By Dr Krishnan Rajam and Dato Dr Amar-Singh HSS
Dr Krishnan Rajam, former Technical Officer (Injury Prevention), Western Pacific Regional Office, WHO
Dato Dr Amar Singh, Honorary Senior Fellow, Galen Centre for Health and Social Policy; Member of the All-Party Parliamentary Group Malaysia on Children’s Rights.
The burden of traffic injuries in Malaysia remains a critical public health and economic crisis, exacting a devastating toll on individuals and families nationwide. Road traffic crashes are a leading cause of premature mortality and long-term disability, particularly among young, economically productive segments of the population, with motorcyclists and pillion riders bearing the brunt of the casualties. Beyond the profound emotional trauma experienced by affected families, these injuries place an immense, continuous strain on the national healthcare system, consuming significant emergency medical services, surgical resources, and long-term rehabilitation care.
To mitigate this ongoing crisis, there is an urgent need to substantially improve road safety management across Malaysia through a robust, multi-sectoral approach. Current strategies must evolve beyond fragmented interventions toward a highly coordinated framework that integrates stringent traffic law enforcement, data-driven infrastructure upgrades, and comprehensive public education campaigns. Prioritizing evidence-based policies, such as optimizing urban speed limits, improving dedicated motorcycle lanes, and modernizing post-crash care systems, is essential to shift the paradigm from merely reacting to traffic accidents to proactively managing and preventing road injuries.
We offer five recommendations for improving road safety management in Malaysia.
Road Safety Council of Malaysia
The Road Safety Council was formed to foster informed discussion on road safety issues among representatives of relevant government and non-governmental agencies. The Council has never been effective because its member representatives, who change every year, are not held accountable to the Council. Member organizations need to nominate long term representatives to the Council and undertake to carry out designated activities related to their agency function (compliance to relevant rules & regulations, educational or enforcement activities, training of members, research or public educational activities, etc.). Members should submit annual reports and performance indicators to the Council.
Recommendation 1: Restructure the MKJR Accountability
Changing the council’s structure so that member organisations must appoint representatives for a minimum 3 to 5-year tenure to ensure continuity. Additionally, tie the submission of their annual reports to agency funding or performance KPIs.
Road Safety Data
Currently, data on the burden of road traffic deaths and injuries is not readily accessible.
To increase awareness of the problem of road traffic deaths and injuries among the public, journalists and professionals alike, detailed road safety data (such as trends in annual road traffic deaths and compliance to helmet / seat belt / child restraint use, etc. by state) should be available online. MIROS and traffic police need to collaborate to make this possible.
Recommendation 2: See below (next point)
Enforcement of laws
Enforcement is the missing link in road safety in Malaysia. Enforcement of laws is most effective, and is second only to effective land use policies to minimise community transport needs, and public transportation systems. Compliance to laws is grossly inadequate. The “low hanging fruits” in road safety in Malaysia are compliance to / enforcement of laws (such as helmet / seat belt / child restraint use; speeding / distracted driving / drinking & driving laws; visibility, etc.). Data on compliance to these laws analysed state-wise would provide justification for enhanced enforcement without public backlash. The ultimate objective of enforcement agencies is to increase the “perception of being caught” among the public. One effective way to increase this perception is to publicize ongoing enforcement which is carried out throughout the state by day and night. Joint research on issues related to enforcement should be carried out by MIROS and relevant agencies.
Recommendation 2 & 3: Establish a National Road Safety Open-Data Dashboard
To address the lack of accessible road safety data, MIROS and the traffic police should collaborate to launch an online, public-facing National Road Safety Open-Data Dashboard. This platform should feature a Public Portal providing monthly, state-by-state visual trends on helmet, seat belt, and child restraint compliance. The dashboard should show and publicise day-and-night enforcement heatmaps on daily speeding fines, helmet compliance rates, DUI checkpoints, etc by state. Simultaneously, it should offer a Professional Portal granting journalists, policy makers, and university researchers secure access to granular databases to drive independent research.
Educational strategies
Malaysia has learnt the hard, long and expensive way that media campaigns and educational activities by a designated department (Road Safety Department) do not work. We seem to (want to) learn from our own mistakes rather than from the evidence and experience of other countries. Policy makers often take the convenient route by blaming public attitude towards road safety for the road injury burden (contrary to scientific evidence).
Education should serve as an adjunct to enforcement. Education has specific roles – to train learner drivers, professionals (engineers, public health, police, researchers, journalists, policy makers); to inform public of ‘new’ policies / interventions in road safety (such as child restraints /bicycle helmets); to inform the public of compliance indicators, and to increase the perception of being caught though the use of indicators mentioned above.
Recommendation 4: Reposition education as an Adjunct to Legislative Enforcement
We must pivot away from expensive, standalone media and departmental educational campaigns, which have historically proven ineffective and scientifically counterproductive when used to simply blame public attitude. Educational resources should be focused on targeted professional training, informing the public of new, specific interventions (such as child restraints or bicycle helmets), and aggressively publicizing state-wise compliance indicators and ongoing day-and-night enforcement operations. By using communication strategically to elevate the public’s “perception of being caught” rather than relying on abstract behavioural persuasion, the role of education will shift from a failed standalone solution to a highly effective psychological catalyst for law enforcement compliance.
Role of Research
Currently, road safety research expertise in Malaysia is limited to MIROS staff. Most universities lack such expertise as government funding for road safety research is funnelled to MIROS. Courses on road safety in universities are run by MIROS staff themselves, as universities lack staff trained in road safety. In the long term, capacity building in road safety training and research has been a losing battle. The setting up of MIROS has led to an overall decrease in road safety trained human capital rather than an enhancement. Research in MIROS is lopsided with an engineering bias and being capital intensive. Such research can be commissioned to universities which need to rebuild their expertise in road safety. MIROS has over emphasized “statistical modelling” in the development of national road safety plans/targets and some strategies are impracticable. In the first national road safety plan, MIROS overestimated the projected number of road fatalities by year 2000 and justified the actual lower number of road fatalities by attributing it to the “success” of road safety interventions. The 2022-2030 road safety master plan underestimated the target fatalities towards 2030. We are in mid 2026 and the current trend suggests that we will not reach targets by 2030. The section on motorcycle safety in the 2022-30 plan does not include improving helmet use situation, though WHO has recognised that proper motorcycle helmet use is an important intervention. Low-cost roadside surveys with enforcement agencies pertaining to indicators mentioned above are not a current priority. Existing data bases of the enforcement agencies are not being used for research. An example of a “click of a button” research using enforcement agency data bases is analysing rate of involvement of bus and lorry fleets in road crashes for purposes of feedback to individual fleet owners.
Senior university professors should be appointed to the MIROS Board to supervise / collaborate with MIROS researchers. MIROS should organize annual research conferences for students and offer prizes as incentives to develop expertise. The pilot KITARA project in universities by MIROS has not yielded any tangible results. The research agenda of MIROS should be reviewed so that all outputs help relevant road safety agencies perform their tasks better. MIROS’ applied research agenda should facilitate its transformation into a National Transportation Safety Board and Research Institute to cater to the visionary and safe transport system of a developed nation.
Recommendation 5: Mandate the research collaboration and sharing of existing data bases between MIROS and enforcement agencies. Bridge the Gap Between MIROS and Universities.
Propose a mandatory ‘co-investment’ or ‘grant-sharing’ model. For example, mandate that a fixed percentage (e.g. 30%) of MIROS’ capital-intensive research budget must be subcontracted to local universities to rebuild their human capital and research capabilities. Transform MIROS into a National Transportation Safety Board and Research Institute (NTSB) model which implies an independent investigative body that investigates air, rail, and sea crashes, not just road safety.
Ultimately, transforming Malaysia’s road safety landscape requires moving away from viewing traffic crashes as unpredictable ‘accidents’ and instead managing them as highly predictable, preventable injuries. By prioritizing data-driven interventions we can build a safer, more equitable transport ecosystem that preserves human life and alleviates an immense burden on the national healthcare system.
