Advancement in Vehicle Safety in Malaysia from Planning to Implementation

Transcription

1 Asian Transport Studies, Volume 4, Issue 4 (2017), ATS All rights reserved Advancement in Vehicle Safety in Malaysia from Planning to Implementation Abu Kassim KHAIRIL ANWAR a, Hashim HIZAL HANIS b, Mohamad Radzi MOHD AMIRUDIN c, Ilyas RABIHAH d, Shaw Voon WONG e a, b, c, d, e Malaysian Institute of Road Safety Research (MIROS), Lot 125, Jalan TKS 1, Taman Kajang Sentral, Kajang, Selangor, Malaysia a khairilanwar@miros.gov.my b hizalhanis@miros.gov.my c mohdamirudin@miros.gov.my d rabihah@miros.gov.my e wongsv@miros.gov.my Abstract: Advanced technologies have often been advocated as a means of significantly reducing the incidence and severity of road crashes. Technologies utilizing Intelligent Transport System (ITS) in automobiles and road systems are actively being studied and disseminated as a way to expedite such improvements to road, vehicle safety and traffic systems. In Malaysia, MIROS as a road safety research institute and ASEAN Road Safety Centre (ARSC), had recommended and proposed some advanced technology utilizing ITS and initiatives to the government, Ministry of Transport (MOT) to be implemented in this country. Thus, this paper will assess on the planning towards the implementation of the advanced technologies that have been penetrated in Malaysia such as Electronic Stability Control (ESC) and Autonomous Emergency Braking (AEB) technologies, ecall initiative and towards fully implementation of Autonomous vehicles (AV) besides on the establishment of ASEAN NCAP. To make this successful, automotive industries, stake holders and governments are needed to co-operate together in implemented such policies and these advanced technologies in order to reduce traffic casualties especially in Malaysia. Keywords: Advanced Technologies, Vehicle Safety, ITS, ASEAN NCAP, Planning, Implementation 1. INTRODUCTION As issues in road safety is becoming more and more challenging, many countries especially those in Asia Pacific has adopted in the advanced application of ITS including vehicle safety to manage their transportation and safety. The application of ITS specifically in the Asia-Pacific region mainly focus on 4 objectives, which are the reduction in level of congestion, improvement of road safety, increase in mobility and energy efficiency (ITS Asia-Pacific, 2013). Based on these objectives, development of Information and Communications Technology (ICT) products and its application has grown significantly with various new technologies introduced. Various applications and solutions available to address the main objectives of ITS. Table 1 below shows an example of ITS applications based on their main focus. ITS provides services using modern computing and communications technologies. The technologies or Corresponding author. 704

2 systems are installed in either the vehicle or road infrastructure to enable information collection, processing and exchange between road infrastructures and vehicles. For example, ITS dynamic route planning can help emergency responders to reach the crash site faster, while the traffic information can also be disseminated to the public by the means of VMS and live traffic updates to help smooth the traffic flow. An important feature of ITS is that their data has to be in complete openness as the system will need to work with data that are coming from various sources (Janušová and Čičmancová, 2016). Table 1. Review of ITS technology with respect to implementation/applicability in Malaysia ITS role ITS functions Example of ITS applications Optimize road capacity Improve road safety Increase in mobility Energy efficiency Increase road capacity Controlling traffic demand Assist vehicle control Preventing collision situations Alert driver Emergency call Monitoring of climatic conditions Reduce travel times Comfort Multimodal transport collaboration Reduction in Carbon Dioxide (CO2) emission Dynamic route planning and navigation Traffic management and control centre CCTV Electronic Stability Control (ESC) Autonomous Emergency Braking (AEB) Lane Departure Warning (LDW) ecall Variable Speed Limit (VSL) Advanced traveller information Electronic Toll Collection (ETC) Integrated Transport Terminal (ITT) Parking guidance Monitoring of air quality ITS implementations can be localized and prioritized based on main issues faced by the country. Therefore, different countries may develop different strategies and techniques that are often based on their geographic, cultural, socio-economic and environmental level to integrate the various components into interconnected systems. It is imminent to find suitable ways to apply ITS systems where drivers, vehicles and road infrastructure could work together safely with reduction in congestion, increase in mobility and achieve better energy efficiency. Towards the implementation of ITS in this country, Malaysia throughout MIROS had recommended and proposed some existing advanced technologies and initiative to the government, MOT in order to improve and reduce road fatalities in Malaysia. These implementation process is in conjunction with the objectives of UN Decade of Action for Road Safety Thus, this paper will assess on the planning towards the implementation of the advanced technologies that have been penetrated in Malaysia such as ESC and AEB technologies, ecall initiative and towards implementation of fully AV. Also on the establishment of the New Car Assessment Program for Southeast Asian Countries, or known as ASEAN NCAP, in 2011 which has brought several notable meanings to the region s socioeconomic development, particularly road safety (Zulhaidi et al., 2013). 705

3 2. ESC The consumers usually associate safer car with braking system or in general, active safety compared to overall safety assessment, i.e. NCAP (MORI, 2005). Most of the NCAPs added both active and passive safety as combined rating. With the introduction of ASEAN NCAP and improvement of regulations, safety package as a whole is no longer luxury i.e. within reach of the majority of the users. ESC which can help to reduced risk of skidding is fitted in the affordable cars e.g. Proton Iriz, which couple of years back seemed only for the luxury car equipment. This also has made Antilock Braking System (ABS) look obsolete. Under the Safer Car pillar of the UN Decade of Action plan, the activity 4 has emphasized on the encouragement of ESC fitment. Prior to the initiative, United States has made ESC as mandatory equipment starting It was followed by Australian Government who has declared the mandatory requirement of ESC on 1 st November 2011 for all new passenger vehicles. The European Commission also followed the movement by making it compulsory by 2012 together with Japanese Government. In Malaysia, the government also believed that ESC would help to save lives thus the mandatory fitment of ESC has been announced starting 1 st June 2018 for vehicle category M1 and N1. 3. AEB AEB system is relatively new compare to ESC and has been introduce in Euro NCAP since 2013 (Scram et al., 2013). Compare to ESC, AEB has more broad advantage including whiplash protection and not only for self-protection (driver) but including partner protection. Thatcham Research (2016) explained that one of the most significant development after seatbelts is AEB. This is because AEB would able to help to reduce type of incidents which might cause chronical injuries by preventing the crash from happening. In terms of compulsory fitment, US Government led by National Highway Traffic Safety Administration (NHTSA) and Insurance Institute for Highway Safety (IIHS) has announced that by 2022 all new passenger car vehicles sell in US will be equipped with AEB. Although it is not a form or regulation, major manufacturers have agreed to support the government initiative in improving the road safety situation in the country (JATO, 2016). ASEAN NCAP has viewed AEB as important future equipment hence has categorized AEB system under Safety Assist Technology regime under its new protocol (ASEAN NCAP, 2016). The points given for this technology will encourage manufacturer to install this safety technology in their new car specification. To date, the government of Malaysia has no plan to adopt AEB as mandatory fitment however it is expected that it will be no later than ECALL Post-crash management as the fifth pillars of Malaysian Road Safety Plan highlights the importance of improving the response time in road safety management (Road Safety Department, 2014). Besides the normal interventions, MIROS has proposed the installment of ecall system in new model car by ecall is a system that would automatically trigger an emergency call in case of severe crash event. Even when the passenger is unable to make the communication with the emergency call center (MERS, 999), the crucial information such as exact location, direction 706

4 and crash severity are automatically transmitted to the MERS 999. ecall can also be activated manually. The concept of ecall operation is simplified in Figure 1. ecall system will eliminate the issue of delayed in receiving the crash notification, inaccurate crash location information and heavy reliance on human in making the distress call. The device which is able to send the crash signal to the gateway will expedite the notification process below 30 seconds as compared to a period is made unknown all this while. Studies conducted in European Union found that ecall would be beneficial in remote areas and during night time as it will reduce the response time up to 50%. Reduction of response time will lead to injury severity reduction to 15%. Betterment in term of incident management improvement and road congestion reduction has been seen during daytime in busy road (European Commission, 2011). This initiative has received supports from the relevant stakeholders during the engagement meetings conducted. ecall fitment has been agreed to be on voluntary basis in 2017 until end of 2018 and will become a mandatory for new car model in A minimal charge of system will be imposed as a one off registration fee to ensure the sustainability of the system. Figure 1. ecall System 5. AUTONOMOUS VEHICLES (AV) With all the planning on the advanced technologies above, Malaysia is planning towards the implementation of fully AV. AV or simply known as self-driving vehicles, is a technology that intends to partly or fully replace the driving task that was previously conducted by a human driver. This disruptive technology works by combining the navigational systems, associate pattern recognition with control intelligence, utilise sensing technologies and consume roadside ITS and traffic monitoring data to operate the vehicle. Complimented with Vehicle-to-Vehicle (V2V) and Vehicle-to-Infrastructure (V2I) communications, vehicles are also able to exchange information about their positions, speeds and planned routes. Therefore, AVs can let other vehicles to know about their intents and together, they can agree on common driving strategies that will resulted in optimised driving plan and improved safety. For the past few years, technology companies and car manufacturers have announced their plans for autonomous driving and presented with various AV prototypes and product launches. This varies between the Level 2 up to Level 5 of the SAE International Level of Driving Automation (Figure 2). Conventional car manufacturers tend to introduce the technology gradually, starting from level 1, to level 2 and level 3 and so on. On the other hand, 707

5 technology companies and unconventional car manufacturers are more aggressive with the technology in which their production and testing jumped directly to Level 4 and 5. The mix between these two approaches is welcomed, as sceptical drivers may want to test the technology by bits and pieces, while those enthusiastic drivers can have the option to opt directly to full automation. Depending on the level of automation and their trust towards the system, drivers may employ different tactical driving behaviour (Kircher, Larsson and Hultgren, 2014). Figure 2. SAE International Level of Driving Automation Source: SAE International (2014) With the advent of AV, it is expected that it will bring great impact towards the transportation sector, economy and daily social activities. Transportation safety will receive the greatest benefit, as it is estimated that AV could reduce the number of road crashes by 90%. Future private and public transportation may be different, in which conventional buses and taxis may be replaced with on-demand vehicles such as cars that are shared among many passengers. This concept of point-to-point mobility on demand may reduce the private car ownership and encourage the use of public transport. These cars might be constantly-in-motion for most of the time, picking people based on their call. This will also reduce the demand for parking spaces as the cars will constantly be in use. In addition, logistics industries will benefit by having shipments delivered cheaper and faster, as AV eliminates the need for frequent stops for drivers to rest during long journeys. The trend of urbanization may change as people may not need to live closer to where they work as the perception of distance will change. AV will make travelling more convenient and the duration of the journey can be utilized for productivity or leisure from inside the vehicle. On the economy side, we may see creations of new businesses and jobs, focusing on in-vehicle entertainment and marketing. Insurance premium is expected to decrease, as a result of reduction in road crashes and insurance claims. Instead of purchasing for monthly or yearly premium, customers may opt for more flexibility option such as pay-per-ride. In addition, social and public mobility will increase, without the need to have driving licenses to drive around and the disabled and dependent may travel by their own. In order for AV to be successfully implemented in the country, several aspects will need to be planned and revised. Availability of a national policy will help to encourage and accelerate the AV industry. Aspects of legislation shall be drafted and revised to allow for AV to be operational on public roads. Globally, the state of AV technology seems likely to advance with or without legislative and agency actions at the federal level. However, the 708

6 manner in which autonomous vehicle technologies progress and will eventually be implemented depends heavily on these efforts. Intelligent and proper planning, eloquent vision, and regulatory reforms are therefore required to ensure it is in line with the country s directions. Functional safety remains one of the main challenges, where AV system is expected to have zero defect tolerance and can operate in safe mode in the event of any system failure. Although AV operational testing has been done by car manufacturers and technology companies on the public roads in a few countries, previous study found that driving behaviour is different between countries and this may affect how AV system behaves (Ozkan et al., 2006). Therefore, it is still important to conduct the test locally before implementation. The operational of AV also faced several limitations such as its robustness to the weather or unique and sudden obstacles that require challenging manoeuvres. Availability of digital map also presents another challenge, in which it should be reliable and reflect the real-time information. In addition, infrastructure readiness for AV implementation need to be assessed and any deficiency shall be improved accordingly. On the other hand, security and privacy are also of concern to the potential AV users, in which the system and data should be secured impenetrable to the cyber-attack. On the other hand, the amount of information that users are willing to share with the authorities is always debatable. Nevertheless, the system would work best if sufficient information is shared with relevant parties. In addition, the public should be made aware of the importance and benefit of AV to increase their acceptance and adoption to the technology. 6. NCAP AND VEHICLE TYPE APPROVAL (VTA) In conjunction of the implementation process of those advanced technologies for vehicles safety in Malaysia, ASEAN NCAP was established in 2011 which targeted to elevate vehicle safety standards, raise consumer awareness and thus encourage a market for safer vehicles in the region. From the road safety viewpoint, every measure and countermeasure must be treated equally as important although in reality it may not be true even by presenting the statistical evidence. Consider this situation as an example: the fitment of passive safety items in cars such as seatbelts and airbags may help to reduce the severity of injury; however, real-world studies showed that vehicle occupants still ignore seatbelts which will write off the function of airbags. This is merely the human factor issue since the option to be safer is already provided. However, the above situation should not undermine the effort to promote the fitment of airbags as standard item in cars. Similar arguments may be applied to the rest of the vehicle safety issues, since every small effort to upgrade the minimum requirement will bring significant results in the long run, and followed by effective and consistent advocacies and enforcement efforts. Since human factors are rather complicated to be solved in an objective manner (e.g. in attitude change), the solution to raise the bar of minimum safety standard of cars can be achieved through the VTA process and also NCAP (Figure 3). Both VTA and NCAP can be the catalysts to raise the minimum being set in the country, in which plainly described as a politically acceptable situation if the status quo remains disadvantageous to the road users (Mooren et al., 2011). 709

7 Figure 3. Role of VTA and NCAP in the automotive layout (Zulhaidi M.J. et al., 2013) In vehicle safety per se, the product quality and safety performance is controlled under the country s legislation, namely the VTA exercises. In general, the level of performance and roadworthiness requirements being set in the mandatory compliance list in the VTA must be met by the related parties (applicants; OEMs, domestic brand owners or traders) before the product can be marketed in the country. VTA process in Malaysia is performed by the Road Transport Department (RTD), an agency under MOT (Road Transport Department, 2014). VTA basically assesses any vehicle that is about to be introduced in the market and to be used on and off road. VTA covers all range of vehicles from motorcycles to heavy goods vehicles (HGVs). VTA process in Malaysia has been enhanced through the implementation of UN Regulations standard (previously known as UN ECE Regulations). This is an important milestone since the inclusion of Malaysia in the World Forum for Harmonization of Vehicle Regulations (WP29) on 4th of April 2006 (Aqbal Hafeez et al., 2010; Road Transport Department, 2013). 6.1 Establishment of ASEAN NCAP The optimization in business means making the most profit while reducing the cost. The car production in the countries such as Malaysia as well as the region of Southeast Asia (ASEAN) may have to reduce the specifications to meet the cost-reduction target. This can be seen in what is called the general overseas market (GOM), whereby the car is produced without certain functions or gadgets as compared to the original design for developed market ( de-spec ). In car safety perspective, it can be compromised if the omission of certain parts, systems and sub-systems are only about convenience, but not something that will greatly contribute to safety. The most notable safety technologies in cars are the airbags and crash avoidance systems such as the ABS, ESC and AEB. Furthermore, the overall structure under the car skin is the utmost priority in vehicle safety i.e. towards passive safety. The main purpose of the NCAP and other automobile safety rating program is to set another standard above VTA to ensure that safety alone is not being compromised by the OEMs. A notable evidence of such claim can be seen for a certain car model that is supposed to be the so called global car which has different body strength between two market origins, i.e. scored excellent rating in developed country s market but had a poor result in other market (GOM), e.g. in the case of South American cars as assessed by Latin NCAP (Fox News Latino, 2013) and also from Indian market as tested by the Global NCAP (Global NCAP, 2014). 710

8 NCAP to a certain extent is fairly robust to the OEMs though it is not embedded in the legislation framework (some NCAP programs are mandatory). The results of crash test and certain evaluations will be made public through various medium of publications, which may not be in the favor of the makers, i.e. bad publicity and deterring the potential buyers. Furthermore, the requirements are regularly revised and thus, raising the minimum bar as compared to VTA. OEMs are normally informed with the road map to meet the latest assessment scheme (technologies available in the market or in the pipeline) that can benefit the road users in both active and passive safety (Aqbal Hafeez et al., 2010; Zulhaidi et al., 2013). As mentioned earlier, the Malaysia s Road Safety Plan framework led the establishment of Road Safety Department (RSD) in 2004 and MIROS in One of the strategic projects for MIROS to initiate in the country was the NCAP program, in which initially it was codenamed as MyNCAP Malaysia New Car Assessment Program. Major fundamental works begun in 2008, which include benchmarking process and designing the crash test laboratory (Khairil Anwar and Zulhaidi, 2014). A precursor program for NCAP called the Malaysian Vehicle Assessment Program (MyVAP) had also been introduced to primarily familiarize the OEMs with the future domestic NCAP environment (Aqbal Hafeez et al., 2010). In four years period, from 2009 until 2012, only four models from the national car producer Proton and Perodua were assessed a signal of mixed reaction among other OEMs (Khairil Anwar and Zulhaidi, 2014). In December 2011, MIROS and Global NCAP had signed the Memorandum of Understanding (MoU) to establish NCAP for Southeast Asia region (Khairil Anwar and Zulhaidi, 2014) in conjunction with the United Nation s Decade of Action (DOA) for Road Safety objective (World Health Organization, 2011). To date, ASEAN NCAP is the latest established NCAP in the world among all nine such programs operating all over the world (see Figure 4). Figure 4. Car safety rating program (NCAP) on the world map The first official test at MIROS Crash Test Laboratory (codenamed as MIROS PC3) in May 2012 marked the beginning of ASEAN NCAP assessment, in which the first group of cars underwent the assessment were from Malaysia and Thailand market origin. The pilot phase which had been successfully executed in three sub-phases (Phase I III), consists of 27 models (30 cars rating; including three cars with two different variants i.e. Proton Saga, 711

9 Toyota Corolla Altis and Kia Picanto) from three ASEAN countries market origin as well as Japan CBU s. To date, 70 models have been tested and more than 90 ratings has been published by ASEAN NCAP. In the view of OEM participation, a total of 17 auto makers (makes) had been involved in ASEAN NCAP assessment, in which the majority were through sponsored test. This is an indication of their willingness to partake in safety branding effort. 6.2 Consumer s Perception on Safety Consumer i.e. the car buyer has benefited from both VTA and NCAP effects, even though it is safe to say that they still have little influence (pressure) to OEMs due to limited knowledge and/or advocacies. Consumer perception is the process of selection, organization and interpretation of information in the consumer minds such that it enables forming meaningful image of the product (Wu and Chan, 2011). Perception of consumers affects their behaviours more than the reality affects the purchasing intention (Apaolaza-Ibanez et al., 2011). However, perception can be different for the same product (Pantano, 2011). Behavior of consumers towards car safety has been explored in limited manner (Dukic et al., 2006). It is found that purchasing decision based on the safety features is not the sole decision of the consumer, but is influenced by social groups and situational factors. On the other hand, well publicized safety ratings can translate directly into changes in consumer vehicles purchases (Cicchino, 2015). These findings are consistent with prior research showing that consumers value safety when choosing vehicles (Kaul et al., 2010) and demonstrate that this preference for safety extends to sales of specific vehicle models that had received recent media attention (Koppel et al., 2008). Khairil et al., (2016) has recorded perceived safety was ranked as second (19%) compared to price (27%) as the most sought factor when buying cars and this shows that consumers perceive safety has been one of the most important factors in Malaysia. Additionally, manufactures are currently gearing up in providing affordable and safer vehicles in Malaysia. Perodua Axia and Proton Iriz has led the example by providing the people with most affordable 4-star and 5-star respectively (ASEAN NCAP, 2015). 7. CONCLUSION As the conclusion, advanced technologies have often been advocated as a means of significantly reducing the incidence and severity of road crashes. With the usage of technologies utilizing ITS in automobiles and road systems, hopefully, it can expedite such improvements on road and traffic systems and regarding this matter, the government under Ministry of Work (MOW) also is in preparing the ITS Blueprint for Malaysia. Automotive industries, stake holders and governments are needed to co-operate together in implemented such policies and these advanced technologies in order to reduce traffic casualties especially in Malaysia. Besides that, to make all above successful, the governments have to give their full support and commitment and also, the planning time on the implementation process should be according to the proposed timeline. In addition, with the establishment of ASEAN NCAP in this region which targeted to elevate vehicle safety standards and raise consumer awareness, it will encourage a market and the OEMs to provide safer cars in the region such as providing the advanced technologies in that cars. With the such effort, it hopes the incidence and severity of road crashes especially in Malaysia will be reduced and this is in line with the goal of UN Decade of Action which the road fatalities can be reduced by 50 per cent by

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