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Research Report at Keidanren
Kaikan on April 12, 2019

1841A
Proposition of Sustainable Community
Development
based on Safety utilizing Motorcycle Culturein the ASEAN Region

Kenji Doi, Project Leader

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Project Members
Kenji Doi (PL)
Shunsuke Kamijyo
Yuto Kitamura
Masaya Takahashi
Nagahiro Yoshida(Professor, Osaka University Graduate School of Engineering)(Associate Professor, Emerging Design and Informatics Course, The University of Tokyo III)
(Professor, The University of Tokyo Graduate School of Education)(Director, Industrial Epidemiology Research Group, National Institute of Occupational Safety and Health, Japan)(Osaka City University Graduate School of Mechanical and Physical Engineering)Special Researchers
Hiroto Inoi
Yuichi Inoue
Masanobu Kii
Takaaki Hasegawa
Naonori Yamaguchi
Sippakorn Khaimook
Kento Yoh

(Toyama University Department of Civil Design and Engineering)(Director/IATSS Counsellor, Tokyo City University International Center)(Professor, Kagawa University Faculty of Engineering and Design)(Professor, Saitama University Graduate School of Science and Engineering)(Professor, Osaka International University Faculty of Human Sciences)(Doctoral Program, Graduate School, Osaka University)(Doctoral Program, Graduate School, Osaka University)

Overseas Collaborators
Yu-Chin Chiou
Hsin-Li Chang
Yi-Shih Chung
Paramet Luathep(Professor, National Chiao Tung University, Taiwan)(Professor, National Chiao Tung University, Taiwan)(Assistant Professor, NCTU, Taiwan)(Lecturer, Prince of Songkla University, Thailand)

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Objectives of the Study and Targets for this YearOn the other hand, systematic understanding of the causes of motorcycle accidents is lagging.
In particular, 74% in Thailand, 62% in Malaysia, 74% in Cambodia, etc.

Accidents involving motorcycles in almost all ASEAN countries are the main cause of fatalities (WHO).
Safety training for drivers isundeveloped and not implemented.

Laws are undeveloped.

Laws and regulations that do
not match the actual
situation

Increase of
motorcycle
accidents in Asia

There are laws,
but not followed.

The fine ischeap.

Lack of interest fromgovernment
Other priorities
Priority is given to themaintenance of main
roads in urban areas.
Undeveloped road infrastructure

Not feel the need for education
No educational programs - Lack of funding and experienceNo safety measures taken (including helmets)

Growth of
motorcycle use

Comfortable, fun, and convenient(sabay...)Cost a lot.
Not feel the need for the
repair.

Alternative means oftransportation are
not available or not usable.

Even if it breaks a little,
it's good enough to use.
Poor vehicle maintenance andinferior quality products

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Focus of the Research.
Ratio of Traffic Accident Fatalities by Mode (2016)

Number of Global Traffic Accident Fatalities (2016)

Source: WHO 「Global status report on road safety 2018」1)

GlobalAverage
世界平均

28%Southeast Asia, South Asia
東南アジア・南アジア

43%

Europe
欧州

0%
Car
自動車

20%

GlobalAverage
世界平均

14%Southeast Asia, South Asia
東南アジア・南アジア

3%
2%
11%

Japan
日本

23%

5%

15%

35%

40%

60%

80%

Pedestrian
歩行者

20.7
9.3

Europe
欧州

27%

17%

BicycleMotorcycle/Motor Tricycle
自動二輪・三輪車
自転車

18.2

4.1

Japan
日本

100%
Others
その他

0

5

10

15

20

25

Numberof Traffic Accident Fatalities per 100,000 Population
人口10万人あたり交通事故死者数（単位：人）(Unit: Person)

Diverse Road Transportation Users
The road traffic users who are in a vulnerable position are called Vulnerable Traffic Users. They need to be given
priority and protection. However, the definition of vulnerable traffic users varies widely from country to country andregion to region.
Motorcyclists in Southeast Asia and South Asia are considered as vulnerable road users. Differences in therelationship between the vulnerable and the strong in different countries and regions are reflected in the
differences in road safety awareness.
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Motorcycle Ownership Rate and Accident Rate
Number of Registrations
per Thousand People

TaiwanThailandNumber of Fatalities
per 100,000 People

Thailand

What are thesimilarities anddifferences
between Thailand
and Taiwan?

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Positioning of Motorcycles in Taiwan
Values related to Transportation
IndividualSociety

Fast

SafetyConvenience

Fatality Rate of Motorcyclists by Gender and Age

Age65+
Age18-24

Motorcycle
The center of mobility
in daily life

EasilyInexpensively

The center of social life
for young people

Use of motorcycle＝ People’s Right
Young people have a strong interest in andinfluence over politics, and politics has no
choice but to respect them.
Priority
Improvement in
the convenience of
publictransportation
・Network development
・Fare cost reduction＞

Motorcycle Control
・Cost increase・Restrictions on bicycle
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Road Space Design focusing on Motorcycles
Road space design focusing on motorcycles
Since the mixture of cars and motorcycles travelling on the same roads increases the risk of accidents, a separate typespace design has been introduced to prevent the mixtures of cars and motorcycles on the roads.
(機車:Motorcycle,汽車: Car)

Motorcycle only lane
Motorcycle priority lane
No motorcycle lane

Motorcycle waiting area
Two-step right turn formotorcycles

Overprotection for MotorcyclesUse of sidewalk and eave walkways as bicycle parking spaces
The sidewalk is converted to a motorcycle parking space. (Taipei)
Inadequate sidewalk maintenance/Few pedestrian protection facilities

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Actual Conditions of and Countermeasures against Traffic Accidents in Taiwan

Injuries

Number of Fatalities and Injuries inTraffic Accidents

450,000

2,047

Fatalities

2,117

2,200

300,000

413,229

2,040
1,928

400,000

350,000

Top Four Factors in Traffic
Fatalities in 2014

334,082
315,201
293,764

2,100
2,000

1,819
373,568

1,900
1,800
1,700
1,600

250,000
99年

100年
2010 2011

101年
102年 2014
103年
2013
2012

The increase in the number of injuries is believed to be
due to excessive speed of about 10km/h which is notwell enforced.

1,500

FactorRate

Careless
driving

18.5%

Ignoring the
Yield

16.9%

Ignoring
traffic lights
and signs

11.6%

Drinking anddriving

8.3%

Traffic Accident Fatalities
by Mode (Past 10 Years)

2%
13%
20%
6%

59%
Vehicleoccupants
Car
Motorbikes
Motorcycle
BicyclesBicyclePedestrians
PedestrianothersOthersFrom the 12th Road Traffic Order and Road Safety Reform Plan (2016 to 2018)
Strategy
Speed Management
Stop/yield at Intersections
Motorcycle Safety

Goals
•
•
•

12% decrease in fatalities in traffic accidents in 3 years
0% increase or decrease in the number of people injured in traffic accidents in 2016
Number of people injured in traffic accidents is below the 2013 level.

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Characteristic Types of Motorcycle Accidents

Sideswiped collision: change lane
Right-angle collision: change interval
Left turning other-angle collision by left turning movement : turning
movement with opposite straight movement
Right turning other-angle collision by right turning movement : turning
movement with straight movement
Rear-end collision: change interval and width of intersection

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Motorcycle ITS Trial: 70% Accident Reduction Effect
Detect approaching vehicles
by 10/24GHz/active RFID.

Broadcast alert messages(BT, Wi-Fi or cellular )

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Positioning of Motorcycles in Thailand
The Three ”S”s
representing theThai National Character

Sabai
SaduakSanuk(With a good feeling)(Conveniently)(In a joyful manner)

http://caliban.blogspot.com/2003/10/suay-sabai-saduak-sanuk-thai-diaries.html

Walking is neither sabai nor saduak and definitively not sanuk. You will hardly see anybody walking
in a Thai town, whatever its size. Schoolchildren are cycling, and biking is the prevalent form oftransport across town with the motorized tuk-tuks and samlors. It is very common to see a fullfamily of 4 on a single bike.
When travelling through Bangkok, biking is the fastest and most dangerous form of transport but isa fun way to reach your destination. Even if it is not that cheap, bikes are available nearly
everywhere and commonly used by people.
→ Similar to the Taiwanese sense of value for motorcycles

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Composition of Motorcycle Accidents
All Accidents
Single Car Accident
Accident with abicycleAccident with apedestrian

Motorcycle related

Accident with a car

OthersAccident with amotorcycle

Fatal Accidents
Single Car Accident
Accident with abicycleMotorcycle related
OthersAccident with apedestrian
Accident with a car
Accident with amotorcycle

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Collisions between Motorcycles (Motorcycle Taxi)

Photographed on
September 13, 2017
Many people walk away or pass the accident sites as if nothing happened, perhaps because it is so common.

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Occurrence of Accidents caused by City Block Configuration

Many motorcycle accidents
occur at the intersection of main
roads and narrow streets (soi)surrounding the superblock.

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Similar Issues seen in Korea- A city is formed by superblock surrounded bywide, multi-lane main roads.
•••

Emphasis on speed (60km/h limit is common.)Signal cycle length(Approx.140 to 150 s, Max. 180 s)
A lot of on-street parking ← Japan's garage law was considered,but not introduced.

- Delay in safety measures for living roads in the city area

Main Roads

Superblock

Map in vicinity of Gangnam Station©GoogleFor drivers

For pedestrians

A road space with a wide
width and a high degree ofdriving freedom, where
automobiles, especially large
vehicles, are given priority.

Speed of travel + length ofcrossing distance → humanscale/speed is exceeded androad space is not easily
embodied.
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Motorcycle Taxis and Rental Motorcycles supporting the Last Mile Delivery

Damaged Helmet
Motorbike Rental

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Actual Conditions of Helmets sold and used in the Local Market
Helmet for motorcycle
1 type (half type)
Shock absorption test
Hemispherical anvil
Impact speed: 5.8-5.95m/s
First time: Back of head
Second time: Left side of head

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Helmet’s Functions to prevent Serious Injuries
Shock Absorption Test

Dummy Head-Fall Device

A dummy head wearing a helmet is induced to freefall onto an anvil at a specified fall speed. The
acceleration of the dummy head is measured.
⇒Confirm that an impact does not apply to the brain
causing a fatal wound

Plane Anvil

Hemisphere Anvil

Electromagnetic
Fall Device

Guide Cable
Dummy Head
HolderDummy Head
Retainer
Damper

Anvil

Stand

In particular, collision
with road surface isassumed.

Collision with roadstructures and vehicles isassumed.

For 3-axis Accelerometer

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Helmet’s Functions to Prevent Serious Injuries
Penetration Resistance Test

Chin Strap Strength Test

Drop the striker from the specified height and let it
hit the helmet.
⇒Ensure that no sharp objects penetrate thehelmet in the event of an accident.

Apply a preload to the strap in the vertical downward
direction and allow the falling object free-fall from acertain height.
⇒Confirm that the helmet will not fall off in the eventof an accident.
Dummy Head for Chin
Strap Test
Helmet on the
Dummy Head

Guide Tube

Penetration
Resistant Striker

Indicator

Chin Strap
Setting Tool
Elongation Scale

Dummy Head

HelmetSurface Plate
Concrete
Platform

Falling Weight
Guide RodFoam Pad

Helmet Holder
Load Cell(Selection
Condition)
Falling
HeightAnvil fixed to the Guide Rod
Displacement
Measuring Device

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Helmet Types and Safety Standard Issues
Helmet Shape

Half type,Three-quarters type

Japan’sStandardThai Standard
(TIS)

JIS
T8133
1 typeBased onEuropeanStandard(ECE R22)

Half Type *1

Helmet Body
Shock
Absorption
Liner

Three-quarters Type *1

CushionShock
Absorption LinerCushionAlso known as a " bowl-shaped " type, a structure in which the ear area is notcovered by the protection area of the helmet.

Open Face Type

Helmet Body

Helmet Body
Shock
Absorption
Liner

It is also called "semi-jet type", and the protection range of the helmet isextended to the lower part of the ear compared with the half type.

Full-face Type

Helmet Body
Shock
Absorption
Liner

CushionCushionFull-face type,Open face type

Half Type: 28.1% (9 Cases)
Three-quarters Type : 6.3% (2 Cases)
Open Face Type: 3.1% (1 Case)
Full-face Type: 31.3% (10 Cases)
Not wearing a helmet: 28.1% (9 Cases)
Others: 3.1% (1 Case)
Half Type: 22.8%(52 Cases)
Three-quarters Type : 13.2%(30 Cases)
Open Face Type: 6.1%(14 Cases)
Full-face Type: 36.8%(84 Cases)
Not wearing a helmet: 18.9%(43 Cases)
Others: 2.2%(5 Cases)

JIS
T8133
2 types

Based on US’s
DOT Standard(FMVSS 218)

Also known as the "Jet" type, the side protection range of the helmet isextended further down compared with the three-quarters type.

The protective area of the helmet is an integrated structure including the chin area,
and a face shield is generally attached to the window opening to protect the eyes.

*1 The intended use (for 0.125L (125cc) or less) is indicated on the helmet.

Examples of Fatal Accidents due to Head Injuries (32 Cases in Total)

5.9pt
increase
Examples of Accidents Involving Motorcycles (228 Cases in Total)

5.3pt
decrease

Motorcycle accidents in which
the type of helmet was identified
in Japan was compared with thefatal accidents due to head
injuries among the above
accidents.
⇒The results suggest that thehalf type is less safe than theother types, even though itmeets safety standards.

http://www.itarda.or.jp/itardainfomation/info39/info39_1.html:ITARDA Survey Results of Motorcycle Accidents and Helmets
The double standard problem between the Road Traffic Law Enforcement Regulations for riding helmets and the Consumer Product Safety Law
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Helmet Safety Verification Results
No.

1

2

3

4

5

6

7

8

9

10

Helmet ShapeType 1

Type 1

Type 1

Type 2Type 2Type 2Type 2Type 2Type 1

Type 2

Hemispherical Anvil

○

○

×

△

×

×

×

×

Plane Anvil

○

○

○

○

○

○

△

×

Result

Pass

Pass

Fail

Fail

Fail

Fail

Fail

Fail
Pass

Fail

Pass

Fail

ImpactAbsorption
Test

Penetration Resistance Test
Chin Strap Strength Test

Fail○: Both locations are within the standard range. △:One of the two locations is within the standard range. ×:Both locations are outside the standard range.

••

Type 1 shape helmets generally met the safety standards of Japan.*All type 2 shape helmets did not meet the safety standards of Japan.

*Type 1 helmets are designed for 125cc or less motorcycles, and the standard values are laxer than those for Type 2 helmets.

More problems...
-Inadequate helmet protection for the field of view
-Shock-absorbing material is removed to ensure air permeability.
-Fixation of metal fittings (chin strap) is loose.
etc.
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Differences in Perceptions between Motorcycle Users and Non-Users
How do the people using motorcycles on a daily basis think differently than we do?

Positioning of Motorcycles in Thailand
The Three ”S”s
representing theThai National Character

Sabai
SaduakSanuk(With a good feeling)(Conveniently)(In a joyful manner)

Walking is neither sabai nor saduak and definitively not sanuk.
You will hardly see anybody walking in a Thai town, whatever its size.
Schoolchildren are cycling, and biking is the prevalent form oftransport across town with the motorized tuk-tuks and samlors.
It is very common to see a full family of 4 on a single bike.

Focus on therelationshipbetween walking
and motorcycleuse.

→ Similar to the Taiwanese sense of value for motorcycles
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Conducting a Web-based Survey
Survey on Changes in Transportation Awareness and Behavior of Foreigners
Visiting and Staying in Japan
Subjects: Foreigners living in Japan for 5 years or less who are registered in the research company's database
Method: Awareness survey on the web system (in English only)
Number of Responses: 499
Survey Items

Birthplace

31%

・Traffic behavior before coming to Japan・Changes in traffic behavior before and after coming to Japan

16%

・Awareness of the walking environment in Japan

23%

・Change in awareness of walking
・Change in intention of driving behavior
・Change in values toward mobility
・Culture of motorcycles in home country

Southeast Asia
東南アジア

15%

・Personal attributes of the subjects

South Asia
南アジア

Other Regions in

アジアその他
Asia
欧州
Europe10%

North America
北米
Othersその他

5%Length of Stay

19%

17%
18%

24%

Under 1 year
1年未満
1 to 2 year
1年-2年
2 to 3 years
2年-3年
3 to 4 years
3年-4年
4 to 5 years
4年-5年

22%

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Number of People (Unit: People)

300
250
200
150

Increased
増加した

100

No change
変わらない

50

Decreased
減少した

0Changes in Walking Frequency of Walking
before and after coming to Japan

Changes in the Walking Behavior before and after coming to Japan

Change in Frequency of using Public Transportation
before and after coming to Japan

 Respondents who increased both the frequency of using public transportation
and walking after coming to Japan: 75%
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Changes in Values of Mobility after coming to Japan

People from Southeast Asia and South Asia N=197

People from Europe and North America N=194

利便性
Convenience
安全性
Safety
快適性
Comfortability

Environment-friendly
環境性Entertainment
娯楽性
0%

20%

40%

60%

More important than
以前より重視する
before80%100%

No change
変わらない

0%

20%

40%

60%

80%

100%

Less important than
以前より重視しない
before People from Southeast Asia or South Asia
Respondents who answered that safety and comfort are more important than before: About80%
 People from Europe or North America
Respondents who answered that safety and comfort are more important than before: About
40%
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Changes in Attitude and Behavior toward Traffic Rules after coming to Japan
People from Southeast Asia andSouth Asia N=118

People from Europe andNorth America N=140

Obey traffic
lights and signs
信号や標識に従う

制限速度内で運転する
Drive
within the speed limit
Do not drive if少しでも飲酒したら運転しない
having any alcohol consumption

シートベルトを着用する
Wear a seatbelt
横断歩道で歩行者を優先し停止する
Give priority
to pedestrians and stop at crosswalks
When turning right or left, yield the right-of-way to
右左折の際は対向車に進路を譲る
oncoming traffic
Slow down and stop at intersections without
信号のない交差点では減速・停止する
traffic lights
0%

50%

100%

More opportunities
No change
以前より機会が増える
変わらない
than before

 People from Southeast Asia or South Asia
Respondents who answered that they would
try to drive safely: About 50%

0%

50%

100%

Less opportunities
以前より機会が減る
than before

 People from Europe or North America
Respondents who answered that their driving style has
not changed: About 80%
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Hypothesis Formulation
Change in frequency of public
transportation use before andafter coming to Japan

Capability of assuming
circumstances around thebody

Change inwalkingbehavior

When using the public
transportation, always walking
is included as an option.

Awareness of theenvironment based on
physical sense

Awareness of
walkability
Change in values oftransportation (fromconvenience to safety andcomfort)

Shift toawareness of theprotection of the
weak.
Values of safety
and comfort

Gaining normative
consciousness about own
behavior
Keep in mind todrive safely after
returning to homecountry
The experience of walking in Japan has led to a shift in awareness toward the protection ofvulnerable road users and increased safety consciousness.

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Relationships validated by Covariance Structure Analysis
Change in frequency of public
transportation use before andafter coming to JapanAll Nationalities

0.416***
Change in walking
frequency before andafter coming to Japan

Change inwalkingbehavior

1.000***

0.215***

Became more conscious of
the need to separate
pedestrians andcyclists on the sidewalk.
Became more conscious of
the need to separate
pedestrians and vehicles.

Awareness of
walkability
0.614***

0.725***

Became conscious ofbarrier-free sidewalks.

0.521***

0.765***

0.544***

Shift to awarenessof the protectionof the weak.
0.779***

0.830***

Became more consciousof the sidewalk's width
for safe andcomfortable walking.

0.389**

0.286*

Became more consciousof the availability ofplaces to rest
along the way.
Began to be conscious of
the landscapealong the street.

Values of safety
and comfort

Number of Samples: N=495
CFI : 0.971
TLI : 0.959
RMSEA : 0.044

0.664***Emphasis on safety of
movement

0.490***Emphasis on comfortable
movement

Numbers with arrows are pathcoefficients*** : p < 0.001** : p < 0.01
* : p < 0.05
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International Comparison

•
•
•
•

People from Southeast Asia or South Asia

People from Europe or North America

Change in frequency of public
transportation use before andafter coming to Japan

Change in frequency of public
transportation use before and aftercoming to Japan

Change inwalkingbehavior

Change inwalkingbehavior

The use of public transportation induced walking and increased awareness of walkability.
The walking experience promoted the acquisition of the perspective of protecting the vulnerable road users andthe formation of a sense of values for safety and comfort.
歩きやすさ
歩きやすさ
The values of safety and comfort
formed by the walking experience led to a commitment
to safe driving behavior.
Increased safety awareness wasmore noticeable among those who came from areas wheremotorcycles were
への意識
への意識
considered as vulnerable.
Shift toawareness ofthe protectionof the weak.

Number of Samples: N=194
CFI : 0.957
TLI : 0.921
RMSEA : 0.047

Values ofsafety andcomfort

Number of Samples: N=194
CFI : 0.983
TLI : 0.975
RMSEA : 0.029

Values ofsafety andcomfort29

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How to change mindsets locally rather than in Japan

Sabai

Comfortability

SanukEntertainment

SaduakConvenience

Safe
SafetyDemonstrate value-based options→ Practice mobility management
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MaaS-LC designed for Safety and Walkability
LC: Local Contexts

Safety
Walk

Walk

Walk

Network redesign of public

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Safety Considerations in Maas-LC

Safety Index calculated from accident risks on routes and modes of transport.
Walkability calculated from walking paths.
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Local Practicality Test

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Local User's Evaluation
Used the bus based on the information in the app
Used other means of transportation based on the app

Changed the travel route using the app

Took safety into consideration when making transportation choices
Considered walkability in choosing travel options

Yes

No

Don’t knowThis app is easy to use.
Want to continue to use this app.
69 monitors
・Residents: 53％
・Traveller:47％

Yes

NeitherNo

Don’t know

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Summary This year (the first year), we focused on the area with the highest traffic
accident fatality rate in Thailand, where traffic fatalities are frequent, tocollect accident data, visualize accident occurrence situations, verify thesafety of helmets worn in the area, and develop a MaaS-LC prototype toencourage people to switch from motorcycles to public transportation andparatransit.
 In addition, based on a web-based awareness survey, it was found that incountries and regions with high rates of motorcycle use, motorcyclists are
regarded as vulnerable road users, and that this perception of them asvulnerable delays regulation of motorcycles and creates a unique situationin which motorcycle-related accidents account for about 80% of allaccidents. The report also revealed issues related to traffic culture.

35

1841
アセアン二輪プロ
1841
asea
motorcycle pro