figure 30 CRS position according to CRS group by survey 83 Figure 31 POBC trend during OPS Chinese New Year (CNY) 94 Figure 32 Frequency of road safety news and information 103 Figure 33 Percentage of respondents’ exposure towards road safety news 104 Figure 34 Medium of road safety news received 105 Figure 35 Types of news received 106 Figure 36 Percentage of respondents’ exposure towards road safety 107 advertisements Figure 37 Source of road safety advertisement received 108 Figure 38 Most popular social media 110 Figure 39 Other medium of dissemination of road safety messages 111 Figure 40 Drivers’/riders’ reported behaviour 112

xii Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Acknowledgements

The authors would like to express their appreciation to the Director-General of the Malaysian Institute of Road Safety Research (MIROS), Dr Siti Zaharah Ishak for providing the grants to conduct the research projects and extending her support to produce this report. Their gratitude also goes out to all the stakeholders involved, partners, reviewers, relevant agencies/companies, research participants, etc. who have worked hard, contributed their invaluable ideas, input, energy and time towards the completion of this report. The authors would also like to express special thanks to the team members and research assistants for their help and contribution in completing the projects.

xiii

Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Executive Summary

This report contains an evaluation study of OPS CNY 2018. OPS CNY 2018 evaluation study was conducted on 9th to 23rd February 2018. This year, OPS CNY 2018 focusing on motorcyclist safety. The evaluation was conducted through several research projects. These projects support two (2) main indicators of the OPS CNY effectiveness i.e. road users’ perception of enforcement and advocacy and road users’ behavioural changes. Among the measured variables are traffic volume and vehicle speed, seat belt wearing, helmet wearing, child restraint system usage, perception of being caught and road safety information dosage. Findings of each measured variable, according to the predetermined indicators, were presented in separate chapters. The comparative trend of road users’ perception and behavioural changes during OPS period and normal days baseline period was observed. As a result, it was found that there is an increase in road users’ perception of enforcement during the OPS period. In addition, a positive change of road users’ behaviour including seat belt wearing, helmet wearing, voluntary CRS usage, heavy vehicle movement compliance can be perceived during the period. However, the advocacy through media needs to be further strategized as it did not show any significant relationship in terms of number of media dosage received with the road user behavioural change. These findings reveal that the OPS CNY 2018 has an effect on road users but it can be further improved in order to reach a satisfactory road safety benchmark. Accordingly, some recommendations are proposed to improve the effectiveness of the OPS, especially on the variables that indicate an alarming percentage of compliance.

Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

1. Introduction

As a normal practice, during main festive seasons in Malaysia namely Chinese New Year (CNY) and Hari Raya Aidilfitri, enforcement agencies will commence enhanced enforcement program or known as ‘Op Selamat’ (OPS) that targeted mostly on major traffic offences during the targeted period of time. The OPS was initially carried out by the Royal Malaysian Police starting in 2001 (formerly known as ‘OP Sikap’) to ensure safety on all roads in Malaysia, as well as to minimise road crashes and crime index during festive seasons. This operation later involves the collaboration of other agencies such as the Malaysian Fire and Rescue Department, Malaysian Civil Defence Department, St. John Ambulance of Malaysia, Ministry of Health (Malaysia), Malaysian Road Transport Department (JPJ), Land Public Transport Commission (SPAD) and the National Anti-Drugs Agency (NADA).

This operation was conducted in conjunction with a high volume of traffic during the festive season, which may increase the road users’ risk while being on the roads. This initiative was aligned with a study by Reurings et al. (2006), which demonstrates a directly proportional relationship between traffic volume and number of crashes.

This Chinese New Year (CNY), the Op Selamat 12/2018 also known as OPS CNY 2018 was continued and announced to the public in February 2018 and started on 9 February and ended on 25 February 2018. The major traffic offences include driving on the emergency lane, red-light running, illegal overtaking, queue jumping, mobile phone usage while driving, not wearing a seat belt and overtaking for a long stretch (applicable for public service vehicle).

Among measures taken during this OPS CNY 2018 operation includes:

i. Special monitoring focusing on motorcyclist;

1 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

ii. Extensive monitoring using unmarked patrol cars and observation towers/booth on expressways; iii. Reduction of vehicle speed limit on federal roads from 90 km/h to 80 km/h and state roads from 80 km/h to 70 km/h; iv. Banning of heavy vehicles from the road on certain days;

The Objective of the Study (Overall)

In general, this study aims to assess the effects of OPS CNY 2018 programs. The specific objectives of this study are to:

i. Evaluate road users’ perception of the OPS CNY 2018 enforcement and advocacy activities, ii. Examine road users’ behaviour changes towards the OPS CNY 2018.

1.1 Scope of the Study

The measurement of OPS CNY 2018 effectiveness is carried out based on data collected by MIROS, which focuses on the two (2) indicators; behavioural change on restraint safety equipment and road users’ perception on enforcement and advocacy programs during OPS CNY 2018. It was not correlated with traffic accident data during OPS CNY 2018 period.

1.2 Report Structure

OPS CNY 2018 effectiveness evaluation was conducted through several research projects. These projects support two (2) main indicators of the OPS CNY effectiveness i.e. road users’ perception on enforcement and advocacy and road users’ behavioural changes. Among the measured variables are traffic volume and vehicle speed, seatbelt wearing, helmet wearing, child restraint system (CRS) usage, perception of being caught

2 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

(POBC) and road safety information dosage. Findings of each measured variable, according to the predetermined indicators, were presented in separate chapters.

The comparative trend of road users’ perception and behavioural changes during OPS period and normal days baseline period was observed.

1.3 Findings

Table 1 shows the overall key findings based on each measured variables. From Table 1, it could be depicted that traffic volume shows an increment of 19.5% during OPS period mainly due to an increase in traffic volume of Class 1 vehicles (car/MPV/van). Meanwhile, banning strategy was found effective during OPS which resulted in a reduction of banned vehicles by 77%. However, speed reduction strategy during OPS CNY 2018 did not reduce the travel speed. On average, 39.1% of vehicles travelling more than 80 km/h during OPS.

In terms of behavioural change of road user on restraint safety equipment usage, helmet wearing rate recorded an increased during OPS by 5.3% compared to normal day observation. In addition, voluntary CRS usage rate was increased by 2% during OPS compared to normal days. But, the rate was decreased by 9% as compared to CNY OPS 2017. Seatbelt wearing rate for drivers and front occupants decreased by 2.8% and 2.0%, respectively during OPS as compared to normal days while slight increase (1.1%) for rear passenger during OPS compared to normal days.

POBC of all road users recorded an overall percentage of 63.6% and resulted an increase of 1.4% as compared to normal days. This year, the team had extended the POBC study among motorcyclist and found that a much lower percentage of POBC recorded, which is 33.7% during OPS as compared to 43.1% on normal days. The lack of visibility of enforcement activity during OPS period is of great concern especially among motorcyclist, whereby overall enforcement visibility rate during OPS was 35.4% as compared to normal days (37.9%). Meanwhile, the enforcement visibility rate reported by motorcyclist was lower (33.7%) during OPS than normal days (43.1%).

3 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

On road safety messages, the highest frequency of messages that road users received during OPS are ‘don’t speed’ (73%), ‘don’t use mobile phone while driving/riding’ (71%) and ‘wear your seat belts’ (70%). The most preferred medium to receive road safety information is through social media such as Facebook (76.3%) and WhatsApp (57.5%). The rest of the report will highlight each measured variables conducted during OPS CNY 2018 in each separate chapter.

Table 1 Tabulation of project topics of OPS CNY 2018 and the key findings

Research Title Method Key findings Notes objective Traffic AIM: to observe Manual counting • Increase in Recommendation: Volume the traffic volume - During OPS and overall traffic • Increase the Profile & during OPS CNY normal days + volume visibility of Banning 2018. banning days regardless of enforcement Strategies Specific - 8 locations vehicle type • Needs to be objective: (Federal road) during OPS by continued for - Peak and off-peak 19.5% as To estimate future OPS in volume data compared to volume of order to: amounting to 4 normal days. traffic on • Identify traffic hours per day • Vehicle Class 1 normal days volume trends has the and during OPS • Identify critical increment of CNY flow time periods 37.9% during To examine the • Determine the OPS effectiveness of influence of large • Banning strategy the banning vehicles on strategy made effectively vehicular traffic reduced 77% of during the OPS flow in order to banned vehicle reduce the number of future crashes. Evaluation of AIM: to evaluate Observation: • Average 39.1% • 3 locations do not National the road user - 8 locations were of vehicles travel change the speed Speed compliance selected on F1 >80 km/h during limit sign i.e. Reduction towards National (North), F5 OPS Bentong, Mantin Speed Reduction (Center), F8 (East) • Mean speed and and Tanjung (90 km/h to 80 and F12 (South) 85th percentile Malim. km/h) Strategy - 200/sample speed at all • During the data during OPS CNY speed study locations collection period, 2018 - A total of 4,650 increase during speed speed data were OPS except enforcement was collected Segamat only observed in

4 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Specific - During - 2,485 • Bentong (75.0%) Gopeng (15 Feb objective: - Normal days - and Kuala 2018) • To determine 2,165 Selangor (52.1%) • The speed vehicle speed shows more reduction profile during than 50% of strategy during OPS and non-compliance OPS CNY 2018 did normal day to speed limit 80 not reduce the • To study the km/h during OPS road user travel compliance of speed road user to • Announcement the speed on speed reduction reduction strategy strategy suggested being increased especially through media dosage Compliance AIM: to observe Observation: • Overall rate of Issues: of Helmet the use of safety Manual counting helmet wearing Non-helmeted Wearing helmet during - from the roadside increased from motorcyclists among OPS CNY 2018. of selected 84.9% during tended to run red Motorcyclist locations. normal days to lights more Specific - 2 locations – 90.2% during frequently (Odds = objective: Kajang (urban) OPS 1.71). • To compare and Semenyih • Both locations the rate of (Semi-urban). recorded Recommendations: compliance - Observation significant More strategized during OPS amounting to 4 increase in efforts and focus on with the rate hours per day. helmet wearing the use of helmet during normal during OPS. among children/ days. • Proper helmet teenagers and red- • To examine the wearing (89.4%) light running issues. likelihood of slight increase red light by 1% during running among OPS as motorcycle compared to riders. normal days Compliance AIM: to Roadside Seat belt wearing Road user tends to of Seat Belt determine the observation: rate: wear seat belt more Wearing effect of OPS CNY - 6 locations 1. Drivers: (↓ during OPS during OPS in improving seat - Non-expressway 2.8%) compared to CNY 2018 belt wearing. (Ipoh, Manjung, During OPS: normal days, Specific K. Selangor, Shah 87.4% especially at the objective: Alam) expressway.

5 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

• To determine - Expressway (Plaza Normal days: Enforcement the effect of Tol Sg. Besi & 90.2% activities and media OPS CNY 2018 Gombak) Front passenger: coverage on seat on the seat belt Inclusion criteria: All (↓ 2.0%) belt wearing should wearing rate occupants of Class 1 During OPS: be made more among vehicle vehicle that carries 68.4% visible and occupants. at least 1 rear Normal days: consistently • To determine passenger. 70.4% conducted during the pattern of 2. Rear passenger: the OPS period seatbelt use (↑ 1.1%) OPS CNY 2018 rate by the During OPS: compared to 2017 type of 5.1% Driver: (↑ 3.2%) occupants, and Normal days: Front passenger: (↓ type of road 4.0% 9.6%) Rear passenger: (↓ 4.8%) Observation AIM: To Observation study: CRS usage: • Some people still of CRS Usage determine the • Located at ‘Touch • Overall: 26.8% put the CRS at the in Klang use of CRS in n Go’ and ‘Smart Normal days: front of Valley during vehicle travelling Tag’ island lane in 12.2% passenger seat. OPS CNY along the road on both traffic During OPS: 14.6% • Some CRS type 0 2018 normal days and direction. CRS location: (infant seat: during OPS • 3 locations: Plaza • Front passenger rearward facing) Chinese New Tol Gombak, Sg. seat: were observed in Year 2018 Besi, Jalan Duta Normal days: front facing • M1 vehicles with 42% position. Specific child During OPS: • More than 15% of Objective: passenger(s). 21.6% children sitting in To determine CRS • Exclusion vehicle: • Rear passenger CRS but were not position in public transport seat: buckled up. vehicle & dark tinted Normal days: windows vehicle. 28% During OPS: 78.4% Perception of AIM: To Self-administered POBC Issues: Being Caught determine the survey using Overall: • There is no (POBC) road users’ questionnaire: During OPS: significant during OPS perception • 200 riders/drivers 63.6% difference CNY 2018 towards traffic during OPS CNY Normal days: between POBC law enforcement 2018 & during the 62.2% during OPS CNY during OPS CNY normal Motorcyclist: 2018 and the 2018 enforcement During OPS: normal period enforcement period 59.99% • Visibility of period and the • Respondent Normal days: enforcement is normal criteria: 61.83%

6 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

enforcement - Malaysian lower during OPS period - Frequent Visibility CNY Specific driver/rider Motorcyclist Recommendation: objective: - Survey reported lower • Enforcement • To determine locations: KL, visibility of during festive the POBC Selangor, enforcement as season should be • To determine Putrajaya compared to the drastically the visibility of • POBC overall road user. increased in enforcement measurement appearance and activities - 0 to 10 Likert announcement so scale that visibility of certain enforcement activities should be amplified A Study on AIM: To Self-administered The medium of Recommendations: Road Safety determine the Questionnaire: road safety • Focus on medium Information effects of road Total of 400 messages that which obtains the through safety respondents road users are most exposure Media during information (Normal days 200 more exposed to (social media) to OPS Chinese received among respondents, during on normal days ensure that the New Year the public during OPS: 200 and during OPS road safety 2018 Chinese New respondents) (highest): messages are Year 2018. Selected Social media, e.g. widely received. Specific government Facebook & objective: agencies and private WhatsApp companies in Klang • To determine During OPS: 49.4% Valley. the type of road Normal days:

safety messages 59.3% that road users are most exposed to, on normal days and during OPS. • To determine the medium of road safety messages that road user are more exposed to, on normal days and during OPS.

7 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

1.4 Conclusion and Recommendations

In conclusion, from the overall findings, OPS CNY should be continued as it has shown positive effect especially on POBC and vehicle banning strategy. POBC has recorded an increment of perception among road users on the potential of them being caught if conducting traffic violence. By the increase of this perception, it will lead to better behaviour on the road. In addition, vehicle banning strategy had reduced heavy commercial vehicle on the road during heavy traffic volume on the festive season.

It is recommended that the enforcement and media coverage should be made more visible and consistently conducted during the OPS period. Relevant agencies should implement various approaches of disseminating information on road safety messages and enforcement activities during the OPS such as social media as it is more accessible to road users.

8 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

2. Traffic Volume Profile and Banning Strategy

Volume is the total number of vehicles that pass over a given point or section of a roadway during a given time interval. Volume can be expressed annually, monthly, daily and hourly or sub hourly periods (Ivan, Eldessouki, Zhao, & Guo, 2002). Volume often plays as an important variable in describing exposure to road accidents and is essential in identifying traffic trend and forecasting future transportation needs.

Traffic volume studies are conducted to determine the number, movements, and classifications of vehicles at a given location. This data is useful in identifying the trends of traffic volume, critical flow time periods and also the influence of large vehicles on vehicular traffic flow.

2.1 Summary of Previous Study

2.1.1 Average Traffic Volume Percentage Trend for Previous Years

Previous data related to traffic volume was collected for eight (8) years. However, only six (6) years’ data for period 2012-2017 were available and plotted to see the trend of traffic volume along Federal Road during OPS Chinese New Year (CNY) season. Traffic volume data available on Federal Road is based on the arterial route that usually been used by majority of dweller travel from the city centres to their hometown (exit from Kuala Lumpur) towards North, South and East Peninsular Malaysia.

According to the traffic volume data, data for 2012 and 2013 were based on secondary data obtained from Highway Planning Unit (HPU). Whereas, traffic volume data from 2014 to 2017 were based on primary data collected on Federal Roads. For the secondary

9 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

data, the traffic volume is vehicles passing through HPU’s counting stations located at selected locations in Malaysia. The data was collected via the Remote Traffic Microwave Sensor (RTMS), mounted on the road-side poles. RTMS operated in the microwave band and provide per-lanes presence as well as volume, speed and vehicle classification information for up to eight lanes. The volume of vehicles counting is performed on a daily basis captured based on classified vehicle. The classified vehicle according to their wheel base length and they are termed as LongV for lorries, MiddS1 for cars, MiddS2 for Sport Utility Vehicles (SUVs) and vans, XtraLV for trucks and trailers and Mcycle for motorcycles. On the other hand, primary data collection is data that were collected on Federal Roads serves to obtain traffic volumes based on manual count for classified traffic volume consists of motorcycle, car/MPV, light goods vehicle, heavy vehicle and bus/others.

Referring to Figure 1, the average traffic volume was analysed to see the trend for six years for normal day and during OPS CNY. Line chart was used to illustrate average traffic volume changes over the years. Percentage of average traffic volume were used for better understanding since the data was obtained via different method (RTMS vs Manual Data Collection) thus the absolute number will have a huge difference. Concentrating on the data from 2012–2017, it can be seen that the trend line is somewhat flat. Generally, the average percentage of traffic volume during OPS is much higher than during normal days except for the year 2016. The increment of average traffic volume varies from one year to another, with the highest increment is during OPS in 2015 with 58% (17,891) and the lowest increment is in 2016 with 47% (16,965). However, it should be mentioned that in 2016, average traffic volume was higher during the normal day as compared to during OPS with 53% (18,792).

10 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

30 Normal Day volume 20 During Ops

10 Percentage of average traffic 0 2010 2011 2012 2013 2014 2015 2016 2017 Year

Figure 1 Percentage of average traffic volume by year during OPS CNY

2.1.2 Yearly Trend for Reduction of Heavy Vehicle Banning

Heavy vehicle banning is one (1) of the initiatives proposed by Road Transport Department during Op Selamat period. The objective of heavy vehicle banning is to reduce the number of heavy vehicle on the roads, which might cause traffic congestion and to ensure smooth traffic flow. Figure 2 below illustrates the trend of reduction percentage for heavy vehicle banning during Op Selamat CNY from the year 2012 to 2018.

11 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

90% 81% 77% 80%

70% 63% 60%

50% 46%

40% 32% 30%

Percentage of reduction 20%

10% 2% 0% 2011 2012 2013 2014 2015 2016 2017 2018 Year

Figure 2 Percentage of reduction for heavy vehicle banning during OPS CNY

From the graph, it shows that the initiative for heavy vehicle banning in 2012 was not effective, with only 2% reduction observed in the total heavy vehicle volume, during the observation period. However, the percentage of reduction peaked in 2014, showing an increase of 81% and it is also the highest percentage of reduction in heavy vehicle banning during Op Selamat CNY for the past seven (7) years. In the following year, the percentage of reduction showed a declining trend which resulted to 63% in 2015 and 32% in 2016. This indicates that the strategy of heavy vehicle banning was disobeyed by some lorry companies that use the federal road to travel. From 2016, the percentage of reduction for heavy vehicle banning has been gradually increasing to 46% in 2017 and 77% in 2018.

2.2 Why this Study?

This project forms part of an evaluation study carried out by MIROS on the effectiveness of CNY 2018. The aim of this study is to see the seasonal effect in traffic demands, as

12 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

well as to observe the strategy adopted during the OPS which is the banning of heavy vehicles approach. In Malaysia, the traffic volume usually increases during the festive season due to Malaysians (celebrating or not) take advantage of the long holidays to go back to their hometowns. This season will usually generate a predictably high volume of traffic on all highways and major roads nationwide. With the increase in traffic volume will contribute badly to heavy congestion and an increase in exposure to traffic accidents. Thus, traffic volume profiles need to be obtained to observe the traffic trend approaching the festive season, in order to reduce the number of future crashes and for MIROS to conclude if the strategy in reducing the number of heavy vehicles on the road is successful or not.

2.3 Objectives of the Study

General Objective

The aim of this project is to observe the traffic volume during OPS in conjunction with Chinese New Year 2018. Volume profile refers to the estimated number of vehicles on the road during and after the OPS Selamat program. Accordingly, the objectives of this study are:

Specific Objectives

i. To estimate the volume of traffic during and after OPS CNY 2018 ii. To examine the effectiveness of the banning strategy made during the OPS

2.4 Methodology

This section further explains the methodology of this study which includes instrument, locations, study design, sample and site selection, duration of study and data collection procedures as summarised in Figure 3.

13 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Desk study Data collection Data analysis

- Determine location and - Manual counting - Change in traffic method - During and after OPS + volume trend - Contact other related banning days - Effectiveness of parties - 8 locations banning during OPS - Prepare proposal - Peak and off-peak volume data amounting to 4 hours per day

Figure 3 Framework of the study

Manual counting was used as the method of data collection at selected locations on Federal Roads. Observers were stationed on site with the help of video camera as a back up to count the vehicle manually according to their class. The location chosen represents the zone in Malaysia; northern, southern, eastern and central. Figure 4 shows the setting up of video camera and observer on site.

14 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Figure 4 Observer at selected federal road station

There are eight (8) locations on the Federal Road were selected in this traffic volume study. At each location, observation of traffic volume and heavy vehicle banning was conducted for a two-time period (during and after OPS (where after will be referred as normal days in the report)) to examine the effectiveness of the OPS operation. Traffic volume was observed during afternoon off-peak (2.00 pm to 4.00 pm) and evening peak hours (5.00 pm to 7.00 pm). Details on the selected location and observation period are summarised in Table 2.

15 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Table 2 Location for manual data collection at selected federal roads

Date (During OPS) Date No. Location GPS coordinate (Banning – 14, 15, (After OPS) 24, 25 Feb) 1 Tanjung Malim N 3.715987, E 101.485018 14 Feb 2018 28 Feb 2018 2 Gopeng N 4.405659, E 101.157814 15 Feb 2018 28 Feb 2018 3 Segamat N 2.6495092, E 102.858283 15 Feb 2018 1 Mac 2018 4 Kuala Selangor N 3.269425, E 101.299123 15 Feb 2018 1 Mac 2018 5 Beranang N 2.8386, E 101.8654 25 Feb 2018 5 Mac 2018 6 Yong Peng N 2.0979215, E 103.0444678 25 Feb 2018 7 Mac 2018 7 Bentong N 3.6668212, E 101.8828014 24 Feb 2018 6 Mac 2018 8 Batu Pahat N 1.875323, E 102.7939627 24 Feb 2018 7 Mac 2018

2.5 Results and Discussions

This section discusses the results and findings of the study. The traffic study consists of traffic volume at study areas and compliance of heavy vehicle on the banning strategy.

2.5.1 Traffic Volume by Vehicle Classification on Federal Road

Classified traffic volume count was collected at eight (8) locations. The locations were Tanjung Malim, Gopeng, Kuala Selangor, Beranang, Bentong, Segamat, Batu Pahat and Yong Peng. The traffic count was conducted manually at every 15-minute interval and classified into the following six (6) vehicle categories:

i. Motorcycle ii. Motorcar (Car, MPV, van, taxi) iii. Lorries with 2 axles iv. Lorries with 3 axles v. Bus

16 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

vi. Banned vehicle

2.5.1.1 Overall Traffic Volume

40000 33675 35000 Motorcycle 30000 Car/MPV/ 24413 VAN 25000 Lorries with 2 axles 20000 Lorries with 3 axles 15000 Banned vehicles 10000 Bus 2616 5082 4685 5000 292 1410 1131 240 296 254 0 38 Normal Day During OPS

Figure 5 Overall traffic volume by vehicle type

Figure 5 shows the overall traffic volume by type of vehicle. It can be seen that traffic volume decreases during OPS for each vehicle type EXCEPT for vehicle class 1 (car/MPV/van). The increase of 37.9% in volume for car/MPV/van during OPS has resulted in an overall increment of traffic volume regardless of vehicle type to be 19.5% as compared to normal days.

17 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

OPS 2186 1420

OPS 1358 1416

N.D. 1620 1300

N.D. 1207 972

3 No.

Yong Peng Yong KL

No. Segamat KL

OPS 2215 2329

N.D. 1528 1713

OPS 2209 2235

OPS 2400 3004

OPS 4457 3351 No. Bentong KL N.D. 1723 1835

N.D. 2689 2857

N.D. 2883 2716

No.

Batu Pahat KL No. Tg Malim KL OPS 1316 1496

No. 2 Gopeng KL

N.D. 1580 1454

OPS 5228 3738 5

No. Beranang KL

N.D. 4018 3679

No. K. K. Selangor KL

LEGEND N.D : Normal Days OPS : During OPS

Figure 6 Plot of OPS CNY 2018 location with traffic volume data

18 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Looking deeper into traffic volume going out of and to Kuala Lumpur, Figure 6 displays the map of Malaysia with the pinned location of OPS CNY 2018 with traffic volume data. Most of the location shows increment in traffic volume during OPS regardless of direction either going out or to Kuala Lumpur compared to normal days.

2.5.1.2 Average One-Hour Traffic Volume by Vehicle Type

1200 1000 800 600 400 200 0 DuringOPS DuringOPS DuringOPS DuringOPS DuringOPS DuringOPS DuringOPS DuringOPS NormalDay NormalDay NormalDay NormalDay NormalDay NormalDay NormalDay NormalDay Tg Malim Gopeng Segamat K. Beranang Yong Bentong Batu Selangor Peng Pahat

Motorcycle Car/MPV/VAN Lorries with 2 axles Lorries with 3 axles Banned vehicles Bus

Figure 7 Off-peak hour average one-hour traffic volume by vehicle type

Figure 7 shows the average one-hour traffic volume by vehicle classification collected on site during the off-peak period, whereas Figure 8 shows the average one-hour traffic volume collected during the peak period. As shown, the traffic was highly influenced by motorcar and in overall the increment of traffic volume during OPS period as compared to normal days. There was an increment of traffic volume for all locations except for Beranang which shows a slight decrement between during OPS and normal days. In

19 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

addition, Table 2 showed the difference percentage of traffic volume during OPS as compared to normal days.

1400 1200 1000 800 600 400 200 0 DuringOPS DuringOPS DuringOPS DuringOPS DuringOPS DuringOPS DuringOPS DuringOPS NormalDay NormalDay NormalDay NormalDay NormalDay NormalDay NormalDay NormalDay Tg Malim Gopeng Segamat K. Beranang Yong Bentong Batu Selangor Peng Pahat

Motorcycle Car/MPV/VAN Lorries with 2 axles Lorries with 3 axles Banned vehicles Bus

Figure 8 Peak hour average one-hour traffic volume by vehicle type

Table 2 shows the difference in traffic volume for normal days and during OPS. Based on the table, total traffic volume for Tanjung Malim increased 21.36% during OPS for the off-peak period. Oppositely for peak hour, there was a 19.26% decrease in total number of volume. Out of all location, Gopeng stated the highest increment of traffic volume during OPS with 56.15% for the off-peak period and 26.26% for peak period.

The second highest increment in traffic volume during OPS was Bentong with 43.21% off-peak and 37.46% peak. Every other location showed an increment of traffic volume during OPS except for Beranang. Traffic volume in Beranang decreased for both peak and off-peak periods with 6.27% and 8.55% each during OPS.

20 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Table 3 Difference in traffic volume for normal days and during OPS

Bus axles axles Total Motorcar Motorcycle Lorries with 2 2 with Lorries 3 with Lorries Banned vehicle

Off-peak 378 1693 136 32 31 10 2280 Normal period day Peak 779 2304 125 28 20 10 3266 period

Off-peak 323 2242 170 16 5 11 2767 During period OPS Peak 434 2097 65 14 10 17 2637 period Tanjung Malim Tanjung Off-peak -14.55 32.43 25 -50 -83.87 10 21.36 Diff. in period vol. (%) Peak -44.29 -8.98 -48 -50 -50 70 -19.26 period Off-peak 266 1757 276 158 0 15 2472 Normal period day Peak 423 2240 280 158 0 26 3127 period Off-peak 276 3366 168 25 1 24 3860 During period OPS Peak Gopeng 507 3302 84 18 3 34 3948 period Off-peak 3.76 91.58 -39.13 -84.18 0 60 56.15 Diff. in period vol. (%) Peak 19.86 47.41 -70 -88.61 0 30.77 26.26 period

Off-peak 38 781 94 46 16 9 984 Normal period day Peak

Segamat 86 982 73 32 19 3 1195 period

21 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Off-peak 40 1210 33 9 3 10 1305 During period OPS Peak 68 1352 24 7 9 9 1469 period Off-peak 5.26 54.93 -64.89 -80.43 -81.25 11.11 32.62 Diff. in period vol. (%) Peak -20.93 37.68 -67.12 -78.13 -52.63 200 22.93 period Off-peak 426 2421 280 108 64 22 3321 Normal period day Peak 976 3024 218 85 44 29 4376 period

Off-peak 477 3320 143 39 3 19 4001 During period OPS Peak 977 3822 123 24 2 17 4965

K.Selangor period Off-peak 11.97 37.13 -48.93 -63.89 -95.31 -13.64 20.48 Diff. in period vol. (%) Peak 0.10 26.39 -43.58 -71.76 -95.45 -41.38 13.46 period Off-peak 200 949 165 44 34 0 1392 Normal period day Peak 278 1217 87 37 13 10 1642 period

Off-peak 125 1112 30 4 0 2 1273 During period OPS Peak

Beranang 214 1288 36 1 0 0 1539 period Off-peak -37.5 17.18 -81.82 -90.91 -100 0 -8.55 Diff. in period vol. (%) Peak -23.02 5.83 -58.62 -97.30 -100 -100 -6.27 period

22 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Off-peak 96 867 239 152 0 12 1366 Normal period day Peak 144 1089 141 163 0 17 1554 period

Off-peak 117 1485 90 25 0 26 1743 During period OPS Peak

Yong Peng Yong 183 1562 71 18 0 29 1863 period Off-peak 21.88 71.28 -62.34 -83.55 0 116.67 27.60 Diff. in period vol. (%) Peak 27.08 43.43 -49.65 -88.96 0 70.59 19.88 period Off-peak 103 1201 149 37 24 32 1546 Normal period day Peak 185 1322 118 31 27 12 1695 period Off-peak 143 1914 98 27 0 32 2214 During period OPS Peak Bentong 183 2016 97 17 0 17 2330 period Off-peak 38.83 59.37 -34.23 -27.02 -100 0 43.21 Diff. in period vol. (%) Peak -1.088 52.50 -17.80 -45.16 -100 41.67 37.46 period Off-peak 281 1194 146 15 0 18 1654

Normal period day Peak 423 1372 89 5 0 15 1904 period

Batu Pahat During Off-peak 267 1803 131 3 2 31 2237 OPS period

23 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Peak 351 1784 47 7 0 18 2207 period Off-peak -4.98 51.01 -10.27 -80 0 72.22 35.25 Diff. in period vol. (%) Peak -17.02 30.03 -47.19 40 0 20 15.91 period

2.5.2 Banning of Heavy Vehicles on Federal Roads

Through banning strategy, heavy vehicles were prohibited from being on the road during festive season dated from 14, 15, 24 and 25 February 2018 in conjunction with the Chinese New Year celebration. The reason for heavy vehicles banned on the road is as a consequence of the vehicle’s having poor acceleration; deceleration and poor ability to maintain speed especially on upgrades (contribute to congestion). Moreover, the involvement of heavy vehicles in an accident would increase the risk of accident severity, especially for vulnerable road users such as motorcyclists and pedestrians.

However, the banning did not cover vehicles undertaking critical services such as sewerage service, cargo lorry (brought imported or export goods to seaport or airport), light lorries (BDM 5,000 kg and below) and emergency services (brought medicine or industrial chemical).

24 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

88.5% 100.0% 80.0% 60.0% 40.0% 11.5% 20.0% 0.0% Normal Day During OPS

Figure 9 Overall vehicle banning at federal roads

Figure 9 shows the overall volume of banned vehicles on federal roads. On normal days, banned vehicles recorded 88.5% in volume as compared to during OPS with 11.5%. This means that there is a reduction of 77% of banned vehicles volume during OPS.

45 40 35 30 25 20 15 10 5 0 Tg Malim Gopeng Segamat K. Beranang Yong Bentong Batu Selangor Peng Pahat

Normal Days During OPS

Figure 10 Volume of banned vehicles during peak period

25 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Figure 10 shows the volume of banned vehicles on normal days and during the OPS period for peak period whereas Figure 11 shows for off-peak period. All locations recorded a reduction in the volume of banned vehicles during the OPS period as compared to the normal day except for Gopeng and Batu Pahat during off-peak period. This indicates that the strategy of heavy vehicle banning was obeyed by most lorry companies that use the federal road to travel.

70 60 50 40 30 20 10 0

Gopeng Tg Malim Segamat Beranang Bentong K. Selangor Yong Peng Batu Pahat

Normal Days During OPS

Figure 11 Volume of banned vehicles during off-peak hour

2.5.3 Accident Data during OPS

Figure 12 shows a comparison of accident data observed during two consecutive OPS CNY year 2017 and 2018. The highest “contributor” to the accident is the rider and pillion of motorcycles with approximately 151 for both years. On the other hand, the highest accident reduction involves motorcar with 24%. Generally, there is a reduction in the number of accident with overall percentage of reduction by 12.1%. This study cannot

26 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

determine the impact of vehicle banning on the reduction in accidents involving banned vehicles due to unavailability of accident data involving those vehicles. However, with 46% reduction in the volume of banned vehicles during 2017 OPS, there were 257 crashes recorded during that period compared to 226 crashes during 2018 OPS. The link between the reduction in 2018 crashes and the 77% reduction in the volume during 2018 OPS cannot be established in the present study.

200 151 150 150

100 70 46 50 1313 7 5 1 1 6 5 5 1 4 5 0 Basikal Lain-lain Pejalan kaki Motosikal Pembonceng Pemandu & Pemandu & Pemandu & OPS Selamat 10/2017 Penunggang & Pemandu & Penumpang Bas Penumpang Lori Penumpang Van

Penumpang M/kar OPS Selamat 12/2018

Figure 12 Accident data during OPS CNY for year 2017 and 2018

2.6 Conclusion

The evaluation of traffic volume and banning strategies over the OPS period was carried out on the Federal Roads. Overall traffic volume during the OPS period showed increased in number with cars/MPV/van dominating the figures. The strategy of heavy vehicle banning was successful in reducing 77% of heavy vehicles on the road.

27 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

As a consequence of this study, it is recommended that heavy vehicle banning should be continued to be part of Op Selamat initiative. The findings of the study can be further improved with a survey among motorists travelling during OPS on their perception and awareness regarding the safety effect of vehicle banning.

28 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

3. Evaluation of National Speed Reduction Strategy

3.1 Introduction

One of the strategies implemented during the OPS CNY 2018 is National Speed Reduction focusing on the crash that influenced by travelling speed. In this strategy, national speed limits on Federal Road and State Road were reduced by 10 km/h. On the ground, this translates to the physical change of the static posted speed limit signs from 90 km/h to 80 km/h on Federal Roads and from 80 km/h to 70 km/h on State Roads. Since speed was identified as a key risk factor in road traffic injuries, influencing both the risk of a road crash as well as the severity of the injuries that result from crashes (WHO, 2004), the speed reduction approach was believed to be vital to be implemented during the OPS Selamat. This was supported by the previous study that suggests a 1 km/h decrease in travelling speed would lead to a 2-3% reduction in road crashes (WHO, 2004) and reduction in average speed of approximately 5% would leads to approximately a 10 % decrease in injury accidents and a 20 % decrease in fatal accidents (Global Road Safety Partnership, 2008; Nilsson, 2004).

In conjunction with the speed reduction strategy during OPS CNY 2018 period i.e. from 9 February 2018 to 23 February 2018, there is a need to conduct an evaluation on the effect of speed limit reduction towards drivers’ speed choice during the implementation period. Reducing the speed limit benefited road user by increasing the time for the driver to process the information such as the heavy traffic, signboard and another road environment during driving. This study was conducted during and after OPS Selamat period by observing the traffic speed on selected locations. The findings for this study may reflect the performance of speed limit reduction countermeasures.

29 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

3.1.1 Aims and Objectives

The aim of this study is to evaluate the road user compliance towards National Speed Reduction Strategy during OPS CNY 2018 period. To achieve the aim, several objectives were sets as follows:

i. To determine vehicle speed profile on Federal Road during OPS CNY 2018 and normal day ii. To study the compliance of road user to the speed reduction strategy during OPS CNY 2018 on federal road iii. To provide recommendations to improve the effectiveness of the speed reduction strategy implementation during OPS period

3.1.2 Scope and Limitation

The scope of the assessment covers straight sections of selected Federal Road i.e. F1, F5, F8 and F12 that represents Central Region, Southern Region and East Coast of Malaysia as shown in Table 4. Data collection was conducted during the off-peak period, from 2.00 pm to 4.00 pm for the duration of during and after the execution of OPS CNY 2018. Data collection conducted after the execution of OPS CNY 2018 was considered as the normal traffic condition. Speed data was only collected during fine weather to ensure accurate speed-reading from the speed radar gun.

Table 4 Selected study locations

Study location Road number Region Yong Peng F1 Southern Gopeng F1 Central Batu Pahat F5 Southern Kuala Selangor F5 Central Segamat F12 Southern Mantin F1 Central

30 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Tanjung Malim F1 Central Bentong F8 Eastern

3.2 Methodology

Speed is an important traffic parameter and defined as a rate of motion expressed as distance per unit of time and generally as kilometres per hour (km/h) (Transportation Research Board, 2000). In this study, spot speed was used to determine the speed distribution of traffic stream at the selected study location. The spot speed data for 100 to 200 vehicles per location was gathered by using speed radar gun. This study was conducted based on the framework as shown in Figure 13.

•Federal Road •Posted speed limit Data collection •Mean speed Reporting (before •85th percentile speed speed •Compile reduction) •Spot speed •speed report 90 km/h compliance •Wacana Locations ilmu Data analysis selection

Figure 13 Study framework locations selection

Eight locations were selected on Federal Road i.e. F1, F5, F8 and F12 as shown in Table 5. The main criteria for selected locations are the availability of a posted 90 km/h speed limit sign, the speed included in the speed reduction strategy. Another criterion is that the location must be on a straight road section and have a strategic setting to place research assistant for concealed speed data collection. This is to ensure that the traffic

31 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

speed was not influenced by road geometric alignment and the misjudgement the presence of enforcement activity.

3.2.1 Data Collection

Two sets of data collection were conducted i.e. during the execution of OPS CNY 2018 (9 February 2018 to 23 February 2018) and after the OPS CNY 2018 (24 February 2018 to 8 March 2018). Table 5 shows the location and the date of data collection conducted on site.

Table 5 Location and date of data collection

Date District Normal day/After OPS During OPS Yong Peng (F1) 7 Mac 22 Feb Gopeng (F1) 28 Feb 14 Feb Batu Pahat (F5) 6 Mac 23 Feb Kuala Selangor (F5) 1 Mac 15 Feb Segamat (F12) 1 Mac 15 Feb Mantin (F1) 7 Feb 21 Feb Tanjung Malim (F1) 28 Feb 14 Feb Bentong (F8) 24 Feb 23 Feb

Spot speed data was collected during the off-peak period from 14:00 pm to enabling the capture of the free flow speed of vehicles. It was conducted approximately 200 m to 500 m after the posted speed limit sign. The distance of 200 m to 500 m was used based on the decision sight distance for speed of 90 km/h (JKR Malaysia, 2015).

3.2.2 Data Analysis

Descriptive statistical analysis was carried on the speed data to determine the speed’s central tendency (mean speed and 85th percentile speed) and the percentage of vehicles

32 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

travelling at and below the speed limit along the road (speed limit compliance). T-test was conducted to determine the significance of speed difference between during OPS period and outside of OPS period (normal day). The output from the data analysis is useful in identifying the trend of speed and quantifying the effectiveness of the speed reduction during the OPS CNY 2018.

3.3 Results and Discussions

This section discusses the findings of the speed study and is divided into three (3) subsections; selected study location (Section 3.3.1), speed profile (Section 3.3.2) and speed compliance (Section 3.3.3). Section 3.3.1 discussed the availability of posted speed limit sign and whether the sign was replaced according to the speed reduction strategy; Section 3.3.2 highlights the minimum and maximum speed, the mean operating speed and the 85th percentile speed obtained from the data collection and Section 3.3.3 details out speed compliance amongst road user at the study location.

3.3.1 Selected Study Location

Table 6 shows the speed limit sign at the selected location during the normal day and during the execution of OPS CNY 2018. Out of eight (8) locations, only five (5) locations i.e. Yong Peng (F1), Gopeng (F1), Batu Pahat (F5), Kuala Selangor (F5) and Segamat (F12) shows change or difference in speed limit sign. The normal day speed limit of 90 km/h was replaced with a new speed limit of 80 km/h. The changes were done by attaching the 80 km/h plate on top of the 90 km/h sign.

However, at another three (3) locations, no changes were done on the speed limit sign during the execution of speed reduction strategy. The said locations are Mantin (F1), Tanjung Malim (F1) and Bentong (F18). It was anticipated that the speed profile at these locations may exhibit no or less difference between normal day and during OPS period.

33 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Table 6 Speed limit sign at selected locations for normal day and during OPS period

Location Normal day During

Yong Peng (F1)

Gopeng (F1)

Batu Pahat (F5)

Kuala Selangor (F5)

Segamat (F12)

34 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Mantin (F1)

Tanjung Malim (F1)

Bentong (F8)

3.3.2 Speed Profile

This section presents the findings of the vehicle speed profile for normal day and during the OPS CNY 2018. A total of 4,650 spot speed data were collected where 2,165 and 2,485 speed data were collected on normal days (after the OPS period) and during OPS period respectively. Speed data measured at each location during the off-peak period was summarised in Table 7.

35 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Table 7 Summary of speed data by location

Normal day During

peed speed s

Speed

Location change percentile percentile

th th Min. speed Min. speed Mean speed Max. 85 speed Min. speed Mean speed Max. 85 km/h Yong Peng (F1) 37 78 127 91 42 79 130 93 ↑ Gopeng (F1) 40 70 109 83 42 73 108 84 ↑ Batu Pahat (F5) 36 69 104 83 32 70 113 84 ↑ Kuala Selangor 35 75 121 90 41 81 127 98 ↑ (F5) Segamat (F12) 51 86 126 98 45 81 137 93 ↓ Mantin (F1) 28 64 98 74 45 71 101 82 ↑ Tanjung Malim 40 74 109 87 40 77 114 88 ↑ (F1) Bentong (F8) 35 88 135 104 45 90 127 105 ↑

Notes: ↑ indicates increase in mean speed during OPS CNY 2018 period ↓ indicates decrease in mean speed during OPS CNY 2018 period - - - no change was made on the speed limit sign for the three (3) locations below this line

As a whole, vehicle mean speed at all locations shows an increase during OPS period as compared to normal day except for Segamat where the mean speed decrease significantly by 5 km/h (t-Test, p<0.05). The increase in mean speed was observed at other locations even though the speed limit sign was changed from 90 km/h to 80 km/h during the OPS CNY 2018. Bentong (F8) recorded the highest mean speed among all the sites on a normal day (88 km/h) as well as during the OPS period (90 km/h).

36 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

The mean speed was also analysed based on the vehicle types i.e. passenger car and motorcycle as shown in Figure 14. The reduction in mean speed for passenger car during OPS period was only observed in Segamat (F12) while for motorcycle, the reduction in mean speed was observed in Segamat (F12) and Batu Pahat (F5). This indicates that different types of vehicle may expose different speed behaviour towards the speed limit and speed reduction strategy may be conducted by focusing the road user types. However, this needs further study to ensure the effectiveness of the planned strategy.

100 During Normal Day 90

70 Mean speed (km/h) 60

50 Mantin Mantin Gopeng Gopeng Bentong Bentong Segamat Segamat YongPeng YongPeng Batu Pahat Batu Pahat Batu Kuala Selangor Kuala Selangor Kuala TanjungMalim TanjungMalim Passenger Car Motorcycle Location/Vehicle type

Figure 14 Mean speed for normal day and during OPS by vehicle type

Reviewing on the 85th percentile speed, a speed at which 85% of observed vehicles are travelling at, or below, under free flow conditions (Smith, Melntyre, & Anderson, 2002), the same trend similar to mean speed was observed. Only Segamat indicates a reduction in 85th percentile speed from 98 km/h on normal day to 93 km/h during OPS period. At

37 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

all locations, 85th percentile speed during OPS period was more than 80 km/h speed limit imposed during the execution of OPS strategy. Again, the highest 85th percentile speed was recorded in Bentong with speed of 104 km/h and 105 km/h for normal day and during OPS respectively.

As seen in Table 8 that detailed out the speed profile for a normal day and during OPS period by locations, only Kuala Selangor (F5), Segamat (F12) and Mantin (F1) show a significant difference in operating speed.

Table 8 Speed profile by location

Normal During Description day OPS

Minimum Yong Peng (F1) speed 37 42 100% (km/h) Mean 78 79 50% (km/h) Maximum 0% speed 127 130 0 50 100 150 (km/h) 85th % During Normal day 91 93 (km/h)

Minimum Gopeng (F1) speed 40 42 100% (km/h) Mean 70 73 50% (km/h)

Maximum 0% speed 109 108 -10 40 90 140 (km/h) During Normal day 85th % 83 84 (km/h)

38 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Minimum Batu Pahat (F5) speed 36 32 (km/h) 100% Mean 69 70 (km/h) 50% Maximum 0% speed 104 113 0 50 100 150 (km/h) 85th During Normal day percentile 83 84

(km/h)

Minimum Kuala Selangor (F5) speed 35 41 (km/h) 100% Mean 75 81 (km/h) 50% Maximum speed 121 127 0% (km/h) 0 50 100 150 85th During Normal day percentile 90 98

(km/h)

Minimum

speed 51 45 Segamat (F12) (km/h) 100% Mean 86 81 (km/h) 50% Maximum 0% speed 126 137 -10 40 90 140 (km/h) During Normal day 85th

percentile 98 93

(km/h) Minimum

speed 28 45 (km/h)

39 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Mean Mantin (F1) 64 71 (km/h) 100% Maximum 50% speed 98 101 0% (km/h) -10 40 90 140 85th During Normal day percentile 74 82

(km/h)

Minimum Tanjung Malim (F1) speed 40 40 (km/h) 100% Mean 74 77 (km/h) 50% Maximum speed 109 114 0% (km/h) 0 50 100 150 85th During After percentile 87 88

(km/h)

Minimum Bentong (F8) speed 35 45 100% (km/h)

80% Mean 88 90 60% (km/h) 40% Maximum 20% speed 135 127 0% (km/h) -10 40 90 140 85th During After percentile 104 105

(km/h)

40 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

3.3.3 Speed Compliance

Analysis of the speed limit non-compliance was done in this study to measure the percentage of vehicles that did not comply with the posted speed limit on a normal day and during the OPS period. On a normal day, the speed of the vehicle was compared against the speed limit of 90 km/h while during the OPS period, the speed of vehicle was compared against the speed limit of 80 km/h. The percentage of non-compliance at all locations was summarised in Table 9. In general, the percentage of non-compliance to the stipulated speed limit was increased at all locations. However, if the non-compliance during OPS was compared against the normal speed limit of 90 km/h, Segamat (F12) demonstrates a reduction in the percentage of non-compliance i.e. from 30.6% to 20.2%.

Table 9 Percentage of non-compliance with speed limit

Normal day During OPS Non- Non- Non- Non- compliance compliance compliance compliance Location with speed with speed with speed with speed limit 80 km/h limit 90 km/h limit 80 km/h limit 90 km/h (%) (%) (%) (%) Yong Peng (F1) 39.4 15.6 44.6 21.0 Gopeng (F1) 17.8 5.5 23.2 6.6 Batu Pahat (F5) 18.6 6.5 22.1 7.9 Kuala Selangor (F5) 41.7 14.0 52.1 26.3 Segamat (F12) 64.4 30.6 46.3 20.2 Mantin (F1) 5.5 0.8 20.4 5.0 Tanjung Malim (F1) 25.0 9.7 34.5 11.5 Bentong (F8) 71.2 38.5 75.0 47.9

Kuala Selangor (F5) and Bentong (F8) recorded more than 50% of non-compliance with speed limit of 80 km/h imposed on Federal Road during OPS CNY 2018. In addition, it is worth to highlight the relatively high travel speeds above 90 km/h on Federal Road was observed regardless on a normal day as well as during OPS strategy based on the

41 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

percentage of non-compliance. The previous study indicates the imposed speed limit that complemented with enforcement activities (e.g. speed trap or automated enforcement system) was proven to reduce the mean speed (WHO, 2004). Therefore, this demand for a further in-depth study to understand the road user behaviour towards the gazetted speed limit and enforcement activity. This issue was excluded in this study due to the non-presence of enforcement activity was observed during the study period.

3.4 Conclusion

This study was conducted during and after the OPS CNY 2018 (9 February 2018 to 8 March 2018) at eight (8) locations on Federal Road. The four (4) main Federal Road involved in this study are F1, F5, F8 and F12 covering the Central Region, Southern Region and East Coast of Malaysia. The key findings obtained in this study are:

i. Three locations i.e. Mantin (F1), Tanjung Malim (F1) and Bentong (F8) was observed not changing the speed limit sign from 90 km/h to 80 km/h for during the OPS CNY 2018; ii. The mean speed and 85th percentile speed at all study locations was an increase during the OPS period as compared to normal day except in Segamat (F12); iii. On average, 39.1% of vehicles travel with speed of more than 80 km/h during OPS CNY 2018. iv. Bentong (75.0%) and Kuala Selangor (52.1%) shows more than 50% of non- compliance with speed limit 80 km/h during OPS CNY 2018; and v. The speed reduction strategy during OPS CNY 2018 was not successfully reduce road user’s travel speed.

The previous study that suggests a 1 km/h decrease in travelling speed would lead to a 2-3% reduction in road crashes (WHO, 2004). However, as experienced by many countries, the implementation of new speed limits has a short period effect on reducing speed of traffic if it is not supplemented by continuous and visible enforcement. During the data collection period, speed enforcement was only observed in Gopeng on 15th of February 2018. Therefore, despite the changing of speed limit sign on the ground, the

42 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

visible enforcement activity was believed could give a good impact on these speed reduction strategies. In addition, based on the observation, three (3) out of eight (8) study locations indicates no change in speed limit sign. This should be avoided in the next OP Selamat so that enforcement on the speed limit reduction can be implemented effectively. It was also suggested that the announcement on speed reduction strategy should be increased especially through media dosage.

Other than enforcement, education and engineering measures are equally essential in increasing compliance with the speed limit. As proven in the previous study by Daniel, Alan, and Koorey (2011), drivers’ speeding behaviour can be reduced through education (e.g. driving license education and campaigns), physical measures in the traffic environment (e.g. speed humps and narrowing of roads) and technologies in the vehicles (e.g. intelligent speed adaptation – systems designed to help drivers keep to the speed limits).

43 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

4. Impact of OPS CNY 2018 on Helmet Wearing

According to the latest statistics published by Department of Statistics Malaysia, transport accidents is the fourth principal causes of death in Malaysia, one place higher than previously reported in 2016 (Department of Statistics Malaysia, 2017). Motorcyclists have been the most vulnerable group on Malaysian roads. Unlike occupants of other motorised vehicles, motorcyclists are prone to higher risk of serious injury or fatality in a crash because motorcycles, by definition, are lacking in any protection structure. A Malaysian crashworthiness study reported that 62.9% of vital organ injury among crash-involved motorcyclists were associated with head injuries (Pang et al., 2000).

Many previous studies have suggested that proper helmet use can reduce the severity of head injuries, and thus lowering the probability of fatal injuries among motorcyclists (Auman, Kufera, Ballesteros, Smialek, & Dischinger, 2002; Ganti et al., 2013; Kanitpong, Boontob, & Tanaboriboon, 2004; Kraus, Peek, McArthur, & Williams, 1994; Radin Umar et al., 2005; Servadei et al., 2003; Sosin, Sacks, & Holmgreen, 1990). Despite the implementation of helmet law in Malaysia years ago [which was reported by the World Health Organisation (WHO) to be effective in reducing 30% of total fatalities among motorcyclist (WHO, 2004)], helmet use is still low, especially in rural areas (Kamarudin, Rozmi, Riza Atiq, & Foad, 2011; Kulanthayan, Radin Umar, Ahmad Hariza, Mohd Nasir, & Harwant, 2000). This indicates that helmet use is a prominent issue in Malaysia.

Prevention is a crucial method in road safety management. Among the approaches in preventing road accidents are through a combination of education, engineering, and enforcement. In 1996, when no integrated intervention strategies were implemented, a total of 321 deaths, constituting 20 deaths per day were recorded during a 15 days festive season, (Radin Umar, Norghani, Hamid, Shakor, & Hamdan, 1998). Subsequently, the Malaysian government through enforcement agencies has initiated an integrated

44 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

enforcement program which was code-named “the OPS, to increase the intensity and effectiveness of enforcement activities during festive seasons. The OPS continues to be carried out since then. In Malaysia, Chinese New Year (CNY) is one of the main holiday seasons and high traffic volumes are always expected throughout the celebration period. During this time, it is a common practice for Malaysian city dwellers to take advantage of long holidays to “balik kampung” to their respective hometowns or hitting the road for vacation including travelling to neighbouring countries. Consequently, the number of vehicles on the road escalates, and thus increases the risk of a crash. This includes motorcycles as well.

MIROS has been conducting observations on helmet use during OPS CNY since 2012. In 2012, a significant increase in helmet use was reported at certain locations during OPS (Roslan, 2014). However, the increase was significant only in Kuala Selangor (rural area). No significant increase in the helmet use was observed in Semenyih (urban area). An overall increase in the use of standard helmets was also reported during OPS CNY 2012. Another study by Ibrahim and Ab Rashid (2017) reported overall positive changes in the rate of proper helmet wearing and the use of non-certified half-shell helmets during OPS. Statistically significant associations were also found between the period of OPS and the use of helmet during certain hours of the day. The researchers found no significant differences between the period of OPS and the use of helmets for both urban and rural areas. In short, previous observations revealed a non-specific trend in terms of the compliance of helmet use during OPS CNY. However, a positive trend was constantly observed in terms of the use of certified helmets and the proper wearing of helmets.

With the continuation of the OPS during 2018 CNY festive session, this study aims to examine the effectiveness of this OPS, focusing on helmet wearing compliance to further improve the enforcement programme. Compliance of helmet wearing among schoolchildren and the prevalence of red light running among motorcyclists were also added as the priorities of the study.

45 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

4.1 Objective of the Study

General Objective

The study sets to determine the rate of helmet use among motorcyclist on normal days and during enforcement of OPS CNY 2018, at selected locations in Selangor.

Specific Objectives

i. To compare the percentage of helmet usage during OPS and normal days. ii. To examine the prevalence of red light running among motorcyclists.

4.2 Methodology

The study was a descriptive, cross-sectional study using an established instrument developed from previous related studies. It involved observation during normal days and during randomly selected days of OPS CNY 2018. Observations were carried out from the roadside of selected locations, for both directions of traffic in Kajang (Urban) and Semenyih (Semi-urban). The observations were conducted from 9.00 am to 2.00 pm, with a one-hour break from 11.00 am. In general, researchers recorded whether a motorcyclist was wearing a helmet or otherwise. Specifically, the variables considered in this study were as follow:

• Type of helmet: Open type, full face, half-shell, and others • Strapping: Proper, improper, no strapping • Gender • Types of motorcyclists: Rider, pillion • Age: Adult, children • Location: Urban and semi-urban • Red light running offences

46 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Results were produced based on statistical analysis using the SPSS Software. Table 10 lists the relevant details of the observation trips.

Table 10 Description of observation session and location

Distance to the Observation Off-peak Period Location Peak hours nearest school frequency hours 2 sessions Normal days Kajang 700 m per day 9.00 am to 12.00 pm (5 & 6 Feb 2 sessions 11.00 am to 2.00 pm 2018) Semenyih 1.3 km per day 2 sessions During OPS Kajang 700 m per day 9.00 am to 12.00 pm (12 & 13 Feb 2 sessions 11.00 am to 2.00 pm 2018) Semenyih 1.3 km per day

4.3 Results

The analyses used only non-peak hour data to avoid a potential sample bias related to a sudden surge in the numbers of unhelmeted motorcyclists during the afternoon peakhours. This could be due to the short distance of data collection sites to the nearest school and the increase in traffic going to and from the schools. Using the peak hour data to determine the impact of OPS might not give an accurate analysis of the overall impact of OPS across the country. The analysed dataset included 1,971 motorcyclists including pillions. The descriptive details of the sample are listed in Table 11.

Table 11 Descriptive statistics of all motorcyclists observed in the study

Numbers observed Sub Grand Normal days During OPS total total Motorcyclist Count 810 926 1736 Rider 1971 type % within OPS 87.6% 88.5% 88.1%

47 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Count 115 120 235 Pillion % within OPS 12.4% 11.5% 11.9% Count 814 946 1760 Male % within OPS 88.0% 90.5% 89.3% Gender 1970* Count 111 99 210 Female % within OPS 12.0% 9.5% 10.7% Count 897 1014 1911 Adult % within OPS 97.0% 96.9% 97.0% Age class 1971 Count 28 32 60 Children % within OPS 3.0% 3.1% 3.0%

*Researcher was not able to ascertain the gender of one of the observed motorcyclists.

4.3.1 Overall Rate of Helmet Wearing

Overall, the percentage of helmet wearing was found to increase from 84.9% during normal days to 90.2% during the first week of 2018 CNY OPS. The increase was statistically significant as revealed by chi-square test of independence, χ2 (1, N = 1971) = 12.7, p < 0.001. Compared to the normal days, the odds of wearing helmets were 1.3 times greater during 2018 CNY OPS. The increase in helmet wearing was statistically significant in both Kajang and Semenyih. The percentage increase during 2018 CNY OPS is slightly higher than the one recorded during 2017 CNY OPS. In 2017, the overall percentage of helmet use increased from 88.5 % during normal days to 89.9% during OPS. The percentage increase during 2017 CNY OPS was not statistically significant, which could be due to the already high percentage of helmet wearing during normal days. The observation results for 2018 CNY OPS are summarized in Table 12 and Table 13.

48 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Table 12 Summary of helmet wearing observation results for 2018 CNY OPS

Normal days During OPS Odds ratio Categories Status (��) (��) (��⁄��) N % N % Overall Wearing 785 84.9 943 90.2 1.29** Not wearing 140 15.1 103 9.8 Location Kajang (Urban) Wearing 340 81.0 419 87.3 1.08* Not wearing 80 19.0 61 12.7 Semenyih Wearing 445 88.1 524 92.6 1.05* (Semi-urban) Not wearing 60 11.9 42 7.4 Motorcyclists Rider Wearing 711 87.8% 857 92.5% 1.05** Not wearing 99 12.2% 69 7.5% Pillion Wearing 74 64.3% 86 71.7% 1.11 Not wearing 41 35.7% 34 28.3% Gender Male Wearing 706 86.7% 875 92.5% 1.07** Not wearing 108 13.3% 71 7.5% Female Wearing 79 71.2% 67 67.7% 0.95 Not wearing 32 28.8% 32 32.3% Age class Adult Wearing 780 87.0 936 92.3 1.06** Not wearing 117 13.0 78 7.7 Children/Teen Wearing 5 17.9 7 21.9 1.23 Not wearing 23 82.1 25 78.1

*Significant at 0.05 level **Significant at 0.01 level

4.3.2 Rate of Helmet Wearing and the Characteristics of Motorcyclists

The percentage of helmet wearing was significantly higher among the riders during OPS; recording an increase from 87.8% to 90.5% (See Table 13). The rate of helmet wearing

49 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

among pillion was also higher during OPS, but the change was not statistically significant. In terms of gender, there was a significant increase in helmet wearing among male motorcyclists during OPS from 86.7% to 92.5%. However, a reduction in helmet wearing was observed among female motorcyclists during OPS; the reduction was however not statistically significant. Further, the overall helmet wearing was low among children and teenagers throughout the observation, with an average wearing rate of only 18.9% for both normal days and during OPS. Although the number of observed children and teenagers was small, the compliance in helmet wearing among them is still a concern due to a large difference between the rate of wearing and not wearing. Only 17.9% of children and teenagers were observed with helmets during normal days. This percentage increased to only 21.9% during OPS. Compared to the adults, the increase in helmet wearing observed during OPS was not significant among children and teenagers. Figure 15 shows the trend of helmet usage observed during CNY OPS from 2015 to 2018 among adults and children.

100% 90% 80% Adults 70% 60% 50% 40% 30% 20% 10% 0% Children/Teen 2015 2016 2017 2018 Adults Before Ops Adults During Ops Children Before Ops Children During Ops

Figure 15 Trend of helmet usage observed during 2015-2018 CNY OPS among adults and children/teenagers

50 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

4.3.3 Proper Wearing of Helmets

Proper wearing is defined as wearing a full or open face helmet with a securely fastened strap. Standard helmets are those that comply with the Malaysian standard (MS 1- 1:2011). Among the requirements is that the shell shall cover all areas above plane AA’ and shall extend downwards at least as far as the lines CDEF on both sides of the head form (see Figure 16). For the purpose of this study, all full and open face helmets were assumed to have met the standard as per MS 1-1:2011.

Figure 16 Minimum extent of protection of a standard helmet based on MS 1-1:2011

On average, 89.4% of motorcyclists were observed to use the helmets properly throughout the observation period. The percentage of proper wearing increased slightly from 88.9% on normal days to 89.9% during OPS (See Table 13). In addition, out of 1729 helmets observed, only 110 (6.4%) were the illegal half-shell helmets. The percentage of half-shell helmets increased during OPS. However, the increase was not statistically significant.

51 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Table 13 Status of proper wearing and cases of red light running in 2018 CNY OPS

Normal days During OPS Odds ratio Categories Status (��) (��) (��⁄��) N % N % Status of proper Proper 698 88.9 847 89.9 1.01 wearing Not proper 87 11.1 95 10.1 Full/Open face 744 94.7 875 92.8 0.98 Types of helmet Half-shell 42 5.3 68 7.2 Cases of red light Yes 106 11.5 134 12.8 1.06 running No 814 88.5 912 87.2

*Significant at 0.05 level **Significant at 0.01 level

4.3.2 Cases of Red Light Running

Observation on red light running behaviours among motorcyclists were also conducted in this study. Overall, the case of red light running involved 240 or 13.9% of all observed motorcyclists considered in the analysis. The percentage of red light running cases increased slightly from 11.5% on normal days to 12.8% during OPS (See Table 4). However, the increase was not statistically significant. Interestingly, the odds of red light running were found to be significantly higher among motorcyclists who were observed not using the helmets. Regardless of OPS, the unhelmeted motorcyclists were 3.05 times more likely to run red lights than those who wear helmets (p = 0.001). When OPS period was considered, results show that the odds of red light running were 1.21 times higher among unhelmeted motorcyclists during OPS. The odds was however not significant at 0.05 level (p = 0.253).

4.4 Discussion

The results suggest that the short-term and intensive enforcement activities supported by extensive media coverage have an impact on the overall percentage of helmet wearing among motorcyclists. The results can be partially supported by other similar

52 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

studies conducted previously by MIROS. For instance, Roslan (2014) found that the positive impact of OPS on helmet wearing was limited to certain location while Ibrahim and Ab Rashid (2017) reported that the impact was only significant during certain hours of the day. Certainly, differences in the specific criteria used to determine the sites for data collection could contribute to the rate differences between the present study and that of Roslan (2014) and Ibrahim and Ab Rashid (2017). Interestingly, the present study found that the increase in helmet wearing was significant at both urban and semi-urban locations. This has never been reported in the previous study conducted by MIROS.

On the other hand, our findings on the use of helmet among children and teenagers replicate the findings of Roslan (2014) which reported a below 50% rate of helmet usage among the group. The present study found that regardless of OPS, the percentage of helmet wearing among children and teenagers was very low. Although the percentage increased during CNY 2018 OPS, the increase was not significant enough and also not large enough. Our findings also indicate that the impact of OPS on helmet wearing was only significant to a certain group of the observed motorcyclists. The male and rider group was significantly and positively affected compared to female and pillion group. The present study also found that the rate of proper wearing was generally high among the motorcyclists and the use of the illegal half-shell helmets was generally low, regardless of OPS.

4.5 Conclusion and Recommendation

The overall positive impact of 2018 CNY OPS on helmet wearing could indicate a positive way forward for strategic effort during OPS session for other areas of improvement. The low rate of helmet use among children and the prevalence of red light running should be a priority for the stakeholders. This study has recognised the need for information on the category of enforcement activities and the affected locations, without which, a truly meaningful analysis on the impact of OPS cannot be conducted. Thus, this study recommends that the information is made available through any suitable means. Further, the results of this study should be used as a basis for a more frequent and high-

53 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

impact enforcement and advocacy activities especially on the risk of not using helmets throughout the year, including the normal days. A strategic partnership should be established to present the results for any improvement deemed necessary as far as enforcement and advocacy efforts conducted by the relevant parties.

54 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

5. Compliance of Seat Belt Wearing among Vehicle Occupants during OPS CNY 2018

In regards to the seat belt wearing rate among vehicle occupants as shown in Figure 17 and 18, findings indicate that there is consistency on compliance rate for drivers and front occupants, however, for the rear passenger, the compliance rate continuously decreasing. Thus, it is vital to monitor the compliance rate of seat belt using as a feedback mechanism for the government especially to enforcement agencies in order to improved seatbelt using rate among vehicle occupants in Malaysia.

Figure 17 (Left) Seat belt wearing rate among driver and front passenger, 1993–2014, *Observation conducted during OPS period Source: (1) Hauswald (1997), (2) Kulanthayan et al. (2004), (3) Malaysian Institute of Road Safety Research (MIROS)

Figure 18 (Right) Seat belt wearing rate among rear passengers, 2008–2014, *Observation conducted during OPS period Source: (1) Malaysian Institute of Road Safety Research (MIROS)

55 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Thus, in line with the OPS CNY 2018, MIROS had taken the initiatives in conducting safety belt roadside observation in order to identify the effect of this OPS in improving seatbelt wearing.

5.1 Objectives of the Study

General Objective

To determine the effect of OPS CNY 2018 in improving seat belt wearing.

Specific Objectives

i. To determine the effect of OPS CNY 2018 on the percentage of seat belt using among vehicle occupants. ii. To determine the pattern of seat belt use rate by gender, type of occupants, type of vehicle, and type of road. iii. To compare the seat belt wearing rate between OPS CNY 2018 and previous OPS CNY.

5.2 Methodology

This section further explains the methodology of this study which includes instrument, locations, study design, sample and site selection, duration of study and data collection procedures.

5.2.1 Sample Size

Based on nationwide seat belt wearing rate, wearing rate for rear passengers is 13.9% (Norlen et al., 2009). Taking into consideration the confidence level of 95% and margin of error 5%, the calculated sample size needed for this study is 183. Thus, the total sample size per location is 200.

56 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Total number of observation point: 6

Data collection period: divided into two (2) phases as stated below:

i. Before enforcement implementation – 1,200 (200 rear passengers in each observation point) ii. During enforcement implementation – 1,200 (200 rear passengers in each observation point)

Total sample size estimated = 2,400 samples

5.2.2 Site and Sample Selection

The observation was carried out at randomly selected of six (6) locations. Four locations cover rural and urban area based on its municipality area while two (2) locations represent expressway. The selected locations include Ipoh, Manjung, Shah Alam and Kuala Selangor at which representing seatbelt wearing on non-expressway, and two (2) main expressways were selected in order to observe vehicle occupants travelling expressway; Plaza Tol Sg. Besi and Plaza Tol Gombak as shown in Table 14. Criteria of the observation point were slow traffic near to junction/traffic light/roundabouts which allow enough time for the officers to observe vehicle occupants. In addition, the observation point must be a safe site for an officer to do the observation.

Table 14 The study location and calculated number of rear passengers

Calculated number of rear passengers by Targeted Observation point phases of OPS site Before During Ipoh 200 200 Perak Manjung 200 200 Shah Alam 200 200 Selangor Kuala Selangor 200 200 Expressway Plaza Tol Sg. Besi 200 200

57 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Plaza Tol Gombak 200 200 Total minimum number of rear passengers 2400

This study was using random sampling. The sample was targeted all occupants of light- duty vehicles, which included cars, vans, multipurpose vehicles (MPV), sports utility vehicles (SUV), light trucks and taxis which travelled along with the observation point. The vehicle should carry at least one (1) rear passenger. The exclusion criteria were vehicles with heavily tinted windscreen and windows, as well as if the occupant is unable to be seen properly.

5.2.3 Research Tools

This study was using seat belt smartphone apps that were developed by Malaysia Digital Economy Corporation (MDEC) and a collaboration with MIROS as depicted in Figure 19. The seat belt apps had been used by research team from MIROS in conducting observation and surveys related to monitoring seat belt wearing. All the data are taken automatically save in a database that is operated by a research officer.

Figure 19 The seat belt smartphone application used as research tool

58 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

5.2.4 Data Collection Procedure

The roadside observation approach was used in this study where the observations were conducted on slow traffic road such as near to junction/traffic light junction/roundabouts. One trained research assistant was stationed at each observation point, under the supervision of research officer during each data collection period. They must make sure their own safety during the observation by standing away from the road. The observers were tasked to observe and record seat belt using. The data was collected manually using the existing seat belt app. This data collection process took about one (1) and a half month to be completed. Data collection was conducted during daytime (7.00 am to 5.00 pm) from Monday to Friday.

5.3 Results

Overall, there were a total of 12 observation sites covered in the study during the normal day and during OPS CNY 2018. The observations were carried out during daytime at the predetermined areas of traffic constrictions, junctions, traffic lights, and roundabouts. This section is divided into four subsections; Roadside Observation Response, Overall Seat Belt Wearing Rate during Normal Day and during OPS CNY 2018, Pattern of Seat belt Wearing during Normal Day and during OPS CNY 2018, and Comparison of Seat belt Wearing Rate for OPS CNY 2018 with previous OPS CNY.

5.3.1 Roadside Observation Response

As shown in Table 15, a total of 3717 drivers, 3057 front passengers and 9759 of rear passengers were observed for their seatbelt wearing status throughout the study period.

59 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

Table 15 Sample size based on the phases of observation and type of occupant

Phases of observation Type of occupants Normal day During OPS Total Driver 2618 1099 3717 Front passenger 2090 967 3057 Rear passenger 6601 3158 9759 Total 11309 5224 16533

5.3.2 Overall Seat Belt Wearing Rate during Normal Day and during OPS CNY 2018

Figure 16 shows the overall seat belt wearing rate during normal day and during OPS. Based on the findings, seat belt wearing rate for drivers decreases from 90.2% during normal day to 87.4% during OPS and the decreased in wearing rate was statistically significant as indicated by the Odd Ratio (95% CI) of 0.76 (0.61, 0.94) as shown in Table 16. Similarly, the front passenger also shows the same wearing pattern, which the wearing rate decreases to 68.4% during OPS from 70.4% during the normal day. However, this finding is not statistically significant. In contrast, seat belt wearing rate for the rear passenger during OPS (5.1%) is slightly higher than normal day (4.0%) and the increase in wearing rate is statistically significant [OR (95% CI): 1.31 (1.07, 1.61)] (Table 16).

60 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

100.0 90.2 87.4 90.0 Normal Day 80.0 70.4 68.4 During OPS CNY '18 70.0 60.0 50.0 40.0

Wearing rate 30.0 20.0 10.0 4.0 5.1 0.0 Driver Front passenger Rear passenger

Figure 20 Overall seat belt wearing rate among vehicle occupants by the period of the OPS

Table 16 Likelihood of vehicle occupant’s seat belt wearing during OPS as compared to normal day

Wearing Normal day During OPS Seat belt use 0Ra (95% CI) status N % N % Belted 2361 90.2 961 87.4 0.76b Driver Unbelted 257 9.8 138 12.6 (0.61, 0.94) Front Belted 1472 70.4 661 68.4 0.91 passenger Unbelted 618 29.6 306 31.6 (0.77, 1.07) Rear Belted 261 4.0 162 5.1 1.31b passenger Unbelted 6340 96.0 2996 94.9 (1.07, 1.61)

a Odd ratio of 2 by 2 table analyses (likelihood of wearing a seat belt during OPS compared to normal day) b Significant

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5.3.3 Pattern of Seat Belt Wearing during Normal Day and during OPS CNY 2018

The safety seat belt wearing rates by the phases of observation and gender are shown in Table 17. The finding shows that male driver and front passenger have a higher percentage of wearing a seat belt during a normal day (90.2% and 75.7% respectively) as compared to during OPS (87.4% and 74.6% respectively). On the other hand, male rear passenger shows increase in seat belt wearing rate from 8.2% during normal day to 10.8% during OPS. However, these patterns were not statistically significant. The seat belt wearing pattern is similar for the female regardless type of occupants where the female driver and front passenger shows decrease in wearing rate during OPS as compared to the normal day, while, an increase in wearing rate during OPS among the female rear passenger.

Based on Table 18 that shows seat belt wearing rate by the phases of observation and type of vehicle revealed that driver and front passenger of all type of observed vehicle excluding MPV/SUV shows a decrease in wearing rate during OPS as compared to the normal day. Meanwhile, seat belt wearing the rate for driver and front passenger of MPV/SUV increases during OPS as compared to normal day. However, these findings are not statistically significant. On the other hand, rear passenger of MPV/SUV has a higher wearing rate during OPS (with a percentage of 7.8) as compared to normal day (5.0%). The wearing rate pattern is statistically significant for MPV/SUV with the Odd Ratio (95% CI) of 1.61 (1.17, 2.21) as indicated in Table 5. The observation reveals that occupants of MPVs/SUVs were found to be more likely to wear seat belts compared to those in cars. These findings are similar to those of a study conducted in 2009 among vehicle occupants in Putrajaya, Malaysia which showed that occupants of MPVs/SUVs were more likely to be wearing safety seat belt as compared to those in cars (Norlen et al., 2010). Vivoda and Eby (2002) also reported that occupants of SUVs recorded the highest seatbelt wearing rate when compared with those in other vehicle types.

Further distribution of seat belt wearing rate by phases of observation and type of road as described in Table 18. At expressway, the seat belt wearing rate increases during OPS

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in comparison to normal day regardless type of occupant. The finding is statistically significant among rear passenger as shown by the Odd Ratio (95% CI) of 2.57 (1.92, 3.44). However, at non-expressway, no improvement in seat belt wearing rate during OPS for all type of occupants as indicated in Table 19. The finding is similar as reported by Norlen and his colleague (2010) which revealed that the percentage of seat belt wearing among drivers observed on the expressway was higher than non-expressway.

Table 17 Likelihood of seat belt wearing rate by the phases of observation and gender

Wearing Normal day During OPS ORa Occupant Gender status N % N % (95% CI) Belted 1856 90.2 811 87.4 0.75b Male Unbelted 202 9.8 117 12.6 (0.59, 0.96) Driver Belted 505 90.2 150 87.7 0.78 Female Unbelted 55 9.8 21 12.3 (0.46, 1.33) Belted 606 75.7 290 74.6 0.94 Male Front Unbelted 195 24.3 99 25.4 (0.71, 1.25) passenger Belted 866 67.2 371 64.3 0.88 Female Unbelted 423 32.8 206 35.7 (0.72, 1.08) Belted 86 8.2 58 10.8 1.36 Male Rear Unbelted 961 91.8 477 89.2 (0.96, 1.93) passenger Belted 175 3.2 104 4.0 1.27 Female Unbelted 5378 96.8 2518 96.0 (0.99, 1.63)

a Odd ratio of 2 by 2 table analyses (likelihood of wearing a seat belt during OPS compared to normal day) b Significant

Table 18 Likelihood of seat belt wearing rate by the phases of observation and type of vehicle

Type of Wearing Before OPS During OPS ORa Occupant vehicle status N % N % (95% CI) Belted 1701 91.2 641 87.7 0.70b Car Unbelted 165 8.8 90 12.3 (0.53, 0.91) Driver Belted 69 79.3 33 73.3 0.72 4WD Unbelted 18 20.7 12 26.7 (0.31, 1.66)

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MPV/ Belted 577 89.6 285 90.5 1.10 SUV Unbelted 67 10.4 30 9.5 (0.70, 1.74) Belted 13 65.0 2 25.0 0.18 Van Unbelted 7 35.0 6 75.0 (0.03, 1.14) Car Belted 1007 69.1 423 66.6 0.89 Unbelted 451 30.9 212 33.4 (0.73, 1.09) Belted 54 68.4 19 44.2 0.37b 4WD Front Unbelted 25 31.6 24 55.8 (0.17, 0.79) passenger MPV/ Belted 400 75.0 218 77.6 1.17 SUV Unbelted 133 25.0 62 22.1 (0.83, 1.65) Belted 10 52.6 1 12.5 0.13 Van Unbelted 9 47.4 7 87.5 (0.01, 1.26) Belted 160 3.5 87 4.2 1.19 Car Unbelted 4374 96.5 2004 95.8 (0.91, 1.55) Belted 10 4.1 0 0.0 4WD - Rear Unbelted 232 95.9 121 100.0 passenger MPV/ Belted 89 5.0 73 7.8 1.61b SUV Unbelted 1679 95.0 857 95.0 (1.17, 2.21) Belted 2 3.6 2 13.3 4.08 Van Unbelted 53 96.4 13 86.7 (0.52, 31.72)

aOdd ratio of 2 by 2 table analyses (likelihood of wearing a seat belt during OPS compared to normal day) bSignificant

Table 19 Likelihood of seat belt wearing rate by the phases of observation and type of road

Site of Wearing Before OPS During OPS ORa Occupant observation status N % N % (95% CI) Belted 743 91.1 487 92.6 1.23 Expressway Unbelted 73 8.9 39 7.4 (0.81, 1.84) Driver Non- Belted 1618 89.8 474 82.7 0.54b expressway Unbelted 184 10.2 99 17.3 (0.42, 0.71) Belted 554 75.0 363 77.7 1.17 Front Expressway Unbelted 185 25.0 104 22.3 (0.89, 1.53) passenger Belted 918 67.9 298 59.6 0.70b

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Non- (0.57, 0.86) Unbelted 433 32.1 201 40.2 expressway Belted 79 3.1 119 7.5 2.57b Expressway Rear Unbelted 2495 96.9 1462 92.4 (1.92, 3.44) passenger Non- Belted 182 4.5 43 2.7 0.59b expressway Unbelted 3845 95.5 1533 97.3 (0.42, 0.83)

a Odd ratio of 2 by 2 table analyses (likelihood of wearing a seat belt during OPS compared to after OPS) b Significant

5.3.4 Comparison of Seat Belt Wearing Rate for OPS CNY 2018 with Previous OPS CNY

A comparison of seat belt wearing rate for all type of occupants during OPS CNY from the year 2010 to 2017 is presented in Figure 21. The seat belt wearing rate for drivers shows an increasing trend from OPS CNY 2015 to the latest OPS CNY. However, for front and rear passengers, the seat belt wearing rate during this OPS CNY shows a decreasing trend from OPS CNY 2015.

91.5 100.0 86.3 85.2 87.2 88.6 85.7 86.8 84.2 87.4 80.0 87.1 74.7 73.3 76.7 75.1 78.0 60.0 76.9 73.7 68.4 40.0

Wearing rate 14.9 13.5 12.5 11.5 9.9 20.0 9.7 9.2 7.7 5.1 0.0 2010 2011 2012 2013 2014 2015 2016 2017 2018 Year

Driver Front passenger Rear passenger

Figure 21 Comparison of seat belt wearing rate during OPS CNY 2010 to 2018

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5.4 Conclusion

The overall seat belt wearing for drivers and front passengers do not improve during the OPS CNY 2018, and meanwhile for rear passengers recorded a slight increase of seat belt wearing rate during OPS CNY 2018. This roadside observation also highlighted a few key findings as follow: 1) The seatbelt wearing rate for drivers shown an increasing trend from OPS CNY 2015 to 2018, however, for front and rear passengers, the seatbelt wearing rate during this OPS CNY shown decreasing trend from OPS CNY 2015; 2) There is no significant increase of seatbelt wearing during OPS CNY 2018 for drivers and front passengers regardless of gender, type of vehicle and type of road; 3) Rear passengers of MPVs/SUVs and rear passengers travelling at expressway showed significant increase on seat belt wearing rate during OPS CNY 2018. William and Well (2004) in their review concluded that highly publicized enforcement programs have proven to be an effective technique for increasing seat belt use. As enforcement is a proven necessary accompaniment to legislation and it has also been proven to be an effective measure to increase seat belt wearing, thus, the study would recommend that enforcement activities and media coverage on seatbelt wearing should be made more visible and consistently conducted during the OPS period.

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6. Child Restraint System (CRS) Usage in Vehicles Entering Klang Valley

Child Restraint System (CRS), also known as child seat by most people is starting to gain the attention of Malaysians. The rules to implement the use of CRS in vehicle for child occupants is not carry out yet, therefore it is quite a common sight where child occupants are not being seated in the CRS or restrained when travelling in vehicles.

An anthropometry of a child is different for an adult; hence a CRS is needed for child occupant in a car (Anund et al., 2003). A study by Norlen, Wong, Hizal Hanis and Ilhamah (2011) found that children aged 1 to 4 were the leading group of casualties in private vehicles and mostly occur in a residential area. Another study by Muammar, Nurulhana, Alhapiz and Firdaus (2014) found only 9.5% children aged 6 and below were restrained in vehicles. In the United Arab Emirates, a study found that only 4% of children seated in front of vehicles sampled were properly restrained (Barss, Al-Obthani, Al-Hammadi, Al-Shamsi, El-Sadig, & Grivna, 2008).

Adult’s seat belt in a vehicle is not suitable for children. Children have to be seated in CRS until they have grown enough to fit with adult’s seat belt. Different types of CRS are design for each age group to fit with the children weight and height. When the children have reached the suggested weight and height range for CRS, they already have outgrown and have to change their CRS according to their current stage. Table 20 describes the list of CRS that comply with the United Nations standard, ECE Regulation 44.

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Table 20 Group type of child restraint system

(Source: RosPA, http://www.childcarseats.org.uk/types-of-seat/)

A study by Lennon and Alexia (2006) found that passengers in the rear seat are significantly minimized the levels of risk for injury or death than those who sit in the front seats of vehicles. The study supports the facts of correct position of CRS is very important to protect the child occupants in vehicles. Furthermore, analysis from USA crash database such as FARS, National Automotive Sampling System and General Estimates System from 1998-2002 revealed that a much higher percentage of restrained children seated in the front seat was fatally injured when compared to children seated in the rear seat. Similarly, using FARS data for 1988-1995, in vehicles without a front passenger airbag, restrained rear-seated child passengers were found to be about 35% less likely to be killed than front seated children. Other analyses have demonstrated increased protection for rear seated children regardless of whether they were restrained, though the addition of a restraint enhanced the protection. Another study by Lennon, Siskind and Haworth (2008) found that the risk of child age below 4 was 60%

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higher for serious injury when travelling at front seat and exposed to the risk of death twice as great as when seating at the rear passenger seat. The relative risk of death whilst travelling in the front seat was almost four times greater for children aged below one year.

Durbin, Chen, Smith, Elliott and Winston (2005) also reported children riding in the front seat are 40 to 70% more likely to be injured than children riding in the rear. Figure 22 shows the risk of injury by type of restraint and seating location. Children younger than 13 are at greater risk of injury in front seats than in rear seats.

Figure 22 Risk of injury by type of restraint and seating location (Durbin, 2005)

During the festive season, traffic volume is increasing due to long holidays and the risk of road accidents might be increasing too. During this season too many road users will travel together as a family to visit their relatives and friends by vehicles. Thus, in conjunction with the OPS CNY 2018, observation on CRS was conducted to measure the voluntary usage of CRS even though the enforcement on CRS is yet to be implemented.

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6.1 Objective of the Study

General Objective

The objective of this study is to determine the use of CRS among children when travelling in vehicles in selected area of Klang Valley before and during OPS Chinese New Year 2018.

Specific Objectives

i. To determine the use of CRS in vehicle travelled along the road before and during OPS Chinese New Year 2018 ii. To determine the CRS position in the vehicle

6.2 Methodology

In this study, direct observation of vehicles and survey using questionnaire were used as the methods of study.

A group of research assistants were trained to being able to recognise the various type of CRS from distance. The CRS types were categorised as shown in Table 19. The estimation distance from observing point to the vehicles was about 1-2 metre radius. The observation was done for two (2) hours continuously at each location from 12.00 pm to 2.00 pm. At this hour, most parents would fetch their child in schools and might be the most hour they travel together in vehicle. In the study, other than CRS availability and how children were placed in them, drivers’ and passengers’ seat belt wearing in the vehicles also being observed.

The purpose of the survey study is to support the objective of the observation findings. The questionnaire provides information on the following aspects: demographic & personal information, use & non-use of CRS and child occupants position while travelling in the vehicle.

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6.2.1 Procedure

Observation procedures:

i. The observation was done at toll entry/exit area where vehicles are stopped or driven slow enough for occupants to be observed ii. Only M1 vehicles with children occupants will be counted iii. M1 vehicle with CRS installed in them iv. The observation was done in both traffic directions. v. Vehicles with heavy/dark tinted window won’t be observed vi. Public transports are excluded.

According to European Commission (Directive, 2007), motor vehicles with at least four (4) wheels designed and constructed for the carriage of passengers are categorised in M category, while M1 category is described for vehicles designed and constructed for the carriage of passengers and comprising no more than eight seats in addition to the driver's seat.

In the survey study, self-administered questionnaires form was given to drivers with a valid driving license who always travel with children age 0 to 12. The drivers were not necessary parents, they could be the children’s guardian, relatives or neighbours.

6.2.2 Location of Data Collection

6.2.2.1 Observation

The observations were carried out in three (3) points of areas, as shown in Table 21, in Klang Valley – Sungai Besi Toll Plaza (most travellers were coming/from South point), Gombak Toll Plaza (most travellers were coming/from east point) and Jalan Duta Toll Plaza (most travellers were coming/from north point). Touch n Go and Smart Tag lanes were chosen as the observation points to observe the vehicle passing through the toll

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gate. Vehicles will slow down when they were coming near the gate. With this condition, observers would have ample time to observe the vehicles thoroughly.

Table 21 Observation locations before and during OPS

Location Before OPS During OPS Time Sg. Besi Toll Plaza 7 February 2018 12 February 2018 12.00 pm – 2.00 pm Jalan Duta Toll Plaza 6 February 2018 13 February 2018 (2 hours) Gombak Toll Plaza 5 February 2018 14 February 2018

6.2.2.2 Survey

Data collection for the survey was carried out within the vicinity of Klang Valley and Putrajaya. Although the survey was not carried out at the same location with the observation study, most of Klang Valley area has been covered in this study to align with the observation location.

6.2.2.3 Sample Size

In the observation study, a maximum of two (2) hours was allocated at each point, from 12.00 pm to 2.00 pm to get the data. At this hour, which is considered as peak hours where most parents will fetch their children from school for morning session schoolers or send their children to school for afternoon session schoolers.

For observation study, we used a purposive sampling where respondents were randomly selected with several criteria – adult with valid driving license, frequently travel with kids in M1 vehicles. The sample size was set to be at least 300 respondents sample in this study. Due to time limitation and budget constraint, we managed to get 402 respondents in total.

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6.3 Results and Discussions

The observations were done on M1 vehicles that only carried at least one (1) child or installed with CRS. The observed children were estimated from age 0 to 12 years old. Total of 1236 vehicles was observed with a total of 1417 children in them. Table 22 shows number of vehicles at each location, before and during OPS.

Table 22 Number of vehicles by location and OPS period

Vehicle (N) Vehicle (N) Location before OPS during OPS Plaza Tol Sg. Besi 166 200 Plaza Tol Jalan Duta 164 233 Plaza Tol Gombak 129 344 Total 459 777

Result in Table 23 shows most CRS and child occupants were spotted in the car, followed by Multipurpose Vehicle (MPV), Sport Utility Vehicle (SUV) and pick-up trucks. Vehicles were increased by almost double during OPS was implemented.

Table 23 Number of children in vehicles according to OPS period

Vehicle (N) Vehicle (N) Type of M1 vehicles Total before OPS during OPS Car 361 557 918 MPV 65 140 205 SUV 24 55 79 Pick-up truck 9 25 34 Total 459 777 1236

Figure 23 shows total children in vehicles according to OPS period. Child occupants were higher spotted during OPS (845) compare to before OPS began (572).

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572

845

Before OPS During OPS

Figure 23 Total child occupants according to OPS

6.3.1 CRS Overall Using Rate

In both data collection period, we observed 26.9% from 1236 vehicles were equipped with CRS. Group 1 was still the most used CRS in the vehicles (70.77%), followed by CRS group 2 (20.06%) and CRS group 0 (9.17%). Figure 24 shows the percentage of CRS group type used in the vehicles.

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9.17 Legend: 20.06 Group 0: 0-10 kg Group 1: 9-18 kg Group 2: 15-25 kg 70.77

Group 0 Group 1 Group 2

Figure 24 Percentage of CRS group type used in vehicles

6.3.1.1 CRS Using Rate According to OPS Period

Before OPS began, the percentage of CRS used in vehicles was 12.2%. The percentage was slightly increased by 2.4% to 14.6% during OPS was implemented. The result show CRS Group 1 was the most used CRS for both CRS period, followed by CRS Group 2 and CRS Group 0. Figure 25 shows CRS used by CRS Group according to OPS period.

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90 80.5% Legend: 80 Group 0: 0–10 kg 70 Group 1: 9–18 kg Group 2: 15–25 kg 58.60% 60

40 30.60% 30

20 10.80% 11.6% 10 7.9%

0 Group 0 Group 1 Group 2

Before OPS During OPS

Figure 25 CRS type according to OPS period

6.3.2 CRS Positioning in Vehicle

The percentage of CRS position in the front passenger seat was slightly higher before OPS begin, 42% compare to during OPS, 21.60%. The pattern changed the other way, where CRS at rear passenger seat was much higher during OPS, 78.40% compared to before OPS, 28%. Figure 26 shows the observation result for the CRS position in vehicles before and during OPS.

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90% 78.40% 80%

70%

60%

50% 42% 40% 28% 30% 21.60% 20%

10%

0% Before OPS During OPS

Front Seat Rear Seat

Figure 26 CRS position in vehicles before and during OPS

The observation also found the percentage of CRS Group 0, 1 and 2 installed at rear passenger seat were higher in both OPS period with more than 50% than CRS installed at front passenger seat. Figure 27 shows the percentage of CRS installed in vehicle according to the position by CRS group type.

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90% 81.80% 79.10% 80% 70% 66.70% 64.70% 58.70% 60% 54.20% 50% 45.80% 41.30% 40% 35.30% 33.30% 30% 20.90% 18.20% 20% 10% 0% Front seat Rear seat Front seat Rear seat Front seat Rear seat Group 0 Group 1 Group 2

Before OPS During OPS

Figure 27 CRS position in vehicles according to CRS group

6.4 Survey Results

For the survey study, total respondents of 402 had completed answer the questionnaire for both OPS period. The respondents were fairly even in gender where 56.7% were female and the rest were male as described in Table 24.

Table 24 Distribution of respondents’ gender

Gender N Percentage Male 174 43.3 Female 228 56.7 Total 402 100

In Table 25, the figure shows 86.1% of respondents were living in a urban while an only small percentage were living in rural area of Klang Valley.

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Table 25 Distribution of respondents’ living location

Location N Percentage Urban 346 86.1 Rural 56 13.9 Total 402 100

From Table 26, 44.28% respondents were aged from 30 to 39 years, followed by young adults aged 20 to 29 years old (24.63%) and the rest were respondents age from 40 to 59 years old.

Table 26 Distribution of respondents’ age

Age group N Percentage 20-29 99 24.63 30-39 178 44.28 40-49 71 17.66 50-59 54 13.43 Total 402 100

The result from Table 27 shows respondents’ education level. 36.8% of the respondents obtained their highest education at Sijil Pelajaran Tinggi Malaysia (STPM)/Diploma level, followed by Sijil Pelajaran Malaysia Malaysian Certificate of Education (SPM/MCE) level and First Degree holder with 27.6% and 27.4% respectively. Only 5.5% were Master Degree level and 0.2% each obtained Ujian Peperiksaan Sekolah Rendah (UPSR) and Doctor of Philosophy (PhD).

Table 27 Distribution of respondents’ education level

Education level N Percentage UPSR 1 0.2 SRP/PMR 9 2.2 SPM/MCE 111 27.6 STPM/Sijil/Diploma 148 36.8 First degree 110 27.4

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Master degree 22 5.5 PhD. 1 0.2 Total 402 100

In Table 28, the result shows 77.1% of the respondents were married, 21.4% were single and the rest were divorcee/single parents.

Table 28 Distribution of respondents’ marital status

Marital status N Percentage Single 86 21.4 Married 310 77.1 Divorced/Single parents 6 1.5 Total 402 100

From Table 29, 82.1% of respondents were driving cars, 14.9% were driving Multipurpose Vehicle (MPV) and only 3% were driving Sport Utility Vehicle (SUV) with child occupants.

Table 29 Distribution of respondents’ type of vehicle

Type of vehicle N Percentage Car 330 82.1 MPV 60 14.9 SUV 12 3.0 Total 402 100

In Table 30, the result shows half of the respondents, 54% were driving with their children less than 50 kilometres at their average daily routine, while the rest were driving from the range more than 50 kilometres to more 400 kilometres daily.

Table 30 Distribution of respondents’ average mileage driving with child occupants

Mileage (km) N Percentage Less than 50 220 54.7

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51-100 94 23.4 101-200 44 10.9 201-300 27 6.7 301-400 7 1.7 More than 400 10 2.5 Total 402 100

6.4.1 CRS Overall Using Rate

Survey result among the respondents found out only 32.7% of respondents were using CRS in their vehicle. We found out the same result with the observation study where CRS group 1 was the most used in their vehicles (61.74%), followed by CRS group 0 (26.85%) and CRS group 2 (11.41%). Figure 28 shows the result of the survey among drivers who have CRS in their vehicles.

70 61.74% Legend: 60 Group 0: 0-10 kg 50 Group 1: 9-18 kg Group 2: 15-25 kg 40

30 26.85%

20 11.41% 10

0 Group 0 Group 1 Group 2 CRS group

Figure 28 Percentage of CRS group type used in vehicles by survey

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6.4.2 CRS Positioning in Vehicle

Figure 29 shows the percentage of CRS position in vehicles installed by respondents. 61.74% of respondents install their CRS at rear passenger seat while there were 38.6% of respondents still had their CRS at the front passenger seat.

38.26% 61.74%

Front passenger seat Rear Passenger seat

Figure 29 CRS position in vehicles by survey

From the survey, CRS Group 1 was the most CRS installed at rear passenger seat, while CRS Group 0 was the most CRS installed at front passenger seat in the vehicles. Figure 30 shows the percentage of CRS position in the vehicle according to the CRS group.

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50 44.51% 45 Legend: 40 Group 0: 0-10 kg 35 Group 1: 9-18 kg 30 Group 2: 15-25 kg 25 20 17.03% 15.38% 15 12.09% 10 6.59% 4.40% 5 0 Group 0 Group 1 Group 2

Front Passenger Seat Rear Passenger Seat

Figure 30 CRS position according to CRS group by survey

6.5 Discussion

This section will discuss the findings for both observation and survey study in items 6.3 and 6.4.

6.5.1 Overall Using Rate

CRS used in this study was considered as low, as the percentage doesn’t even reach 50% of CRS usage. The result findings between the observation study and the survey show the CRS using rate was less than 33% which is 26.9% and 32.7% respectively.

However, in this study, the observation’s result was slightly increased compared to the same previous study in OPS Chinese New Year 2017 – 25.6% & OPS Chinese New Year

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2016 – 14.7%. The used of CRS Group 2 shows some increment to more than 10% compare to previous OPS result (Nurulhana, MKA Ibrahim, Sharina & Mohd Firdaus, 2017).

In this study, both findings in observation and survey found that CRS Group 0 was at the second place after CRS Group 1. This might result from the drivers’ awareness whereby child needs to be seated in CRS as long as they belong to the group as specified in Table 1. Another finding in the survey study shows 92% of the respondents have some information about CRS. This result was supporting the increasing factor of CRS used in observation study. A similar study by Low, Nurulhana, Sharina and Siti (2016) found 89% of the respondents in Selangor have knowledge about CRS. Both of the findings indicate information about CRS among road users is already high.

6.5.2 CRS Positioning in Vehicle

CRS has to be installed in the vehicle correctly to give the full protection to the child occupant on the seat. Incorrect installation will cause the CRS to be functionless in the occurrence of vehicle crashes. One of the correct ways to install the CRS is to locate the CRS on the non-airbag seater. Most vehicles nowadays are equipped with airbag at the front passenger seat, hence CRS is efficient to be installed at the rear passenger seat to avoid the child from the airbag deployment impact. The impact of the air bag might cause serious injury to the children’s small and fragile body parts.

From the observation study, 78.4% of CRS were found positioned at rear passenger seat in the vehicles during OPS. The finding from survey was also similar where more than 50% of respondents positioned their CRS at rear passenger seat in their vehicles. However, observation before OPS found out that percentage CRS positioned at front passenger seat was higher than rear passenger seat. This might be due to the commuting with all family members in their vehicle to visit relatives and friends during Chinse New Year. Other family members can help to attend to the child in the CRS, rather than put the CRS at the front passenger seat when driving alone without any other people in the vehicle.

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The percentage of CRS positioned at front passenger seat were not low either where there were still more than 20% were positioned at front for both studies. Furthermore, CRS type 0 which meant for infants was also found positioned at front passenger seat among the respondents is quite worrying although it was less than 20%. Infant’s anthropometry is fragile compared to adult’s, hence positioning CRS Group 0 at rear passenger seat is more efficient for the child’s safety. This fact was supported by a study by Lennon, Siskind and Haworth (2008), where child below 4 years are at greater risk when positioned at the front passenger seat. Another finding in observation, there were 31 children were sitting on driver’s lap while the vehicles were moving. The drivers can be described as irresponsible as they put a very high risk on the children by not seating them in CRS and the chances to involved in fatal injury in the occurrence of the crash for putting the child on their lap unrestrained while driving.

6.6 Conclusion and Recommendation

From the study findings, CRS usage among travellers and respondents are still relatively low, for both observation and survey method, whether before OPS began or during OPS. However, some awareness could be seen through the increasing number of CRS in the vehicle and also the numbers of CRS group Type 2. More than 50% of CRS were positioned at rear passenger belts shows a good installation practice among them.

The use of CRS campaign can be seen has reached to the public by the rising number of the usage, but the correct installation especially the CRS position in the vehicles could be highlighted to them as well. This is important to ensure the effectiveness of the CRS for the child occupants, other than just be a dedicated seat for them but not functional.

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7. Perception towards Traffic Enforcement during OPS CNY 2018

Increased traffic enforcement through OPS during the festive seasons such as the Chinese New Year and Hari Raya has been implemented for years in the country. The need of carrying out OPS became vital due to the surge in traffic volume at major roads throughout the country as a result of people making use of their holidays to make trips back to their hometown or for leisure purposes. With the large influx of vehicles streaming onto the roads, the risk of road accidents and casualties also increased. To curb the problem, enforcement targeted at various areas and a group of road users such as the motorcyclists are implemented.

Carrying out the enforcement at national level requires a lot of manpower, financial resources and involving multiple agencies collaborative efforts such as the Road Safety Department, Royal Malaysian Police, Highway concession and National AntiDrug Agency which will take significant amount of time for planning and execution (Berita Harian, 2017). After years of OPS implementation, the outcome had shown to be both encouraging but somewhat stagnant in some areas. Motorcyclists and car drivers/occupants were still the largest contributors to fatalities. In the recent OPS, accident cases were found to be caused by speeding, the use of mobile off and fatigue driving (New Straits Times, 2016).

Thus, the needs to properly assess the effort from all possible perspectives become necessary. To evaluate the effectiveness of each OPS enforcement, one may want to look at how people especially the road users perceive the enforcement itself. Gauging the road users especially the drivers and riders on their possibility of being caught from violating any of the traffic laws and their awareness of enforcement presence may help in the understanding how far the enforcement effort affect the way people behave on

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the road. It also agreed among the local authority that heightened enforcement worked better against traffic violation than increased fine (New Straits Times, 2016).

Trend analysis from previous POBC studies tabulated by Nor Fadilah, Noradrenalina and Low (2017) revealed that the POBC during OPS conducted in 2008–2015 were significantly higher during OPS period compared to the before and after OPS. The POBC during Chinese New Year period were found within the range of 4.08 to 5.55. Even though the POBC were small, this showed that OPS enforcement did have some influence towards road user perception of being caught. Thus as a continuation from previous studies, this study attempts to probe on people’s perception regarding enforcement activities using the perception of being caught questionnaire during the coming Chinese New Year 2018 festival.

7.1 Objective of the Study

General Objective

To determine the road users’ perception of traffic law enforcement through OPS Chinese New Year 2018.

Specific Objectives

i. To determine the perception of been caught (POBC) before and during OPS CNY 2018 ii. To determine the visibility of enforcement activities before and during OPS CNY 2018

7.2 Methodology

The study involved a self-administered survey questionnaire as the instrument used to determine the perception of being caught and enforcement visibility. The sub-sections below described the details of the questionnaire and sampling.

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7.2.1 Instrumentation

The survey questionnaire was adopted from previous POBC study and contained five (5) sections as follows:

i. Driving and vehicle detail ii. Background iii. History of summoning iv. Perception of being caught (POBC) v. Visibility of enforcement activities

The questions on POBC included 12 items on road traffic offences which prompted respondent to use the scale of 0 to 10 to rate the likelihood of being caught/summoned if they committed each of the listed road violation on that particular day. For enforcement visibility, the respondent has to use ‘yes’ or ‘no’ to state whether or not they saw any of the 11 items on enforcement activities within the past 7 days.

7.2.2 Sampling

The study targeted 400 samples inclusive of 200 for the period before and 200 for the period during OPS CNY 2018. Samples were obtained from Kuala Lumpur, Selangor and Putrajaya areas where offices and college institutions were contacted in prior for consent to involve their staffs or students as respondent. During the survey administration, research assistants were stationed to assist the respondent and monitor the whole survey process. Respondent criteria to be eligible for the study was set as:

i. Malaysian citizen ii. Frequent driver/rider on the Malaysian road

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7.2.3 Analysis

The statistical analysis was performed accordingly to each measurement as follows:

POBC measurement

i. Determined by the average mean from the scale of 0 (unlikely to get summoned/caught) to 10 (very likely to get summoned/caught) on respondents’ perception of their likelihood of being summoned/caught for doing each traffic offences. The POBC will be measured for each of the 12 offences and also the overall POBC by averaging from the individual measurements. The overall POBC will be indicated interchangeably as the mean or the mean percentage from the 0 to 10 scale throughout this report as also used previously by Nor Fadilah et al. (2017).

Visibility of enforcement

i. Determined by the percentage of respondent stating that they saw each of the enforcement activities

Inferential testing

i. Mean differences are tested using an independent t-test to see any significant differences in the POBC before and during OPS period ii. Chi-square test is used to see any significant association between the visibility of enforcement and the before and during OPS period

7.3 Results and Discussions

A total of 413 respondents were approached during the survey. An equal percentage (50%) of male and female made the whole samples. The large majority of the samples were Malay and working. On the other hand, more than half of the samples were aged within 26–35 year old, have tertiary education level (at least diploma) and frequent car

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drivers. The demographical profiles of the samples are tabulated in the following Table 13.

Table 31 Demographical profile

Variable Frequency Percentage (%) Gender Male 206 49.9 Female 207 50.1 Ethnicity Malay 387 93.7 Chinese 5 1.2 Indian 2 0.5 Others 19 4.6 Age group (year old) 16–25 58 14.0 26–35 190 46.0 36–45 124 30.0 46–55 28 6.8 Above 55 13 3.1 Education level Primary 9 2.2 Secondary 173 41.9 Tertiary 231 55.9 Employment status Working 385 93.2 Student 28 6.8 Most frequently used vehicle Motorcar 253 61.3 Motorcycle 159 38.5 Others 1 0.2

7.3.1 Perception of Being Caught (POBC)

The overall POBC rests at 62.2% for before OPS and 63.6% during OPS. Table 32 listed the mean POBC for each traffic offences according to the study period. During OPS

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period the highest POBC was found on beating the red light while for before OPS period the highest POBC was on driving/riding with expired or no license. The POBC was found higher during OPS period for all but four (4) offences. The offences with lower POBC during OPS were emergency lane abuse, driving vehicle with expired road tax, driving vehicle with unapproved specification and driving vehicle with expired or no driving license. Among the motorcyclists, the POBC for before OPS was higher at 61.8% compared to during OPS period at 60.0%. During OPS period the highest POBC was found on beating the red light while for before OPS period the highest POBC was on driving/riding without a proper license. Only six (6) offences have higher POBC which are exceeding the speed limit, beating the red light, illegal overtaking, queue cutting, weaving in traffic and tailgating.

Table 32 Perception of being caught

Mean Perception of being caught/summoned Overall Motorcyclist No. for committing traffic offences Before During Before During OPS OPS OPS OPS 1. Exceeding the speed limit. 6.77 6.99 6.32 6.52 2. Beating the red light. 6.73 7.23 6.71 7.24 Overtaking the vehicle in front illegally 3. 6.30 6.53 6.19 6.50 (double line area). 4. Cutting the queue. 5.22 5.58 5.27 5.55 5. Using the emergency lane. 6.91 6.91 6.55 6.19 6. Weaving in and out of traffic. 4.81 5.06 4.74 4.81 Not wearing seatbelt/Not fastening helmet 7. 6.56 6.84 6.50 6.02 straps. 8. Using mobile phone while driving. 6.44 6.64 6.46 6.05 Following (tailgating) the vehicle in front 9. 4.32 4.64 4.47 4.76 closely. Driving a vehicle which road tax has 10. 7.05 6.82 7.13 6.16 expired. Driving/riding a vehicle which does not 11. 6.28 6.27 6.47 5.88 follow approved specifications

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12. Driving/riding with expired or no driving 7.25 6.87 7.41 6.31 license Overall Perception of Being Caught 6.22 6.36 6.18 6.00

Inferential testing using the parametric Independent T-test indicated that there are no significant differences in the mean of POBC among respondent for before and during OPS period. This suggests that the difference in enforcement period does not significantly change the perception of being caught among the respondents.

7.3.2 Visibility of Enforcement

Majority of the respondents stated ‘Yes’ for noticing patrol using patrol vehicle and officers stopping drivers/rider/vehicle at the roadside. Of the eleven enforcement activities listed in Table 33, only four activities were more visible during OPS compared to before. The more visible activities during OPS were enforcement patrol on the road using patrol vehicle, enforcement signage, plain clothed and unmarked police vehicle and enforcement officers stopping or checking drivers at the road side. For motorcyclists, none of the activities was more visible during OPS period compared to before OPS period.

Table 33 Visibility of enforcement

Overall Motorcyclist Visible enforcement activities within the No. Before During Before During last one week OPS (%) OPS (%) OPS (%) OPS (%) Enforcement patrol on the road using a 1. 68.8 69.2 74.3 69.0 patrol vehicle. Conducting enforcement on certain roads 2. (using canopies) to conduct regulation 31.2 29.9 40.6 25.9 checks. Installing enforcement cameras at 3. 45.0 38.9 44.6 32.8 accident prone/dangerous areas (speed

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limit control areas) without the presence enforcement officers. Installing hidden cameras with the 4. presence of enforcement officers to catch 47.5 40.3 56.4 43.1 traffic offences (e.g. speed limit). 5. Conducting road blocks. 49.5 48.8 61.4 46.6 6. Enforcement signage along the roads. 40.1 43.6 41.6 41.4 Plain-clothed enforcement officers and 7. unmarked enforcement vehicles for 8.9 9.5 12.9 10.3 enforcement purposes on the roads. Enforcement officers stopping/checking 8. drivers/riders by the roadside for traffic 66.3 67.3 68.3 65.5 offences. The speed limit posted on signboards is 9. reduced by 10 km/hour during normal 17.3 13.7 22.8 12.1 hours. Enforcement officer acting undercover as 10. 7.9 2.8 9.9 5.2 express bus passenger Specific enforcement towards 11. 34.7 25.6 41.6 19.0 motorcyclist

Chi-square test was performed to check if there was any association between the visibilities of the enforcement activities with the enforcement period. For overall sample, significant association between OPS period and visibility of enforcement was found for undercover enforcement as express bus passenger [χ2 (1, N = 413) = 5.275, p < 0.05] and special enforcement operation towards motorcyclist [χ2 (1, N = 413) = 4.033, p < 0.05]. Among motorcyclists, significant association between OPS period and visibility of enforcement is only found for special enforcement operation towards Motorcyclist [χ2 (1, N = 413) = 8.482, p < 0.01]. This suggests that most of the activities were not significantly more noticeable to the drivers/riders in the different before or during OPS periods of the study.

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7.3.3 Discussion

The samples in this study were populated by certain groups, for example, the Malay ethnic and working drivers/riders. The absence of another type of groups such as the non-workers can be attributed largely to the locations of the survey which were at working or learning institutions. Thus, the findings may not be generalised of all road users in the country.

7 6 5 4 3 2 Mean of POBC 1 0 2008 2009 2010 2011 2012 2013 2014 2015 2017 2018 During OPS 5.24 4.98 5.36 4.27 5.55 5.02 4.67 4.78 6.19 6.36 Before OPS 4.08 4.91 4.96 4.46 4.25 4.34 4.2 4.18 4.77 6.22

Figure 31 POBC trend during OPS Chinese New Year (CNY)

Compared to findings from previous study (Nor Fadilah et al., 2017), the POBC of more than 60% seems to have increased during both before and during the OPS period. Previous findings can be observed from Figure 31 where there was quite a jump in the POBC for before OPS period from 2017 to 2018 (this study). This could be a sign that people are becoming more aware of the possibility of getting caught due to traffic violations and also possibly, there was a spillover effect from the seasonal enforcement period into normal period.

However other possible factors must also be considered which may include that people may not be accurately aware of the real dates for OPS enforcement period. Under the time restriction, while conducting the study, there were only two (2) days gap between

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the normal (before) period and OPS period for the survey which may contribute to the high POBC. It should also be taken into consideration that the areas involved were urban areas in Klang Valley with an extensive network of roads and thus the findings can not be generalised to the whole country.

Findings on the visibility of enforcement in this study were quite concerning since more of the activities were visible during the normal period instead of OPS period. While there were still activities more visible during OPS for overall samples, the visibility of all the enforcement activities was actually better before OPS period for motorcyclists. Since the samples were obtained from frequent drivers or riders on the road, this may suggest that the enforcement activities during OPS were not noticeable enough to make the road users see or being aware of them. This should call for the more increase and frequent manning of officers on the road. As for the OPS CNY 2018 launching, there was no announcement made on the focus areas where the OPS was further heightened. Thus, the comparison between locations with and without enforcement could not be explored soundly.

There is quite a contradiction in the findings in such that the POBC was higher during OPS period while the visibility of most enforcement activities was lower during OPS period. A closer look at the enforcement activities revealed that the more popular activities such as road side check and patrolling were more visible during OPS most probably because of their familiarity among road users. The less overt activities such as traffic cameras, undercover enforcement and the reduced speed limit sign may be harder to detect or perceive and thus less seen or noticed by drivers and riders. For the special enforcement towards motorcyclist, it was possible that the sampling has some influence since there were more car drivers compared to motorcyclists among the respondents during OPS period. It should also be considered that drivers/riders may have possibly missed noticing the enforcement activities which may further influence their awareness of enforcement activities on the road that they used to commute.

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7.4 Conclusion

The overall POBC was found higher during OPS period at 64% compared to 62% in the period before OPS CNY 2018. Most offences were also perceived to have higher POBC during OPS. The most visible enforcement activities were patrolling and roadside check. However, the majority of the activities were more visible before OPS than during OPS which in the case of motorcyclist, none of the enforcement activities was more visible during the enforcement period. In line with the result and findings from the analysis, this study recommends the following:

i. Higher POBC was observed in the period of during OPS for most of the offences which suggest that OPS Bersepadu does have an influence on the perception of being caught. Thus, the effort should be continued and heightened. ii. The lack of visibility on many of the enforcement activities during OPS period is of great concern. Enforcement during the festive season should be drastically increased especially in appearance, frequency and announcement so that visibility of certain enforcement activities like manned traffic cameras, road black and special enforcement on motorcyclist could be amplified during OPS period. The lack of visibility among motorcyclist could be due to the positioning or location of enforcement activities and rider behaviour which should be considered carefully in the future enforcement effort. iii. The respondents for motorcyclist for the during OPS period are only a quarter of the whole samples which may influence the findings on POBC and the enforcement visibility. Future study may want to focus the study on motorcyclist considering their significant population on the road and fatalities as well as their differences in characteristics and risk exposure compared to other drivers/road users. iv. Future studies may also want to consider doing an observation on the enforcement visibilities at the area where the survey was conducted. The study may also be extended to cover areas out of Klang Valley where in the event that there were focus OPS enforcement areas, the observation and survey could

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cover the common and focus enforcement areas to allow for meaningful comparisons. v. Given that the overall POBC for the duration before OPS from this study has surpassed 60% which is pretty high compared to the previous study, the future study may want to include the observation on the POBC during period not so close to the OPS enforcement a period to see if there are possible spill over effect. Instead of conducting the survey period for before or after OPS only days away from the OPS date, it may be of interest to conduct the study during the non-festive period for instance in months away from OPS period.

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8. A Study on Road Safety Information through Media during OPS CNY 2018

The most alarming issue raised during festive seasons were the increased number of fatalities and injuries caused by road accidents. These numbers are expected to increase during festive seasons when compared to number of fatalities during normal days. The factor due to the leap number of vehicles on the road which caused higher intensity and conflict with a lot of vehicle mode involved.

In Road Safety Plan of Malaysia 2014-2020, under Strategic Pillar 4 which is the Safer Road Users, road safety programme that is meant to support the pillar is public education and awareness programmes via media. This programme is an ongoing programme from Road Safety Plan of Malaysia 2006-2010. To inculcate a good driving culture among road users in the country, media campaigns will be further enhanced to educate road users about the dangers of speeding, tailgating, queue jumping, beating red lights, abusing the emergency lanes, helmet wearing and seat belt usage. It is expected that if enforcement and education on road user through advocacy programmes are not stepped up during this season, the numbers of fatalities will spike. Thus, an advocacy programme and campaigns are conducted to educate and create road safety awareness among Malaysian citizen.

Previous research has shown some positive effect of mass media health campaign on behaviour. A meta-analysis of 48 studies of the behavioural effect of mass-media health campaigns found that 9% more people performed the healthy behaviour after the campaign than before (95% confidence interval: 7%, 10%) (Snyder, 2001; see also, Snyder & Hamilton, 2002; Snyder, Hamilton et al., 2002). Campaigns with an enforcement component (like police ticketing seat-belt provision offenders) had an average change of behaviour among 17% those exposed to the campaign, while for

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campaigns without enforcement, the effect was only 5% (Snyder, 2001). However, different target audiences may respond to different messages – target audiences must be segmented by beliefs and attitudes for the development of targeted messages. Thus, in conducting effective campaigns that meet the communication and behavioural objectives, well-planned strategies need to be taken.

Since 2007, several studies have been conducted by MIROS to evaluate the effectiveness of interventions conducted by several relevant agencies during the festive period. A study on media dosage conducted by Jamilah et al. (2011) shows that there was an increase of 40.4% of exposure on road safety information from before to during OPS Hari Raya Aidilfitri. During Hari Raya Aidilfitri 2016, similarly, an increment was seen. In which, an average number of 7.27 news on road safety appeared daily in the media before OPS while during OPS, an increment of 119.12% is seen with an average of 15.93 news per day on road safety appeared in the media.

Therefore, an evaluation of publics’ exposure to road safety messages was conducted for this Chinese New Year 2018 period. This is to determine whether the road safety messages that are being broadcasted or published are well received by road users. It will also measure how far road safety information that they received is effective in influencing their driving behaviour in abiding by traffic regulations.

8.1 Objective of the Study

General Objective

The general objective of this study is to determine the effects of road safety information received among the public during the Chinese New Year 2018.

Specific Objectives

i. To quantify the dosage of road safety messages through media before and during OPS.

99 Effectiveness of OPS Chinese New Year 12/2018 An Evaluation Study

ii. To determine the type of road safety messages that road users are most exposed to before and during OPS. iii. To evaluate the implication of road safety messages on behaviour change among road users before and during OPS.

8.2 Methodology

This section further explains the methodology of this study which includes instrument, locations, study design, sample and site selection, duration of study and data collection procedures.

8.2.1 Method

To answer the objectives of this study, two (2) types of methods are being used. In quantifying the dosage of road safety messages through media, daily monitoring of road safety messages and information is conducted via database hired by MIROS call Meltwater. The Meltwater database is monitored daily for road safety messages and information consisting of social media and other online portal and blogs based on the keywords provided.

Meanwhile, the questionnaire was distributed amongst members of the public to measure the exposure of road safety information. The self-administered questionnaire was distributed among public to measure the penetration of road safety messages received through media and how far it influences their behaviour on the road during this Chinese New Year period. The survey was conducted in selected government agencies and private companies in Klang Valley, and also at a shopping mall in Klang Valley. As for this study, the data will be collected before the OPS and also during OPS.

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8.2.2 Sample and Site Selection

The site selection is based on previous OPS study that has been conducted to measure its’ effectiveness specifically for Chinese New Year and Hari Raya Aidilfitri 2017 period. A total of 400 respondents are selected for this study, 200 respondents for before OPS and another 200 for during OPS. During the proposal tabling, the research team planned to get four (4) government agencies and four private companies to take part in the study. However, the research team found difficulties to get permission to enter to private companies as most of them have policies to not allow any study to take place as it will take up their staffs’ time and productivity. However, the research team manage to get eight government agencies for before OPS period meanwhile for during OPS period, the research team only manage to get four government agencies to participate and opening booth at a mall in Klang Valley.

Table 34 Respondent as per location

Location No. of respondents Total no. of respondents Before OPS Government agency 1 25 Government agency 2 25 Government agency 3 25 Government agency 4 25 200 Government agency 5 25 Government agency 6 25 Government agency 7 25 Government agency 8 25 During OPS Government agency 1 25 Government agency 2 25 Government agency 3 25 200 Government agency 4 25 Nearby mall 100 Total 400

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8.2.3 Instrument

The instrument was developed based on the literature and previous OPS studies. The original instrument was developed in the year 2011. This instrument was amended and used for similar studies since 2014. This study employs self-report measures whereby the respondents respond to the questionnaire items based on their own experience. The variables of the questionnaire were developed based on literature review from past studies related to campaign evaluation. In order to gauge public exposure towards road safety campaign, the variables that need to be measured are the medium or channel of the information, the message itself and the reaction towards the message received. This questionnaire covers publics’ exposure towards road safety messages through media, their behaviour on the road and demographic profile. The data collection was conducted before and also during OPS.

8.2.4 Data Analysis

After data collection, the data was entered into the Statistical Package for the Social Sciences (SPSS). Data cleaning was carried out to ensure that there are no missing variables before being analysed using various statistical analyses to achieve the study objectives.

8.3 Results and Discussions

Monitoring of the media is done through Meltwater. Meltwater is a media intelligence that provides media monitoring and social media monitoring, (Meltwater, 2018). Thus, only road safety news and road safety information that appeared in online news and media portal can be quantified. The monitoring was done from 27th January 2018 until 9th February 2018 for the period before OPS Chinese New Year was conducted. On the other hand, for the period in which OPS Chinese New Year was conducted nationwide, the monitoring was done from 10th February 2018 until 23rd of February 2018. From Figure 32, the trend of road safety news and information appeared on the internet can

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be seen. The highest frequency of road safety news and information appeared on the internet were 12 per day while the lowest is 1 per day. For a period of before OPS, a total of 77 road safety news and information was recorded in 14 days while for a period of during OPS, a total of 80 news and information was recorded during the 14 days. Only an average of 5.5 road safety news and information is quantified for the period before OPS. Meanwhile, only a slight increase was shown in the average of the number of news as 5.7 was calculated to be the average of road safety news and information per day for the period of during OPS.

14 12 12 12 Before OPS, average mean: 5.5 10 10 9 8 8 7 7 6 6 6 6 6 6 6 6 5 5 5 5 5 5 4 4 4 3 2 2 2 2 2 1

2/2/20182/4/20182/6/20182/8/2018 1/27/20181/29/20181/31/2018 2/10/20182/12/20182/14/20182/16/20182/18/20182/20/20182/22/2018

Figure 32 Frequency of road safety news and information

In the questionnaire, firstly the respondents were asked whether they were exposed to road safety news. The findings indicated the same volume of exposure were given before OPS and during OPS. As can be seen in Figure 33 below, 87% of respondents reported ‘Yes’ to receive road safety news meanwhile another 13% reported ‘No’. The same findings were found for results in the period of during OPS. This is similar to findings related to volume of road safety messages and information quantified during these two distinct periods. Road safety news and messages are shown only increased by 0.2 for its average number of news article and information. Meanwhile, for the exposure on road

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safety news reported to be received by the respondents, there is no increment during OPS CNY.

87.0 87.0 100.0 80.0 60.0

40.0 13.0 13.0 20.0 0.0 Before Ops During Ops

Yes No

Figure 33 Percentage of respondents’ exposure towards road safety news

Based on the question earlier above, the respondents were needed to identify the medium that they usually received road safety news. From Figure 34, it is shown that the media that reported to have the highest percentage is social media. In which, before OPS, 66.1% of respondents reported to receive road safety news via social media. Even though the percentage decrease to 53.1% during OPS, however, it is still the highest reported medium in which road safety news was disseminated. Second popular media is television for the period before OPS and similar to social media, it stays consistent as second popular media for period of during OPS. On the other hand, the least popular media is newspaper as the percentage for before and during OPS is only 31.6% and 28.0%. It shows the relevance of physical newspaper has become low to disseminate news and info as more people are moving towards online news platform and digital media.

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70.0 66.1 60.9 60.0 53.1 50.0 42.6 36.2 37.1 40.0 31.6 28.0 30.0 20.0 10.0 0.0 TELEVISION RADIO NEWSPAPER SOCIAL MEDIA

Before Ops During Ops

Figure 34 Medium of road safety news received

According to Figure 35, the respondents reported that most, they received road safety news regarding crash incidents, before and during OPS. In which, 74.7 % of the respondents reported they received road safety news in the period of before OPS. However, the percentage drops to 42.9% during OPS. The second highest type of news is road safety facts in which 33.3% respondents reported they receive it before OPS and the percentage increased to 38.2 during OPS. Lastly, news related to road safety messages reported being the least type to receive by the respondents. This could indicate campaigns that targets to disseminate road safety information has become lesser.

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74.7 80.0 70.0 60.0 42.9 50.0 37.7 38.2 33.3 40.0 29.3 30.0 20.0 10.0 0.0 Crash incidents Road safety Road safety facts messages

Before Ops During Ops

Figure 35 Types of news received

In the second part of the questionnaire, the respondents were asked regarding their exposure towards road safety advertisement. In total, 75.5% of the respondents reported ‘Yes’ while another 24.5% reported ‘No’ as the response on whether they receive road safety information before OPS. During the OPS, the percentage slightly increased to 79.0% as seen in Figure 36.

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75.5 79.0

80 24.5 21.0 60 40 20 0 Before Ops During Ops

Yes No

Figure 36 Percentage of respondents’ exposure towards road safety advertisements

In regard to the medium whereby the respondents reported they receive road safety advertisement from, for a period of before OPS, the most popular media is social media in which 59.3% of respondents reported they receive road safety advertisement from. Television on the other hand, 46.4% of respondents chose the medium as their most noticeable medium in receiving road safety advertisement. However, the situation changed during OPS in which television has a slightly higher percentage than social media as 50.7% respondents reported to receive it through the former while 49.4% of respondents choose the latter as seen in Figure 37.

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70.0 60.0 50.0 59.3 50.7 49.4 40.0 46.4 30.0 37.4 37.5

20.0 27.0 24.4 10.0 0.0 Television Radio Newspaper Social Media

Before Ops During Ops

Figure 37 Source of road safety advertisement received

Meanwhile, from Table 35 below, the three (3) most popular road safety messages received are don’t drive over the speed limit, wear your seat belt and don’t use mobile phone while driving. These three (3) messages remain popular throughout the period before and during OPS. For a period of before OPS were implemented, the most popular message is don’t use mobile while driving with 71.5%, followed by don’t drive exceed the speed limit with 69.5% and wear your seat belt with 67.5%. For a period of during OPS, a message with the highest percentage is don’t drive exceed the speed limit (73.0%), wear your seat belt (71.0%) and don’t use mobile while driving (70.0%).

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Table 35 Type of road safety messages received

From Figure 38, it can be seen that most popular social media is Facebook and followed by WhatsApp. These two (2) media are the most popular media in which the respondents received road safety the information. For a period of before OPS, 79.6% of respondents reported Facebook as the most popular social media for them to received information. Meanwhile, WhatsApp recorded 61.6%. However, the percentage decrease for both type of media for period of during OPS. WhatsApp percentage decreases to 57.5% while Facebook decreases to 76.3%. Other social media remains at a low percentage, for example, Instagram was at 15.4% (before OPS) and 13.3% (during OPS). The least popular social media is Blog in which only 3.4% of respondents chose the medium as a chosen medium before OPS. Meanwhile, during OPS, 5.6% of respondents reported it was the medium in which they got their road safety information.

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5.6% Blog 3.4% 21.3% Youtube 20.7%

Instagram 13.1% 15.4%

Twitter 10.0% 6.0% 57.5 Whatsapp 61.6 76.3 Faceboook 79.6

0 10 20 30 40 50 60 70 80 90

During Ops Before Ops

Figure 38 Most popular social media

Besides that the conventional media such as social media, television and newspaper, there was also another medium in which the respondents reported to be received road safety messages. For a period of before OPS, 30.2% of respondents chose electronic display as the most popular alternative medium. Second most popular medium is campaign initiated by private parties such as gas station and shopping malls at 22.6 %. For a period of during OPS, both media remains as two (2) most popular alternative medium of dissemination of road safety messages. However, the percentage decreases to 19.3% for electronic display at expressways and 10.6% for a campaign initiated by private parties as shown in Figure 39.

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Pemeriksaan secara percuma oleh agensi 3.0 kerajaan/syarikat komersial 12.5 5.0 Penyelenggaraan percuma di pusat servis kenderaan 13.0 5.0 Ucapan orang atasan di agensi/syarikat/organisasi 10.0 19.3 Paparan elektronik di lebuhraya 30.2 8.0 Risalah (brosur) 9.0 8.0 Kain rentang (banner) 17.0 10.5 Panji-panji (bunting) 15.5 Kempen luaran (cth: stesen minyak/ pusat beli- 10.6 belah/plaza tol 22.6 0.0 5.0 10.0 15.0 20.0 25.0 30.0 35.0

During Ops Before Ops

Figure 39 Other medium of dissemination of road safety messages

Based on the road safety news and information received, respondents also reported whether their behaviour was affected by those messages and info’s received. It can be seen from Figure 40, for behaviour that is related to Malaysian traffic law, the respondents reported obeying the law more during OPS compared to the period before OPS. Before OPS, only 50.5% of the respondents reported that they did not drive at emergency lane while during OPS, the figure increases to 67.8%. Similarly, 43.9% of respondents reported that they did not overtake at double line before OPS and more respondents claimed that they did that as the percentage increases to 63.8% during OPS. Another behaviour can also be seen to the increase. This could due to OPS Bersepadu or campaigns that are done by other stakeholders. This could also due to increase in the volume of enforcement done at major roads in Malaysia.

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53.8% Tidak mengekori rapat kenderaan di hadapan 36.5%

63.8% Tidak memotong di garisan berkembar 43.9%

67.8% Tidak memandu/menunggang di lorong kecemasan 50.5%

Tidak menggunakan telefon bimbit semasa 48.2% memandu/menunggang 33.8%

52.8% Mematuhi lampu isyarat merah 38.9%

Memandu/menunggang mengikut had laju yang 34.2% ditetapkan 29.6%

0.0% 10.0%20.0%30.0%40.0%50.0%60.0%70.0%80.0%

During Before

Figure 40 Drivers’/riders’ reported behaviour

8.4 Conclusion

The study that has been implemented has met the objectives mentioned earlier. As the study specifically carried out to quantified road safety news and messages and also to measure the public’s exposure towards road safety news and messages and has been done every festive season, the results should somehow give some insights on the reality of the effects of road safety advocacies in Malaysia. However, since it is not an effectiveness study of OPS Bersepadu, a strong conclusion cannot be drawn from this study whether the OPS implemented is a success or not.

However, there are a few things that can be pointed out in this study. Firstly, it can be seen that there is no significant difference in terms of the level of exposure towards road safety news and advertisement that the public’s received. As can be seen in the results part, the percentage is the same for normal days and during the implementation of OPS for exposure towards road safety news. Even though for road safety advertisement, the

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percentage was increased, however, it is only in a small degree. It seems like the public did not see any changes in the trend of media advocacies during normal days and during OPS. A huge scale of campaigns in terms of the volume of road safety messages and information should be implemented as a constant reminder during the whole period of OPS Bersepadu. The campaign should also focus on compliance of a few road traffic law that is very important such as wearing the seatbelt or helmet and also driving within the speed limit. If the public is being fed with this idea every day, it is believed it will somehow positively affect their behaviour. Some stimuli that they received (graphic message) can activate the positive behaviour that they should exhibit, (Hoekstra & Wegman, 2011).

In this new age of era, the popular medium to disseminate messages has also changed. If previously, people tend to preoccupy with watching television or reading newspaper, nowadays they are glued to their smart phones or tablets. Nowadays, news escalated quickly with just one click. Thus, the key players need to focus on these popular platforms such as Facebook, WhatsApp or maybe even YouTube. Besides that it can reach more targeted people, the cost will also be much cheaper than getting a five- minute advertisement to be played on television. Interesting videos get viral quickly and with the power of sharing, a link of a video might be shared with thousands even millions of people through Facebook statuses or WhatsApp groups.

However, just to make sure a campaign is done right, a thorough and comprehensive plan must be adopted to ensure all areas and targeted group are covered. Besides that just implementing a campaign, another important aspect is evaluating the campaign. An effectiveness study is important each time a campaign is implemented so that any changes in behaviour can be attributed to the campaign since there is a systematic study going on. In addition, stakeholders can also identify the areas that they should improve to ensure more success for the next campaigns.

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References

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