The government is urged to expedite the introduction of the B3 licence for those aged 16 to 25, similar to motorcycle licences these JPJ Cadets obtained via the MyLesen Kadet JPJ Kuala Lumpur programme. — Filepic
TO improve safety for motorcyclists, an activist said the government should enact a new law prohibiting those without a licence from buying and owning a motorcycle.
Shahrim Tamrin, formerly on the board of directors of Malaysian Institute of Road Safety Research (Miros), said many motorcyclists did not have a licence.
“It is common for parents to buy motorcycles for their (unlicensed) teenage children to ride to school.
“There is a misperception that motorcycles are easy to handle, and many parents find the cost of getting a licence too high,” he said.
To address this issue, Shahrim urged the government to expedite the introduction of the B3 motorcycle licence for those aged 16 to 25.
This licence is meant for those intending to use low-powered motorcycles below 70cc.
According to media reports, the proposal was made by the police in 2021 and has been endorsed by Miros.
Another suggestion was for the authorities to enhance cooperation with the Road Safety Council and non-governmental organisations to enhance awareness about road and traffic safety.
Shahrim said the government should rope in experts from the council for Cabinet committees focusing on road and traffic studies.
“A special task force should also be set up to implement the Malaysia Road Safety Plan (PKJRM).
“Emphasis should be given to districts with the highest fatalities in road accidents.”
PKJRM, among others, outlined objectives to reduce road fatalities by 50% by the end of 2030, he added.
Globally, the number of motorcycles on roads is increasing rapidly worldwide.
This calls for safer urban streets designed to cater to two-wheelers.
The World Health Organisation (WHO) estimates that the number of powered two- and three-wheelers has nearly tripled in the last decade.
This surge has brought significant road safety challenges, particularly in urban areas where interactions between different road users are frequent and complex.
Global Designing Cities Initiative (GDCI) programme manager Jashwanth Tej Kasala said streets must be designed after taking into account all users and their interactions, to prevent crashes and traffic injuries.
Addressing motorised traffic speed, he said, was a major component of this strategy as it was a major risk for all road users, including motorcyclists.
“This can be done by establishing speed limits that are safe and compatible with urban environments.
“For instance, WHO recommends 30km/h as the norm for these environments and no more than 50km/h.
“Implement physical and operational design measures to reflect that adequate speed.
“This approach will help deter motorists from exceeding the designated speed limit and encourage safe speeds, potentially reducing the need for enforcement,” he said.
GDCI comprises designers, planners and urban strategists committed to reimagining streets as places for people, shaping cities that are safe, healthy, accessible and equitable for everyone.
According to GDCI, studies specifically in urban streets show that speed reduction effectively reduces crashes and injuries for all users, including motorcyclists.
At safer speeds, car drivers and motorcyclists have enhanced visibility and benefit from increased predictability, helping them safely interact with pedestrians, cyclists and other motorised vehicles as well as obstacles on the streets.
“On the other hand, the effect of motorcycle lanes in this context still lacks global and recent evidence.
“Some recent experiences, such as the motorcycle lanes implemented in Sao Paulo, Brazil, around 2010, indicate that injurious crashes nearly tripled in the following year, which led to their reversion a few years after implementation,” he said.
Jashwanth said to curb fatalities and injuries involving motorcyclists, governments must also promote a shift towards sustainable transportation.
“The government should allocate street space to dedicated public transportation facilities, making these alternatives more convenient and attractive to users, besides providing commuters with safer options.
“This includes bus rapid transit, protected cycling infrastructure and safe walking infrastructure to transit nodes like bus stops and rail stations.” — By JAROD LIM
