TRANSPORTATIONKEY COMPONENTS OF A MOTORCYCLE-TRAFFIC SYSTEM– A Study Along the Motorcycle Path in Malaysia –HUSSAIN H.

RADIN UMAR R.S.

Lecturer
Department of Civil Engineering, Universiti Putra Malaysia
Selangor, Malaysia

Professor
Road Safety Research Center, Universiti Putra Malaysia
Selangor, Malaysia

AHMAD FARHAN M.S.

DADANG M.M.

Associate Professor
School of Civil Engineering, Universiti Sains Malaysia
Pulau Pinang, Malaysia

Lecturer
Department of Civil Engineering, Universiti Putra Malaysia
Selangor, Malaysia(Received July 2, 2004)
The key road safety problem in developing world like ASEAN countries is motorcycle safety. Motorcycle is a popular mode of personal traveland formed as the major road user. Studies proved that segregation is the best engineering practice to save lives of motorcyclists. Acknowledging
these benefits, the Malaysian government adopted a policy to provide motorcycle facility along its new highways and federal roads. The need toprovide this special facility brought to light on the deficiencies in studies of motorcycle traffic sciences and facility design. This paper attempts toestablish the characteristics of key components of a motorcycle-traffic system in Malaysia, i.e. the motorcycle/rider unit, motorcyclist space requirement and riding manner along motorcycle paths of various lane widths. It serves as useful input in developing design guidelines of motorcycle facilities for highly motorcycled countries in their effort to curb motorcycle safety problems.
Digital recordings of motorcyclists along the existing motorcycle path in Malaysia were captured at six sites and transcribed into two types ofmotorcycle-sizes. Basic dimensions of a motorcycle/rider unit were directly measured. The separation distance between side-by-side motorcyclists
was obtained by employing the digital recording technique. The motorcyclist operating space was then established. Three-stages of field and experimented studies was conducted to observe the motorcyclists riding manner along various lane widths from low to high volume conditions.
The small- and medium-sized type motorcycles (150c.c. and below) made up 99% of the motorcycles population in Malaysia. A static motorcyclist measured about 0.8m in width, 2.0m in length, and requires an operating width of 1.3m. At a lane width of 1.7m or below, motorcycle flow applies
the lane or headway concept. Above this optimum value, motorcycle flow adopted the space concept. This implied that a motorcycle path should be
more than 1.7m wide to allow two motorcyclists to pass each other.
Key Words: Developing ASEAN countries, Motorcycle accidents, Motorcycle facility, Motorcycle-traffic science

1. MOTORCYCLE SAFETY PROBLEMS IN
DEVELOPING ASEAN COUNTRIES
According to the Asian Development Bank1, developing world like ASEAN countries is facing deteriorating problems in road safety. In all, ASEAN member
countries saw a total loss of some USD11 billion in year
2000 due to the 73,000 road deaths and 1.8 million injuries. Apart from the problems of mixed traffic and underdeveloped infrastructure and institutions, the fact thatrecent vehicle growth has been in motorcycles makes thematter worse. A high proportion of two- and threewheeled vehicles were recorded in some ASEAN countries like Vietnam (95%), Lao People’s Democratic
Republic (79%), Cambodia (75%), Indonesia (73%) and
Malaysia (49%).
The Asian Institute of Technology in Bangkok generalized that the high proportion of motorcycles on
Thailand's roads is linked to a higher death rate. Of thecountry's 26 million registered vehicles, 12 million are

50 • IATSS RESEARCH Vol.29 No.1, 2005

two-wheelers while there are another 6 million unregistered motorcycles. About 80% of all fatal accidents in
Thailand involve motorcycles2. Motorcycles are popularin many ASEAN countries because almost anyone canafford one. It seems that motorcycle-only lanes areneeded on their roads to keep riders from tangling withheavier forms of vehicles.
In Malaysia, the number of registered motorized
two-wheelers had increased more than five-folds from1.19 million in year 1979 to 6.2 million in the year 20033.
The proportion of motorcycles on the Malaysian roads
varies from 35%-75% depending on states. In less developed states such as Perlis, motorcycles account for morethan three-quarters of the total vehicle population. While
in a more developed states such as Kuala Lumpur, motorcycles formed one-third of the total vehicle population
and were the major mode of personal transport for the
low-income urban community4. About 68% of all roadaccident injuries in Malaysia involved motorcyclists andtheir overall relative risk is about 20 times higher thanpassenger cars5.

KEY COMPONENTS OF A MOTORCYCLE-TRAFFIC SYSTEM

Historically, what was known as the ‘first’ exclusive motorcycle path in the world was constructed along
the Federal Highway Route 2 (F02) in the state of
Selangor, Malaysia under the World Bank project during the early seventies. Studies had proven that following the introduction of this 30km long (per direction)
exclusive motorcycle path, the motorcycle accidents per
year was significantly reduced by 39%4,6. The findings
supported the general notion that segregation is the bestengineering practice to save lives of vulnerable road users such as pedestrians, bicyclists and motorcyclists. In
its continuous efforts to curb the key road safety problems in Malaysia, the government recognised this positive benefit and recently adopted a policy to provide
motorcycle path along its new highways and the federal
roads. However, this need to provide motorcycle-only facility brought to light on the deficiencies in studies ofmotorcycle traffic sciences and facility design.
This paper attempts to establish the characteristicsof the key components of a motorcycle-traffic system in
Malaysia, i.e. the motorcycle/rider unit, motorcyclist
space requirement, and motorcyclists riding manner along
motorcycle paths of various lane widths. The scope ofstudy focused on the basic segments of an uninterrupted
exclusive motorcycle path (one-directional) under goodpavement and weather conditions. Results would contribute new knowledge to the basic research in motorcycle
traffic sciences, traffic operations and facility design. It
would also provide some basis in planning future research
to further understand the motorcycle-traffic stream, to establish the motorcycle speed-flow-density relationships
and to estimate the capacity and level-of-service (LOS)
for an uninterrupted motorcycle path in Malaysia. The
outcome would be useful guidelines for designing motorcycle facilities in developing and highly motorcycledcountries as a measure to address the motorcycle safety
problems.

2. UNDERSTANDING THE VULNERABLE
ROAD USERS
There does not seem to be much information related to motorcycle traffic sciences and facilities. In theclosest related document7,8, the design elements of the
facility seem to be a cross-reference between the design
standards of a road and a bicycle track. Lane widths of
2.0m (6.6ft), 2.5m (8.25ft), and 3.0m (9.9ft) were recommended for motorcycle volumes ranging from 1000-1500,

HUSSAIN H., RADIN UMAR R.S., AHMAD FARHAN M.S., DADANG M.M.

1500-2000, and above 2000 per hour respectively. However, there was no mentioned on the sources of reference
and no discussion of the motorcycle/rider unit.
Compared to motorcycles, it seems that more research efforts were done on bicycles. This would be
useful input for motorcycle studies since both are twowheeled vehicles with many similarities except that one
is motorized. It was stated that bicyclists are not as regimented as vehicles and tend to operate in distinct lanesof varying widths. Thus, the capacity and LOS of a bicycle facility depends on the number of effective lanes
used by bicycles9. Studies in the United States found thata typical bicycle is 1.75m (5.75ft) in length with a handlebar width of 0.6m (2.0ft)10. The physical space was recommended to be 0.61m (2.0ft) wide by 2.3m (7.5ft)
high11. In the Netherlands, it was reported that 95% ofbicycles are less than 1.9m (6.25ft) in length while 100%of bicycle handlebar widths are less than 0.75m (2.5ft)12.
It may be inferred that generally, bicycle widths are lessthan 0.75m (2.5ft) while the length is less than 1.9m (6.25ft). It is appreciated that a bicyclist needs a certain amountof operating space and no bicyclist can ride a bicycle ina perfectly straight line at any speed. A U.S. study reports that a typical bicycle needs between 0.75m (2.5ft)
and 1.40m (4.5ft) of width to operate10. This amount of
space can also be referred to as the effective lane width
for a bicycle. FHWA recommends an operating space(minimum design LOS C) of 1.1m (3.5ft) wide11. As forthe width of bicycle lane, a study in California13 recommends a minimum width of 1.28m (4.2ft) with additional
width at higher volumes. AASHTO14 suggested a standard bicycle lane width of 1.2m (4.0ft). The Netherlands
and Germany generally recommended 1m (3.3ft) as thenormal width of one bicycle lane12,15.
Even though there is a clear physical difference
between a motorcycle and a pedestrian, both belong to
the vulnerable road users group. Therefore, some basic
findings from the research efforts in pedestrian studies
may be useful input to motorcycle traffic study. The
qualitative measures of pedestrian flow such as the freedom to choose desired speeds and to bypass others are
similar to those used for vehicular flow. It used a simplified body ellipse of 0.50m (1.65ft) × 0.60m (1.98ft),with total area of 0.30m2 (3.27ft2) as the basic space fora single pedestrian, and an area of 0.75m2 (8.17ft2) is usedas the buffer zone9,16. Similar to analyzing a highway
lane, the lane or headway concept was used to analyze
pedestrian flow. However, the lane or headway concept
was not be used for pedestrian analysis, because studies
have shown that pedestrians do not walk in organized
IATSS RESEARCH Vol.29 No.1, 2005 •51

TRANSPORTATION

lanes9,16.

3. METHODOLOGY
3.1

Design motorcycle
The digital recordings of motorcyclists riding along
the exclusive motorcycle path were captured from theoverhead pedestrian bridges at six sites of the F02 highway in the state of Selangor, Malaysia. In the laboratory,
the pre-recordings were played on a large screen television. Using a tally counter, the observed motorcycles(N = 16,219) were transcribed into two classes based on
their physical sizes, namely:i. Small- and medium-sized motorcycles (engine sizes
150c.c. and below)
ii. Large-sized motorcycles (engine sizes above 150c.c.)
3.2 Space requirement
3.2.1 Static space
To elicit the physical width and length of a rider
on a design motorcycle, direct measurements were takenfrom the motorcyclist by means of a measuring tape. The
dimensions used a simplified outline of the motorcycle/
rider unit in the front and side views. The physical space
occupied by a static motorcyclist was derived from thestatic width and length of the motorcycle/rider unit.
3.2.2 Operating spaceWith reference to the bicycle research efforts, thevideotape techniques had shown to produce reliable results in determining the adequacy of varying curb lanes
for shared use by motor vehicles and bicycles17, and toevaluate shared-used facilities for bicycles and motor vehicles18. The separation distance between bicyclist andmotor vehicle was recorded as the motor vehicle passed
the bicyclist.
By employing the digital recording technique, motorcyclists traveling along the motorcycle path of F02,
Selangor were observed from an overhead pedestrian
bridge concealed from the unknowing motorcyclists. Simultaneously, the motorcyclists spot speeds were captured using a portable laser speed detector. The study site
is a level and straight basic segment with an effective
width of 2.71m measured between the two white edge
markings in the field. Back in the laboratory, the pre-recordings were observed on a large screen television. Motorcycle volume counts at one-minute interval weretranscribed over the two-hour study and the equivalent

52 • IATSS RESEARCH Vol.29 No.1, 2005

hourly rate of motorcycle flows were then computed.
While observing their interactions from the screen,
the pre-recordings were paused as the faster motorcyclist
passed the slower ones (Figure 1). The distance between
the centers of their rear tires is directly measured, i.e.
when their rear tires were even. The perpendicular line
was extended to directly measure the effective width.
Since the actual effective width is 2.71m, the actual distance between the centers of the rear tires was computed.
The separation distance of side-by-side motorcyclists was obtained by subtracting the basic width of astatic motorcyclist in Malaysia obtained in this study fromthe calculated distances between the centers of the tworear tires. All data of the computed separation distances,
the time-mean speeds converted to space-mean speeds19,
and the motorcycle flow rates were summarized using
SPSS software. Halves of the mean separation distanceof side-by-side motorcyclists was taken to represent thebuffer zone on each side of a single motorcyclist, thus
the operating width could be recommended.

Fig. 1 Distances between centers of rear tires (d1) andeffective width (d2) as the faster motorcyclist
passed the slower ones

3.3 Riding manner
3.3.1 Parameters measured in the field and laboratory
Key parameters measured at the study sites weremotorcycle volumes, individual motorcycle spot speeds,
and total paved widths of the motorcycle path. Motorcyclists riding along the paths were captured using a digital video recording camera, and volumes counted in thelaboratory from a large screen television. Simultaneously,
individual motorcycle spot speeds were measured using
a portable laser speed detector. Time of internal clocks
for both laser speed detector and digital video recorderwere synchronized before conducting the observations.
Total width of motorcycle path was measured across the
paved section using a horizontal distance measurer. Data

KEY COMPONENTS OF A MOTORCYCLE-TRAFFIC SYSTEMHUSSAIN H., RADIN UMAR R.S., AHMAD FARHAN M.S., DADANG M.M.

were reduced into a mean one-minute condition.
3.3.2 Field and experimented studies
In order to observe motorcyclists riding along motorcycle paths of various lane widths under low and highvolume conditions, the study was conducted in threestages. Initially, data was collected at three sites of the
motorcycle path along the F02, Selangor. The sites werelevel and straight basic segments with total paved widthsof 2.4m, 3.0m and 3.3m respectively. However, only the
low volume conditions were covered since it is not possible to observe high motorcycle volumes even during thepeak hours. Observations of high flow conditions may bepossible if the lane widths were made smaller than 2.4m,
and coupled with considerably high motorcycle flows.
Therefore, experimented studies on three different widthsof less than 2.4m were conducted in the Universiti Putra
Malaysia campus. It involved 100 motorcyclists riding
along level and straight basic segments that were narrowed down on one side by safety cones. The experimented total widths were 1.5m, 1.7m and 1.9m
respectively. Finally, similar experimented study was conducted along the motorcycle path of F02. It was conducted during the morning peak-hour motorcycle traffic
traveling along the basic segments of the path with experimented total widths 1.4m, 1.6m and 2.0m respectively. The measured parameters and motorcyclists riding
manner observed over the ranges of lane widths and motorcycle flow conditions were summarized in a matrix
form.

Fig. 2 Motorcycle of engine size 110c.c. commonly
found in Malaysia

4. RESULTS
4.1

Design motorcycle
Of the total 16,291 motorcycles observed at six sites
along the motorcycle path of F02, Selangor, it was foundthat 99% (16,126) were small- and medium-sized motorcycles of engine sizes 150c.c. and below, thus representing the “design” motorcycle-vehicles. Only 1% (165) of
the motorcycles were large-sized motorcycles of engine
sizes above 150c.c.. Direct measurements of the design
motorcycle-vehicle revealed that the length of the motorcycle is about 2.0m (Figure 2).
The breadth of the design motorcycle-vehicle spans
about 0.8m measured between outer ends of the two side
mirrors (Figure 3).

Fig. 3 Type of motorcycle representing the design
motorcycle

4.2 Space requirement
4.2.1 Static space
Figure 4 and Figure 5 showed the simplified outline and dimensions for a static motorcyclist. A motorcyclist physically spans 0.8m wide, and measured 2.0m
in length. Thus, an area of 1.6m2 (0.8m × 2.0m) represents the physical space occupied by a static motorcyclist.
The motorcyclist eye-level is about 1.4m high from theground level while the total height of the motorcyclist isabout 1.6m.

IATSS RESEARCH Vol.29 No.1, 2005 •53

TRANSPORTATION

800 mm

800 mm

800 mm

1430 mm

20 mm

20 mm

1430 mm

1560 mm

1430 mm
20 mm

EYE LEVEL

1560 mm

EYE LEVEL

EYE LEVEL

1560 mm

250 mm 250 mm

1300 mmFig. 4 Physical width of a static motorcyclist - 0.8m

CenterCenterFig. 6 Side-by-side motorcyclists separation distanceof 0.50m

2000 mm
EYE LEVEL

4.2.2 Operating space
Data summary revealed that the mean separation
distance was 0.52m with a standard deviation of 0.18
(N=178). The range covers a minimum and maximum
separation distances of 0.10m and 0.92m respectively. The
mean speed was 61km/hr with a standard deviation of
6km/hr (N=1284). The mean flow rate was 1190motorcycles/hr/ln with a standard deviation of 337motorcycles/
hr/ln (N=120). For simplicity purposes, the values of the
motorcycles separation distance, speed, and flow rate may
be reasonably rounded-off as 0.50m, 60km/hr, and1200motorcycles/hr/ln respectively (Figure 6).
Halves of the mean separation distance (0.25m) was
taken as the side-buffer zone for a motorcycle/rider unit.
Therefore, the mean operating space required by a single
motorcyclist riding under the mean speed of 60km/hr andflow rate of 1200mc/hr/ln conditions is 1.3m (Figure 7).
4.3

Riding manner
Even though the matrix of Table 1 seems incomplete, the observations were adequate to reasonably indicate that motorcyclists ride in a single file throughout

54 • IATSS RESEARCH Vol.29 No.1, 2005

1430 mmFig. 5 Physical length of a static motorcyclist - 2.0m

250 mm

20 mm

20 mm

800 mmEYE LEVEL

1560 mm

1560 mm

1430 mm

250 mmFig. 7 Operating space of 1.3m required by a motorcycle/rider unit

the low-and high volume conditions within motorcycle
lanes of 1.7m wide or less. This platoon-riding manner
seems related to the constraint in the total width of the
motorcycle path.
It is interesting to note that for lane widths of 1.9
to 2.0m, motorcyclists ride in a single file under low volume conditions. However, they would form into two
imaginary lines under high volume condition. For lane
widths of 2.4m and above, motorcyclists formed morethan one imaginary line even under low volume conditions. For the purpose of simplicity, it indicated that for
motorcycle lanes wider than 1.7m, motorcyclists formed
themselves into more than one imaginary line either under low volume or high volume conditions. It may arise
from the availability of operating space for motorcyclists
to pass the slower ones within the motorcycle path.

KEY COMPONENTS OF A MOTORCYCLE-TRAFFIC SYSTEMHUSSAIN H., RADIN UMAR R.S., AHMAD FARHAN M.S., DADANG M.M.

Table 1 Motorcyclists riding manner along various lane widths under low and high flow conditions
Sites

Total lane
width (m)Low volume condition(Flow < 1900 mc/hr/ln)

High volume condition(Flow > 2500 mc/hr/ln)

Meanflow rate(mc/hr/ln)

Mean
speed
(km/hr)Nos. oflines
formedMeanflow rate(mc/hr/ln)

Mean
speed
(km/hr)Nos. oflines
formed

F02

3.3

902

61

2

–

–

–

F02

3.0

1799

51

2

–

–

–

F02

2.4

1343

52

2

–

–

–

F02-Exp

2.0

1381

46

1

–

–

–
2

UPM-Exp

1.9

–

–

–

2694

34

UPM-Exp

1.7

–

–

–

3106

25

1

F02-Exp

1.6

1046

45

1

–

–

–

UPM-Exp

1.5

–

–

–

2845

11

1

F02-Exp

1.4

–

–

–

2548

11

1

5. DISCUSSION AND CONCLUSIONSThis study highlighted on some basic characteristics of the key components of a motorcycle-traffic system in Malaysia, i.e. the design motorcycle-vehicle, themotorcycle-rider unit space requirement, the motorcycleriding manner along motorcycle paths of various lane
widths, and how one influenced the other. These components interact with each other to form motorcycle-traffic stream. It was found that 99% of the motorcycles
population in Malaysia comprises those of small- andmedium-sized type motorcycles with engine sizes 150c.c.
and below (Fig. 2 and Fig. 3). Because of their small insize, a rider does not require much space for maneuvering. A static motorcyclist measured about 0.8m in widthand 2.0m in length, and occupies a physical space of
1.6m2 (Fig. 4 and Fig. 5). This indicated that a lane width
must be greater than 1.6m for two motorcyclists to passeach other within the motorcycle path. It is noted thatthese small-sized motorcycles were slightly larger thanbicycles. Generally, the bicycle handlebar width is lessthan 0.75m, and its length less than 1.9m12. Even though
the physical widths of these two-wheeled vehicles arequite close, their operating spaces are expected to differ
because comparison is between a motorized and non-motorized two-wheeled vehicle of different travel speed capacities.
A motorcyclist requires a certain amount of operating space to ride along a motorcycle path. Results suggested that at a motorcycle flow rate of 1200mc/hr/ln
corresponding to a mean speed of 60km/hr, a typical mo-

Motorcyclists riding
mannerSpace concept

Lane or Headway
concept

torcyclist needs between 0.9m and 1.7m of width to operate, while the mean operating width is 1.3m (Fig. 7).
Meanwhile, a typical bicyclist needs between 0.75m and1.40m of width to operate12 and a bicycle operating space(min. design LOS C) of 1.1m wide was recommended11.
The required space referred to as the “effective lane
width” for a bicycle is much smaller than motorcycle because of its lower travel speed and shorter width. The
ranges in motorcyclists operating widths (0.9m-1.7m) inferred that a 1.7m wide motorcycle path would expect
motorcyclists to ride in a single file even though not in aperfectly straight line due to the constraint in space to passeach other. From another aspect, a motorcycle path shouldbe 1.8m wide or more for two motorcyclists to conveniently pass each other.
These values complement the findings on the motorcyclists riding manner along motorcycle paths of various widths (Table 1). It revealed that motorcyclists ridein a single file within motorcycle paths of 1.7m wide andless throughout the low and high volume conditions. Under these conditions, the lane or headway concept asestablished to automobiles flow may be adopted to motorcycle flow. Hence, the motorcycle flow would be measured in mc/hr/ln, motorcycle speed in km/hr and density
in mc/km/ln. An “ideal lane” is expected to lie between
1.4m and 1.7m lane widths, and this warrants further studies.
It was also observed that motorcyclists tend to form
themselves into more than one-line within motorcycle
paths wider than 1.7m either during the low or high volume conditions (Table 1). This is much related to theavailable space within the motorcycle path that allow
IATSS RESEARCH Vol.29 No.1, 2005 •55

TRANSPORTATION

faster motorcyclists to utilize it for overtaking slower
motorcyclists, thus leading them to form another imaginary line along the path. This seems in line with the earlier suggestion that a motorcycle path should be 1.8m
wide or more to enable two motorcyclists to conveniently
pass each other. This condition indicated that the spaceconcept as established in pedestrian studies9,16 could be
adopted to motorcycle flow. The motorcycle flow would
therefore be measured in mc/hr/m-width, speed in km/hr
and density in mc/m2 (or space in m2/mc).
Overall, this study gives some new understanding
in the key components of a motorcycle-traffic system andthe parameters of a motorcycle-traffic stream for an uninterrupted exclusive motorcycle path (one-way) in Malaysia. It highlights that the qualitative measures ofmotorcycle flow are similar to those used for vehicularflow, i.e. the freedom to choose desired speeds and to
bypass others. Therefore, engineers should generally
avoid providing motorcycle paths of 1.7m wide or lessunless the space is greatly constrained. The knowledgeof the motorcycle macroscopic parameters provides somebasis in planning future research to further understand the
motorcycle-traffic stream, to establish the motorcycle
speed-flow-density relationships and to estimate the capacity and level-of-service for an uninterrupted motorcycle path in Malaysia. Findings would be useful forengineers in developing and highly motorcycled countries
like ASEAN to maximize the benefits while minimizing
the space consumptions and construction costs when providing motorcycle paths in their effort to address the key
road safety problems.

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ACKNOWLEDGEMENTS
Data, grants and support for field data collections were provided by the Public Works Department, Ministry of Works Malaysia, National Science Council IRPA Malaysia and Roadcare(Malaysia) Sdn. Bhd..