Abstract.A cross-sectional observation survey was carried out among 6 to 12 year old child pillion riders travelling to and from schools by motorcycle. The study focuses on the prevalence of carrying multiple child pillion riders at the same time, to determine the relationship between child pillion riders' safety helmet compliance, and their seating position and foot peg use. A total of 701 riders and 913 school children were observed. Riders' safety helmet use rate was found to be significantly higher (66.8%) than that of child pillion riders' helmet use (14.7%) with OR=11.7 (95%CI 9.2-14.9). It was observed that 29.1% riders were carrying more than one child pillion rider; with female riders more likely to carry more than one pillion rider (OR=1.6, 95%CI 1.1-2.2). Observation on foot peg use showed that the rear motorcycle pillion rider (BP) are more likely to use the foot pegs as compared to the one in the middle (MP) (OR=11.7, 95%CI 7.8, 17.5). Safety helmet use by child pillion riders on route to school was found to be generally low. Furthermore, there is a significant difference in the child pillion rider safety helmet use compliance, according to the seating position. Children who are seated in the middle are less likely to use the safety helmet. Rear child pillion riders are more likely to use the foot pegs. To increase helmet use there is a need for public awareness campaigns on the safety benefits of safety helmet use among school children. In addition, to increase safety of children while riding as pillion rider, the law of carrying only one pillion rider must be enforced strictly.

Motorcyclists’ fatalities are overrepresented in the national statistics for years and the figure is predicted to rise further into the year 2020. In details, head injuries have contributed approximately 60% to the records, despite the use of safety helmets. New helmets performance has been well studied and widely accepted to reduce the head injury risks to motorcyclists by way of maximizing crash energy absorption. However in-service helmets energy management capability and information are limited. Therefore, this work attempts to further explore the knowledge and seek clarification of in-service helmet energy absorbing performance by performing experimental tests relative to standards protocols. A set of in-service helmets were collected from the public through an exchange basis and impact-tested twice per sites, at 4 sites, in accordance to MS1:1996 test protocols. The main data obtained was headform centre of gravity acceleration values, in terms of g. The results indicated that energy absorbing performances of most in-service helmets were able to meet standard requirements, regardless of their service ages. A few samples, however, demonstrated out of tolerance performances especially in the successive impact test at the same sites. Appearance of microcrack in the impact foam may have contributed to these values.

In Malaysia, wheremotorcycles are often used as a family vehicle, children tend to travel as pillion riders at an early age, most commonly sat in front of the rider, either on the fuel tank or in the carrying basket, or alternatively behind the rider. This study aims to determine the possible mismatches between individual lower limb dimensions of Malaysian primary students and motorcycle pillion seat. An anthropometric survey was carried out on a sample of male and female school children aged 7-9 years (N=233), to elucidate on the anthropometric parameters of Malaysian children. A set of seen body dimensions covering most of the lower extremity, relevant to the design of riding pillion on a motorcycle were considered. Additionally, an investigation of foot-foot peg gap and knee opening length on a static motorcycle test rig was also measured. There is a significant vertical difference between child pillion riders’ feet relative to motorcycle foot pegs. The maximum height of students who were not able to reach the foot pegs was 1263 mm with a mean of 1137 mm, which is similar with student volunteers’ age 7 years old (mean = 1160 mm). Stature influences the centre of gravity and stability of motorcycle, especially during cornering. This anthropometric analysis could be used to design ergonomic-oriented motorcycles which will not only suit the small stature of child pillion riders, but also improve the level of comfort.

ASEAN New Car Assessment Program (ASEAN NCAP) is a newly established automobile safety rating program in the Southeast Asia region, which the primary objective is to provide consumers with vehicle safety information and concurrently acknowledge manufacturers’ effort in elevating vehicle safety level. This information is comprehensively gathered through scientific and objective testing procedures in full scale crash test simulation. To ensure consistency and high repeatability, ASEAN NCAP operates standardized test and assessment protocols which utilize high-tech equipment and sensors, data acquisition system and also human surrogates (instrumented “dummies”). A point system is derived for marking purposes and a star rating scheme is designed to reflect the level of safety afforded to occupants. To cater for variation in crash configurations, occupants’ sizes and kinematics as well as other potential risks during crash impacts, a point deduction system (penalty-based) named as “modifiers” were introduced. Hence, this work attempts to describe the modifiers, their basis and justifications for inclusion in the safety rating scheme. A few case studies are demonstrated in this paper to enhance the understandings of modifiers concept.

Two sets of new and in-service helmets were impact tested using a drop test machine, in accordance to established helmet test protocols. The first test for full helmets was executed in compliance with standard speed requirements of 5.9 m/s in which three of five new helmets performed poorly. The second set utilized lower impact speed of 4 m/s for individual helmet components test. New helmet liners absorbed 5 times more impact energy than the in-service liners while the new shell was 19.3% better in dispersing impact energy than the in-service shell. The undesirable changes in liner thickness have explicit effect on the liner density which is translated into reduction in energy absorbing potential. In brief, exposure to weathering stresses and use intensities has affected helmet impact performance, regardless of service duration.