NG WEI KHIANG

SELVA PONNIAH

JULY 30, 2003

FOR

OSH DEPARTMENT

MALAYSIAN TRADES UNION CONGRESS

Contents

	Page

1.0 Introduction	3

2.0 Legislation	4

3.0 OSH Scenario	5
3.1 Causes of Commuting Accident	5
3.2 OSH Initiatives	9
3.3 OSH Program for Company Driver	11

4.0 Conclusion & Recommendations	13

5.0 Attachments	14

6.0 References	21

1.0 Introduction

Generally, Transport sector is defined as industry which engages in the conveying of goods or people from one place to another. Under the Malaysia Social Security Organization (SOCSO) definition, Transport sector is classified into two sub-sectors namely, (i) Transportation and Storage, and (ii) Communication. The Transportation and Storage category is further subclassified into three major disciplines namely land, marine and air transport.

In terms of economy contribution, Transport sector has contributed RM 20,467 million in 2003 which is about 8.8 % of the Malaysia GDP (Ministry of Finance, 2003).

For the production of land vehicles, the statistic published by Malaysia Automobile Association (MAA) showed that the vehicle assemblers and manufacturers in Malaysia have a total combined capacity of 570,000 unit per annum. The production of the passenger cars and commercial vehicles from 1996 to 2001 is shown in Table 1.

Table 1. Production of Automotive Industry

Category	1996	1997	1998	1999	2000	2001 (Jan-Jun)

Passenger Cars	254 881	362 088	148 960	272 304	295 318	165 701
Commercial Vehicles	84 899	150 306	12 751	31 415	63 877	34 707
Total	339 780	512 394	161 711	303 719	359 195	200 408

Source: MAA, 2003.

In terms of registered vehicle, the percentage of registered vehicle in Malaysia is higher among the motorcyclist (53.1%) compared to car (36.7%) (MRSC, 2003).

In 2003, there are 16,424 registered employers in this sector, which is about 3.7% of the total registered employers and 200,449 registered employee, which is about 3.8 % of the total registered employees (SOCSO, 2003).

2.0 Legislation

The legislations that govern road transportation are Commercial Vehicle Licensing Board Act 1987 (Act 334) and Road Transport Act 1987 (Act 333). Under the New revision, reckless driving that causes death will be jailed for a period of 2 to 10 years or/and penalty RM 5,000 to RM 20,000 and suspension of driver’s license.

Under OSHA 1997, the responsibility of the employer and employee has been promulgated which include the duty of care to provide and ensure safety and health at the workplace including commuting safety.

Sea transportation is governed by Malaysia Merchant Shipping Ordinance 1952 and Merchant Shipping (Central Mercantile Marine Fund) Rules 1984. Other are Port (Safety of Workers) Rules 1985 and Petroleum (Safety Measures) Regulation (Transportation of Petroleum by Water) 1985. In many cases, International Maritime law and regulations are referred such as International Maritime Organization (IMO) Convention on Preventing Collision at Sea 1972 (COLREGs). Additional legislation governed the vessel transporting petroleum are United Kingdom Oil Operator Association (UKOOA) or International Association of Oil and Gas Producers (OGP) directives.

For air transportation, the respective legislation are Civil Aviation Act 1969, Civil Aviation Regulation 1996, Carriage by Air Act 1974, Extra-Territorial Offences Act 1967, Civil Aviation Offences Act 1984 and Airport and Aviation Services (Operating Company) Act 1991. The Malaysia Department of Civil Aviation has published directives and policies from time to time such as the Safe Air Transportation Policy.

The common reference standards on transportation of dangerous goods are European Council Directive 96/35/EC or United Nations substance numbers assigned to a dangerous good by the United Nations Committee of Expert on the Transportation of Dangerous Goods (UN List).

3.0 OSH Scenario

For aviation and marine transportation, there are national, international and industry specific guidelines and standard to be complied and are assessed prior to commissioning. This is true in light of the safety of the passenger and the effects of the goods to the sea environment in case of accident, which in most cases is catastrophic. The context of self-regulation is a common practice for these two sectors, in which safety measures have been developed from the design stage up to operational stage. During design stage, risk assessment and management studies shall be conducted by risk specialist such as Hazard and Effect management (HEMP) study, and control measures and prevention will be instituted in the system.

OSH in Malaysia air transportation industry has been reviewed by the local researcher and OSH risks have been identified (Ling KH, 1996). The common OSH hazards are atmospheric pressure, noise, shift work and infectious diseases among the flight crews and air traffic controller.

The highlight of the discussion will be on land transportation in particular commuting hazard. Besides commuting hazard which is a major concern in terms of severity and risk., heat stress from engine, especially long distance truck without air conditioning, shift work, vibration, noise and stress are also relevant to the driver. The effect of heat stress from engine has contributed to the low spermatogenesis. Shift work, vehicle vibration and noise cause fatigue and reduction of human performance. The issues pertaining to commuting safety is deriving from multiparty initiatives and program which are relevant to this sector.

3.1 Causes of Commuting Accidents

In Malaysia, under the Ministry of Transport, the Malaysia Road Safety Council (MRSC) has documented road accident statistic. At one time, Malaysia has the highest number of road accident per number of vehicles. For example, road accident fatality increased from 4,048 deaths in 1990 to 6,304 deaths in 1996. In terms of per 10,000 registered vehicles, the figure jumped from 7.41 per 10000 registered vehicles in 1990 to 8.2 per 10000 vehicles in 1996.

According to the statistic produced by Malaysia Road Safety Council, there are 14 causes of road accident in Malaysia. The main causes of road accident are (1) Speeding, 32.8%, (2) Careless driving, 28.2%, (3) Careless overtaking, 15.1%. From the statistic, it showed that drivers’ behavior is the major cause of road accident, which contributed 76.1% of all the causes of road accident. Other factors are tailgating (drive too closely behind another vehicle), 3.8% and road condition, 3.0% (Table 2).

Among the road users, a study conducted by Road Safety Research Center (RSRC), University Putra Malaysia in 2002 showed that the relative risk of fatality was 1.5 times higher among the motorcyclist compared to other road users (RSRC, 2002).

Form the statistic published by MRSC and RSRC, the root causes for the unsafe driving behavior could be correlated to risk-taking behavior, lack of safe driving skill, low safety awareness or under the influence of drug and alcohol.

Table 2. Causes of Fatal Road Accident in Malaysia.

Factors	Percentage (%)

Overloading (Goods)	0.2
Overloading (Passenger)	0.4
Illegal Parking	0.2
Drink Driving	0.3
Careless Driving	28.2
Careless Cornering	11.7
Careless Overtaking	15.1
Tailgating	3.8
Speeding	32.3
Traffic light Violation	1.3
Road Conditions	3.0
Mechanical	2.0
Weather	1.0
Lack of Signal	0.4

Total	100

Source: MRSC, 2002.

The statistic from Social Security Organization (SOCSO) showed that the number of reported commuting accident has risen from 14,771 in 1996 to 18,763 in 2001 (Table 3). In terms of per number of registered employees, the figure has jumped from 1.94 per 1000 workers to 2.14 per 1000 workers. Within the same year, the number of workplace accident excluding commuting accident has dropped from 22.4 per 1000 workers in 1996 to 16.5 per 1000 workers in 2001. It could be concluded that commuting accidents has become the major challenges in reducing workplace accident besides the accidents occurred in the small and medium sized enterprises (SME) which has been reported as the main contributor for the workplace accidents.

Table 3. Total Commuting Accident by Years

Year	Frequency	Per 1,000 employees

1996	14771	1.94
1997	13503	1.64
1998	16759	1.99
1999	18309	2.12
2000	19620	2.21
2001	18763	2.14

Source: SOCSO Annual Report 2001.

In 2001, the Transport sector had recorded the second highest (20.8%) after Electricity, Gas, Water & Sanitary Service sector (26.1%), and about the similar case fatality of Construction sector (19.4%). When compare to industrial average, Transport sector was two times higher compared to industrial average. This alarming figure demonstrated that accident in this sector is at higher severity compared to other sectors (Table 4) and the cause of the severity is not deeply understood and further studies are needed.

Table 4. Distribution of Accidents and Fatality Frequency by Sectors

Industry

Indicator

1977

1980

1985

1990

2000

2001

Agricultural, forestry & fishing

Accidents

Fatality

Case fatality

374

18.7

5,550

0.9

1961

1.9

3897

134

3.4

11893

115

9.6

12424

6.0

Mining & quarrying

Accidents

Fatality

Case fatality

924

11.9

1640

10.9

1563

13.4

2644

4.5

626

17.5

573

12.2

Manufacturing & processing

Accidents

Fatality

Case fatality

28,068

1.0

31,801

1.1

28,592

1.8

54,925

1.5

41,331

282

6.8

35,642

243

6.8

Electricity, gas, water & sanitary service

Accidents

Fatality

Case fatality

179

5.5

177

16.9

106

56.6

860

2.3

537

14.8

499

26.1

Construction

Accidents

Fatality

Case fatality

6807

6.4

3323

4.8

4069

6.8

3123

12.8

4873

159

32.6

4593

19.4

Commerce

Accidents

Fatality

Case fatality

5312

2.8

4291

2.7

2843

7.3

13,893

2.7

15,452

151

9.7

13774

192

13.9

Transportation

Accidents

Fatality

Case fatality

2231

11.2

931

25.7

1174

27.2

2800

9.6

4778

20.5

4382

20.8

Financial & Insurance

Accidents

Fatality

Case fatality

4017

7.9

3627

7.9

3763

10.0

194

15.4

687

16.0

602

10.0

Services

Accidents

Fatality

Case fatality

569

8.7

6581

10.9

5950

106

17.8

Civil Service

Accidents

Fatality

Case fatality

3126

12.7

8248

11.7

7487

136

18.1

TOTAL

Accidents

Fatality

Case fatality

47,912

165

3.4

51,340

143

2.7

61,724

238

3.8

121,104

387

3.1

95,006

1004

10.5

85926

958

11.1

Source: SOCSO Annual Report 2001.

3.2 OSH Initiatives

There have been many initiatives taken by the government and private sectors to ensure safety and health on commuting for the Transport sector in particular.

In 1990, the Government of Malaysia set up a Cabinet Committee on Road Safety with a prime objective to reduce road fatality by 30% by year 2000 as the medium term mission of road safety efforts in Malaysia (Suret S, 2001). Under this initiative, Ministry of Transport and Malaysia Road Safety Council have further developed various program and policy to reduce road accidents in Malaysia.

In 1996, Ministry of Transport has funded the research on road safety in Malaysia through the Road Safety Research Center (RSRC) in University Putra Malaysia. A number of research papers have been published by the RSRC researchers. Besides the study on driver behavior and causes of road accident, RSRC has also embarked on the studies of road condition, type of road surfaces, accident geographical mapping to identify accident-prone areas and monitoring system such as the accident diagnostic system (Radin Umar RS et al, 1996, 1997, 2000 & Pang et al, 1999).

From the studies carried out by RSRC, RSRC has recommended to MRSC to implement Motorcycle Safety Program (MSP) in order to educate safe driving behavior and awareness among the motorcyclist. The MSP has the following strategies and elements: (i) To increase conspicuity, (ii) To improve behavior of motorcyclist and other road user, (iii) To increase protection to motorcyclist, and (iv) To improve the road condition and traffic management.

The Motorcyclist Safety Program (MSP) was started in 1997 and data was collected since then. During each year, the MSP has come out with various road safety programs such as Ops Static, etc. The outcomes of the MSP since 1997 showed an average 13% reduction of road accident and in the year 1999 alone, the reduction was 20% (Table 5). The Task Force concluded that reduction of road accidents during the implementation of the MSP was contributed by the safe behavior of road user. The MSP has direct positive impact on the working community and the people in the Transport sector to have safe driving behavior.

Besides the government initiative, individual companies have also taken the initiative to educate their employees on defensive driving such as the program launched in Proton. Under the Proton Motorcycle and Car Safety Program, employees are trained on various safe driving skills and behavior by the Proton Motorcycle and Car Defensive Riding Team. This program has been acknowledged by Department of Occupational Safety and Health (DOSH), National Institute of Occupational Safety and Health (NIOSH), Ministry of Transport, Ministry of Sports and private enterprises such as Petronas.

Table 5. Effect of MSP on Frequency of Vehicle Road Accident Fatality.

Source: RSRC, 2003.

In 2002, NIOSH with the support of Proton and SOCSO has produced the “Defensive Motorcycle Riding” training module (NIOSH, 2002). This training module was aimed to train individual person to be a competent trainer for “Defensive Motorcycle Riding” in order that the effect could be cascaded down to the employee. The program was launched in November 2003 and many private companies have come forward and participated in this program including fast food and courier services companies. There has also intention that NIOSH will bring this program to school as part of the “OSH in School “ Program, which is supported by ExxonMobil and other corporate bodies.

The Defensive Driving techniques that cover under the Defensive Motorcycle Riding are (i) Accident Avoidance, (ii) Avoiding and dealing with skids, (iii) Cornering and overtaking, (iv) Vehicle position, and (v) Recognition of weather conditions.

National Railway Company, KTMB has started the “Track Safety Program” or commonly called as 038 training for many years ever since the Company Started. The major OSH issues near the track are the fast moving train, electrical power line (25 KW) and heat stress. The Track Safety Program is a compulsory requirement for those who are working on the track including the employees and contractors. The outline of the training covers the roles and responsibilities of Person In Change of Work (PICOW), Look-Out Man, Track and Electrification Safety and Emergency Response Procedures (KTMB, 2002 & Suhaimi A & Ng WK, 2002)

3.3 OSH Program for Company Driver

Although there is argument that the best control measure to prevent road accident is engineering control, however, it is often time limited by practicality and cost effectiveness.

The second best control measure is the administrative controls, which involve the establishing of Road Transport Safety Management System (RTS-MS). Under RTS-MS, driver in each company is subjected to training and competency assessment. The specific driving competency and skill is defined in the Company Transportation policy and procedures. Some companies also issued seat belt policy, speed limit policy and load wide policy as a top management commitment towards commuting safety for the employees.

Many companies have started to formulate Road Transport Policy and Road HSE Management Plan. The common elements in the Road HSE Management including Journey Management, land transport vehicle standard, and driver standard such as competency level and age, fitness and welfare, driving hour and behavior and driving practices (Attachment 1). Often times, clients, employee, vendors are required to comply to the policy. In order for monitoring and continuous improvement, road accident shall be recorded and reviewed periodically by top management (Attachment 2).

Under the Road HSE Management Plan, the competency and skill of the driver are identified and assessed in the following agenda:

No.	Agenda
i	Understanding road safety objectives
ii	Road transport safety management system key policies, rules, and procedures
iii	Defensive driving techniques such as: · Accident avoidance · Recognition of traffic conditions · Recognition of weather conditions · Emergency flashers · Turn signals · Seat belts/restraints · Technical driving skills · Driver daily, pre-trip, and en route vehicle inspections (Attachment 3) · Vehicle safety features · Driving fatigue and drowsiness · Personal protective equipment (PPE) · Risk awareness · Accident statistics (company and national) · Local cultural attitude toward driving, accidents, and fatalities · Causes of accidents and sleep-related accidents · Road accident prevention measures
iv	Environmental hazards: · Sun glare · Inclement weather · Local severe driving conditions A general safety guideline on driving condition shall also follow such as driving operation for long distance and remote areas shall not be undertaken when visibility is less than 200 meters, and that vehicle movement should be prohibited if visibility is less than 25 meters.
v	Government/local restrictions · Police and military checkpoint protocols · Local accident “black spot” information · Local/country traffic regulations, road signs, and markings · Prohibitions
vi	Journey management · Manifests and bills of lading · Unattended vehicle · Unauthorized passengers · Unauthorized cargo · Unauthorized route changes · Responsibility for, care, cleanliness, and inspection of vehicles and associated equipment · Product or cargo knowledge, loading, and securing
vii	Emergency · The fire triangle; transportation fire prevention and protection · First-aid and emergency response procedures

4.0 Conclusion & Recommendations

The higher case fatality in this sector has demonstrated an alarming figure, and it is believed that this sector needs to beef up OSH program and policy. The common occupational hazard is commuting hazard, which in most cases is relevant to other sector.

The initiatives played by SOCSO, NIOSH, DOSH and also some private enterprises in promoting and educating employees on safe driving behavior has gained measurable success. This effort should be continued.

It is imperative that safe driving behavior shall start in School in order to cultivate safe behavior. The NIOSH “OSH in School” pilot program in Klang Valley is a good start and further participation from private enterprises are needed.

Besides instituting Road Transport Safety Management System, only few companies are capturing the commuting accident statistic such as Road Traffic Accident Frequency (RTAF) and Journey Management Rate (km covered per total manhours), which requires further promotion among the enterprises.

Non-governmental organizations such as Malaysian Trades Union Congress and others shall start disseminate and train their members on instituting Road Transport Safety Management System (RTS-MS). Worker participation together with proper enforcement will further reduce workplace commuting accident in Malaysia.

5.0 Attachment

Att. 1 : Driving Practices

All drivers must attend a special course on driving safety provided by the Company. Following are some common-sense driving suggestions.

ALCOHOL

Alcohol is a factor in many road deaths. Even a small amount can hinder your judgment or make you drowsy, particularly if you are already tired. DON’T DRINK AND DRIVE!

SEAT BELTS

Remember to buckle-up. Many countries have laws requiring drivers and passengers to wear seat belts. Whether it is a law or not, company rules require it, and it DOES save lives. You are responsible for making sure all passengers wear seat belts and may incur large fines if belts are not worn. In an accident, seat belts save lives. Remember: BUCKLE UP!

LONG-DISTANCE FATIGUE

Driving long distances can cause fatigue that leads to accidents. STOP and REST at least every 2 hours; change drivers; take a walk; drink some water. Avoid driving immediately after large meals (they tend to relax and tire you).

SINGLE-VEHICLE ROLLOVERS

Rollover accidents are a major cause of death and are often caused by fatigue. Don't overcorrect or brake hard if you drift off the edge of the road.

OVERTAKING

It is strongly advised that you avoid passing/overtaking on narrow road sections. It is better to lose some time than for you and your passengers to become road casualties. Tractor multitrailer combinations (road trains) can be up to 53.5m (175 ft) long and 2.5m (8 ft) wide and have up to three trailers. To pass/overtake safely you should be able to see at least 1 kilometer (0.6 mile) of clear road ahead of the road train.

REFUELING

If possible refuel well in advance of the reminder the gauge gives you. It is recommended to refuel before the ¼-tank level, based on the distance between stations, capacity of the vehicle’s tank, etc.

INCLEMENT WEATHER

Inclement weather driving conditions can deteriorate suddenly without warning. Therefore, you and your vehicle must be prepared for severe weather extremes, and the logistic manager and you must ensure that passengers are dressed accordingly. During inclement weather conditions, the journey manager will:

· Prohibit unnecessary travel

· Restrict trips to daylight travel unless approved by the transportation manager

· Maintain knowledge of weather conditions

· Determine if travel is safe at restricted speeds; if not, travel is prohibited

· Ensure that vehicles are suitable and prepared for travel in inclement conditions

· Ensure that survival kits are in the vehicles, to include thermal blankets, shelter,

distress markers/flares/flags, water, and first-aid kit.

NIGHT DRIVING

Keep in mind the strong recommendation of not driving after sunset. However, if it is necessary, low speeds are advisable. Drive within the range of your headlights. When approaching another vehicle be sure to use low beam headlights and locate/sight the edge of the road on your left side. Never look straight into oncoming headlights. Keep alert by getting plenty of rest before you start the journey. Take breaks often (every 2 hours), even just to check on the equipment and stretch your legs.

WANDERING ANIMALS

Animals account for a significant number of accidents. They can be attracted to the fresh grass beside the roads or just moving from one place to another. Whichever way, they are highly unpredictable. If you are confronted by an animal, NEVER swerve, wrench the steering wheel or brake heavily, or hit the animal straight on. If your speed is low, this will not be a problem. In fact there are often animal warning signs, so take them seriously. Their life is as precious as yours.

CHANGING ROAD CONDITIONS

When it becomes necessary to drive on unsealed surfaces great care and concentration is necessary. These conditions can be hazardous and unpredictable. Vehicles on unsealed roads can raise a dust cloud that will obscure your vision. Slow down or stop until the dust settles. Watch for approaching vehicles throwing up stones that may break your windshield/screen. Only pass/overtake if your vision is clear. Beware of driving when the sun is low on the horizon. In general, accidents on unsealed surfaces have been due to excessive speed or lack of attention to the road conditions, or the combination of both. Do not exceed 80 kph (50 mph). Remember drive to the conditions. Unsealed roads change condition without warning. Watch out for:

· Culverts (dips in the road surface)

· Waterways or wash ways

· Bends/corners

· Corrugated areas (especially on bends)

· Loose stones and verges

· Muddy surfaces due to rain

REMOTE DRIVING OFF MAIN ROAD

Always tell someone your estimated time of arrival to your next destination. Someone will know when to go look for you or assist/contact the local police station. Take plenty of water (20 liters or 5 gal./person) when setting off into remote areas and ensure that your fuel tanks are full. Understand the distance you can travel on full tanks and ensure that you are fully aware of your next fuel fill-up location. If for some reason you break down, your vehicle is rendered undriveable, or you become lost, do not panic; stop and take control of the situation. Do not act hastily. Stay with your vehicle, and always stay in the shade. In remote areas a vehicle is easier to find than a wandering person.

OFF-ROAD DRIVING TECHNIQUES

Adopt a relaxed, upright, sitting posture and a loose grip on the steering wheel. Contact between the foot and adjacent body side panels will improve accelerator pedal control. it is generally desirable to use four-wheel drive. Don't forget to engage manual freewheeling hubs, where fitted, when engaging four-wheel drive.

Where conditions are soft, i.e., boggy ground or sand, reduced tire pressure (approximately 50 percent) will increase the contact area of the tires with the ground. This helps to improve traction and to reduce the tendency for sinking. Tire pressure should be brought back to standard when such situations have passed.

Some roads are prone to flash flooding; check for depth, force, and submerged objects before crossing.

Where conditions appear particularly difficult, i.e., the shape of the ground surface, and/or the presence of possible obstacles, a selected path may be discovered by a preliminary survey on foot, thus reducing your chances of bogging down.

Before a difficult section, select a gear and remain in it while crossing. For most purposes, high range second gear is adequate. Keep the application of the clutch and brake pedals to a minimum. Braking on slopes can induce sliding and loss of control. For descending steep slopes, first gear low range should be selected; then the engine is allowed to provide the braking retardation. This it will easily do without recourse to the assistance of the wheel brakes.

Exercise care in applying the accelerator pedal because sudden power may induce wheel spin. The momentum of a vehicle moving 20–30 kph (10–20 mph) will overcome drag and reduce the traction needed for the wheels. When it is clear that no obstacle is in the way to cause damage, a low-speed (approximately 30 kph [20 mph]) approach to steep slopes, soft sand, waterlogged sections, etc., is effective.

Be aware of the need to maintain ground clearance under the chassis and a clear approach and departure angle. Avoid existing deep wheel ruts, sudden changes in slope and obstacles, etc., which may cause interference with the chassis.

Should it be found that the vehicle is immobile due to loss of wheel grip, the following hints will be of value:

Avoid prolonged wheel spin. This only makes matters worse. Additional resistance to the spinning wheels must be provided by some means. Do not try to bounce the vehicle out by using sharp action on the clutch pedal. This will cause the clutch to overheat and disintegrate.

Attempt to remove any obstacles, e.g., rocks, scrub, parts of trees, etc. This may also involve clearing earth piled up front of the wheels, front bumper, or chassis.

Partly or completely removing the payload and equalizing front and rear axle loads can improve traction.

If the ground condition is very soft, reduce tire pressure to the minimum if this has not previously been done.

Clear clogged tire treads.

Reverse as far as possible. Then the momentum reached in going forward again may get the vehicle over the obstacle.

Brushwood, sacking, or similar “mat”-type material placed in front of the tires will help in procuring tire grip. If necessary, jack up the vehicle to place material under the wheels.

Bouncing the vehicle may give the additional help needed.

SAND

The key to successful sand driving is floatation, achieved by a combination of low tire pressures and momentum. Keeping the vehicle riding on soft sand without digging in or stalling often requires plenty of power and gear changes at higher than normal revs. Observe the following precautions:

Tire pressure: Low pressure makes sand driving less of an uphill battle. Minimum safe pressure is 16 psi.

Traction: Reduced tire pressure on soft sand increases traction by increasing the size of the tire’s “footprint.”

Compressors: Carry a 12-volt air compressor to re-inflate tires afterward.

Punctures: The risk of tire damage is increased at low pressures. Deflate only when necessary, and re-inflate ASAP.

SAND HILLS

Drive straight up or down sand hills. If you don't make it up, don't turn around; instead, reverse (back) straight down. Observe the following precautions:

Momentum: Momentum is very useful for climbing sand hills. Minimize speed, however, for safety.

Sliding: If the vehicle slides sideways on a cross slope, steer downhill and accelerate.

Downhill: If the vehicle slides as you drive downhill, accelerate.

Stopping/accelerating: Don't stop in soft sand. Don't accelerate too hard, either; spinning wheels dig holes. These, you do not need!

Getting stuck: Scoop sand from in front of the wheels. Accelerate gently. If the wheels spin, stop.

Gear: Carry a long-handled shovel, a jack, and a 30 cm (12 in.) square jacking plate.

Att. 2 : Accident Information

Legibly complete this form after the injured are cared for. Turn it in to your supervisor and HSE.

Driver’s Information

Name: Age:

Nationality Driving Experience in Country:

Badge Number: Department:

Supervisor Name Supervisor Phone Number:

Regional Manager/Director

Driver’s Vehicle Information

Vehicle Number: Rental Number:

Contract Number: License Number:

Accident Information

Date: Time: Location:

Weather Conditions Number of Vehicle(s) Involved:

Speed at Time of Accident (kph/mph): How Many Injuries?

Accident Description Class

Damaged while Parked Struck Animal Struck Fixed Object

Struck Nonmoving Vehicle Struck Water, Ice, Snow Struck Moving Vehicle

Struck by Object Struck by Moving Vehicle

Second Party Information

Name:

Address: Telephone:

Third Party Information

Name:

Address: Telephone:

Other Information

Did the local authorities arrive at the place of the accident? Yes No

If NO, were the local authorities contacted at all? Yes No

If NO, what was the reason for not contacting the local authorities?

Did you contact the HSE Team before leaving the place of the accident? Yes No

Were passengers in your vehicle at the time of the accident? Yes No

Name Address Phone Number

Were there any other witnesses? Yes No

Name Address Phone Number

Did the accident involve personal injury? Yes No

Name Address Phone Number

Was there any damage to the other party’s/parties’ vehicle(s)/property? Yes No

If YES, please complete the following information:

Vehicle: License number:

Property: Owner

Did you receive or pay money to/from other party/parties? Yes No

If YES, please give details.

Please explain here in your own words and with a sketch on the next sheet how the accident happened:

Completed by Date

Driver’s Signature Date

Supervisor’s Signature Date

Attachment Sketch Yes No

Attachment Photos Yes No

Attachment Citations Yes No

Attachment Other Yes No

Att. 3 : Vehicle Inspection Checklist

This check sheet is intended to familiarize the driver with this vehicle and will be completed. Employees who drive company vehicles will complete this inspection sheet.

Date
Make	Year	Vehicle Number
Location		Driver

ITEMS	Initial Check	Re- Check
Applicable Equipment (i.e., first-aid kit, fire extinguishers, reflectors, load binders).
Visual Inspection of Exterior of Vehicle, including condition of all tires, including spare (tread depth and pressure) and general condition of Vehicle.
Under Hood - Visual Inspection, Fluid levels, Belts, Windshield, all windows and exterior light lenses, cleanliness and visibility all lights operational, including headlights, stoplights, taillights, turn signals, four-way flasher, running clearance, and back-up lights (verify headlight alignment regularly)
Hood, Trunk, Gas Cap secured
Vehicle Registration, Insurance Card (if applicable)
Door Latches secure
Instrument Panel and Warning Lights
Windshield Wipers and Washers operational
Sun Visors
Climate Control and window defogger operational
Mirrors and Seat adjusted for driver
Service and Parking Brakes operational
Interior of vehicle clean and free of loose items and debris;
Cargo (if applicable) secured
Seat Belts and/or shoulder harness operational
Head Restraint properly adjusted
Horn and Back-up Alarm
360 Walk-Around before vehicle movement

Return this Checklist to Logistic Manager. Logistic Manager will retain this Checklist for 30 days.

If this vehicle is involved in an incident, the current Checklist will be included in the investigation process.

6.0 References

KTMB. 2002. Personal Track and Electrification Safety. Malaysia: KTMB.

Ling KH. (1996). Occupational Safety and Health in the Air Transportation Industry. In Rampal KG & Ismail NH (Ed). Occupational safety and health in Malaysia. (pp 115-120). Malaysia:NIOSH.

NIOSH. 2002. Defensive Motorcycling Training Module. Malaysia: NIOSH.

Pang TY, Radin Umar RS, Azhar A & Harwan Singh. 1999. Non Fatal Injuries in Malaysian Motorcyclists. International Medical Research Journal, 3(2): 111-114.

Radin Umar RS, Mackay GM & Hills BL. 1996. Modelling of Conspicuity-Related Motorcycle Accidents in Seremban and Shah Alam, Malaysia. Int. Journal Accident Analysis and Prevention, 28(3):325-332.

Radin Umar RS & Hussain H. 1998. January 1998. Time Series Multivariate Analysis of Traffic Accidents and Fatalities in Malaysia. Int. Journal Road Engineering Association in Asia and Australasia, 11:15-20.

Radin Umar RS, Mackay GM, Hills BL. 2000. Multivariate Analysis of Motocycle Accidents and the Effects of Exclusive Motocycles Lanes in Malaysia. Journal of Crash Analysis and Injury Control, 2(1). USA:Gordon & Breach.

Shell. 1995. HSE Logistic. Shell International Exploration and Production.

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Suret Singh. 2001. Road Safety Issues In Malaysia. IES -CTR Symposium on Traffic Safety.

Webpages

Department of Statistics Malaysia. (April 25, 2003), at http://www.statistics.gov.my

Social Security Organization, (April 25, 2003), at http://www.perkeso.gov.my

Department of Civil Aviation, (April 26, 2003), at http://www.dca.gov.my/homeng.htm

Marine Dept Peninsular Malaysia, (April 26, 2003), at http://www.marine.gov.my/

Ministry of Transport, (April 26, 2003), at http://www.jpj.gov.my/mot.htm

Malaysian Railway, (April 26, 2003) at http://www.ktmb.com.my/

Malaysian Road Safety Council, (April 26, 2003), http://www.mkjr.org.my/

Malaysia Automobile Association, (April 24, 2003), http://www.maa.org.my

Official Malaysian Publication

SOCSO. (2002). Annual report 2001. Kuala Lumpur: Affluent Master.

International Law Book Service. (1999). Factories & Machinery Act 1967 (Act 139) & Regulations and Rules. Selangor: Percetakan Ihsan.

International Law Book Service. (1999). Occupational Safety and Health Act 1994 (Act 514) & Regulations and Rules. Selangor: Percetakan Ihsan.

International Law Book Service. (1999). Commercial Vehicle Licensing Board Act 1987 (Act 334). Selangor: Percetakan Ihsan.

International Law Book Service. (1999).Road Transport Act 1987 (Act 333). Selangor: Percetakan Ihsan.

Page

2.0 Legislation

3.0 OSH Scenario

3.1 Causes of Commuting Accidents

Table 3. Total Commuting Accident by Years

Per 1,000 employees

Table 4. Distribution of Accidents and Fatality Frequency by Sectors

3.2 OSH Initiatives

Government/local restrictions

· Police and military checkpoint protocols

4.0 Conclusion & Recommendations

5.0 Attachment

Att. 1 : Driving Practices

ITEMS

6.0 References

Radin Umar RS, Mackay GM, Hills BL. 2000. Multivariate Analysis of Motocycle Accidents and the Effects of Exclusive Motocycles Lanes in Malaysia. Journal of Crash Analysis and Injury Control, 2(1). USA:Gordon & Breach.