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Analisis data kecelakaan jalan raya dijalankan adalah untuk tempoh empat belas tahun bermula dari tahun 1985 hingga tahun 1998 yang diperolehi dari Laporan Perangkaan Kecelakaan Jalan Raya. Bilangan kemalangan bagi setiap 1,000,000 km motosikal berdaftar meningkat dari 0.45 pada tahun 1990 kepada 0.82 pada tahun 1998 dengan peningkatan sebanyak 82.2%. Walau bagaimanapun, bilangan kematian bagi setiap 1,000 motosikal terbabit dengan kemalangan menurun dari 56.9 pada tahun 1990 kepada 41.2 pada tahun 1998. Data di atas menunjukkan langkah yang diambil untuk mengurangkan kematian pengguna motosikal telah mencapai matlamatnya, tetapi langkah-langkah yang diambil untuk mengurangkan bilangan kemalangan perlu dikaji semula. Analisis data dari Laporan Perangkaan Kecelakaan Jalan Raya menunjukkan punca kemalangan adalah disebabkan oleh faktor manusia berdasarkan kepada fakta lebih 59% kemalangan berlaku di jalan lurus, lebih 59% berlaku di kawasan luar bandar dan lebih 62% yang terbabit adalah berumur di antara 10–30 tahun. Ini menunjukkan kebanyakan kemalangan berlaku adalah disebabkan oleh kecuaian, ketidakmahiran dan tidak berhemah semasa mengendali motosikal. Adalah dijangkakan kaedah cara penguatkuasaan dan pendidikan mengenai keselamatan jalan raya di peringkat sekolah rendah dapat mengurangkan kemalangan jalan raya. Analisis data juga menunjukkan pengguna motosikal mempunyai kebarangkalian yang paling rendah untuk mengalami kemalangan bagi setiap 1,000,000 km kenderaan berdaftar berdaftar jika dibandingkan dengan pengguna kenderaan yang lain. Kata kunci: kemalangan jalan raya; motosikal; topi keledar; penguatkuasaan Data on road crash were analyzed for a period of 14 years starting from 1985 to 1998 which was gathered from Statistical Report Road Crash. The number of accident for every 1,000,000,000 km registered motorcycle increased from 0.45 in year 1990 to 0.82 to in year 1998 with an increase of 82.2%. However, the number of death for every 1,000 motorcycle involved in accident reduced form 56.9 in year 1990 to 41.2 in year 1998. This data showed that the move taken to reduce the death of motorcycle user had achieved the target, but the moves taken to reduce the number accident need to be revised. Data analysis from Statistical Report Road Crash showed that the causes of accident were due to human factor based on the fact that more than 59% accident occurred on straight road, more than 59% occurred at rural areas and 67.2% involved in accident was between 11–30 years of age. This fact showed that most of accidents were occurred due to careless, not familiar, and not disciplines while maneuvering the motorcycle. It was taught that enforcement and education on road safety at primary school could reduce the road crash. This data analysis also showed that the motorcycle user was having a lower probability to involve in accident for every 1,000,000 km registered vehicles compared with other vehicle users. Key words: road accident; motocycle; helmet; enforcement

Brake friction materials composed of eight to 20 ingredients in the formulation. Each ingredient has its own function in producing the stable coefficient of friction (COF) and acceptable wear rate. The goal of this work is to study the effect of different carbon volume percentage (vol. %) on the friction characteristics. Three samples were prepared through powder metalurgy process by varying the carbon vol. %. Each sample was subjected to specific gravity, porosity, hardness, chase friction and brake inertia dynamometer tests in accordance with international test procedures. All the entire three samples are sensitive to speed and temperature. COF increased in the early stage of braking. Upon reaching the degradation temperature of polymeric materials, the COF decreased gradually with increasing speed and temperature. The pad thickness loss and rotor roughness decreased with increasing vol. % of carbon in the formulation. Sample B is the best formulation based on the friction characteristics and pad thickness loss. Formulation of sample C is rejected due to lower COF even though has the lowest pad thickness loss. Sample A and sample B will be further analysed and evaluated on-road and reliability performance before can be commercialised and used on the road.

Thin-walled metallic tubular structures are generally used as impact energy absorber in automotive structures due to their ease of fabrication and installation, high energy absorption capacity and long stroke. However, unlike a normal passenger car where the impact energy can be distributed throughout the whole structure, the impact energy absorbing system of an Eco-Challenge car is confined within a limited space on the front bulkhead. The challenge is to develop an impact attenuator system that can effectively absorb the impact energy within the given space and fulfil the specified rate of deceleration. This new design utilized the standard Aluminium 6063 circular tubes, cut and welded into specific configurations i.e. stacked toroidal tubes with central axial tube sandwiched between two flat plates. Two configurations were investigated; circular and square toroids. Explicit non-linear FEA software was used to determine the impact response i.e. energy absorption, impact force and rate of deceleration. Both configurations showed promising results but the configuration that can be readily fabricated was chosen as the final design.

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