motorcycle helmet situation in indonesia

Proceedings of the Eastern Asia Society for Transportation Studies, Vol. 7, 2009

Motorcycle Helmet Situation in Indonesia

Ellen TANGKUDUNG Associate Professor Department of Civil Engineering Faculty of Engineering University of Indonesia Tel/Fax. +62-21-7862962 e-mail: [email protected]

Besty ERNANI Directorate of Safety Directorate General of Land Transportation Ministry of Transportation Republic of Indonesia Tel. +62-21-3862214 e-mail: [email protected]

Abstract: According to a recent study organized by the Asian Development Bank, road crashes killed more than 75,000 people in ASEAN in 2003 and it cost more than 2.2 per cent of the region’s annual GDP. Because of the high proportion or motorcycle victims in road crashes in countries, it has been agreed that the first program focuses on the development of national action plans aimed at improving the quality and usage of motorcycle helmets. Indonesia has been a rapid increase in the volume of road traffic. The highest growths are 33% and 29% for total registered vehicles and motorcycles respectively. The proportion of motorcycles to the total number of vehicles is 71%. Aims of this study are to provide information that it is required for assessing the current situation with respect to the motorcycle helmets usage and to provide a benchmark for evaluating helmet usage initiatives in the near future. Key Words: motorcycle, helmet usage, growth. 1. INTRODUCTION 1.1 Background

According to a recent study organized by the Asian Development Bank (ADB), road crashes killed more than 75,000 people in ASEAN in 2003 and it cost more than 2.2 per cent of the region’s annual GDP. Because of the high proportion or motorcycle victims in road crashes in many countries of the region it has been agreed that the first program focuses on the development of national action plans aimed at improving the quality and usage of motorcycle helmets. Data on helmet wearing standards and legislation, the types and quality of helmets in use, helmet wearing levels and practice and motorcycle crashes and rider and passenger injuries need to be collected and make available to the participants. Within the collaboration of Laboratory of Transportation University of Indonesia, Directorate of Safety Ministry of Transportation and Indonesian Global Road Safety Partnership, this study was conducted in 2007 and funded by Global Road Safety Partnership.

1.2 Road Safety in Indonesia

Given its relative stability and growth in recent years, Indonesia has been a rapid increase in the volume of road traffic. Table 1 highlights vehicle ownerships growth in Indonesia in the last 10 years between 1997 and 2006. It revealed that on average the growths of registered all


types of vehicles and motorcycles are 20% and 19% respectively. The highest growths were occurred in 2003 which are 33% and 29% for total registered vehicles and motorcycles respectively. The lowest growths were occurred between 1998 and 2000 because of economic crisis taken place in Indonesia. On average, the proportion of motorcycles to the total number of vehicles is 71%.

Tabel 1 Traffic conditions in Indonesia

(Source: INTP, 2007) Table 2 shows the number of motorcycles involved in accidents relative to the total number of accidents. It should be noted that Indonesia National Traffic Police (INTP) was changed the attitude toward the accident data with a new policy on accident data management. It was started in 2004 with a pilot project in the Greater Jakarta Region (JABODETABEK) and adopted gradually national wide in 2006. One particular interest point is with a better data the number of motorcycles involved in accidents was increasing substantially from 39% to 68% in 1996 and 2006 respectively.

Table 2 Proportion of motorcycles involved in Indonesia

Source: INTP, 2007

Based on those figures, Indonesia National Traffic Police (INTP) has decided to focus the enforcement of implementation the law of wearing helmet for motorcycles riders. The impact

Year Total Registered Vehicles

Total

Annual Growth of

VehiclesRegistered

Motor-cycles

Annual Growth of

Motor-cycles

Proportion of Motor-

cycles1996 14,530,095 10,090,805 69%1997 16,821,076 16% 12,015,390 19% 71%1998 17,644,885 5% 12651813 5% 72%1999 18,224,149 3% 13,053,148 3% 72%2000 18,975,344 4% 13,563,017 4% 71%2001 21,201,272 12% 15,492,148 14% 73%2002 24,671,330 16% 18,061,414 17% 73%2003 32,774,929 33% 23,312,945 29% 71%2004 41,986,814 28% 28,963,987 24% 69%2005 47,654,826 13% 33,193,076 15% 70%2006 50,102,492 5% 35,102,492 6% 70%

20% 19% 71%Average Annual growth

Number of Year Accidents Total Motorcycles1996 15,291 21,458 8,368 39% 1997 17,101 24,431 10,075 41% 1998 15,097 21,893 9,314 43% 1999 12,769 18,265 7,411 41% 2000 12,649 15,000 5,961 40% 2001 12,791 18,873 8,170 43% 2002 12,267 17,975 8,518 47% 2003 13,399 19,091 9,386 49% 2004 17,732 25,969 14,223 55% 2005 20,623 28,245 15,671 55% 2006 87,020 70,308 47,591 68%

Number of Vehicles Involved in Accidents

Proportion motorcycles to Total Vehicles


of this law enforcement has been significant, the helmet wearing rate in Jakarta and along major national roads have been increased substantially. 2. OBJECTIVES

a. Determining helmet wearing levels; This objective is to determine the level of helmet usage including properness of use and

knowledge of good quality helmet b. Determining motorcycle riders attitudes; This objective is to determine the attitudes of motorcycle riders towards wearing helmet

and aggregating into gender and age groups. c. Determining the numbers of motorcycle crashes and casualties; The information would aggregate by severity in 2006 and provide an estimate of number

of head injuries from existing data sources.

3. METHODOLOGY

Basically, three different surveys were carried out for gathering information to fulfill the objectives above, i.e.: 1. Field survey i.e. road side counting survey (cross sectional study) and field interview

(intercept study). 2. Gathering data from governmental offices and other related institutions 3. Discussions and interviews with stake holders regarding the helmet issues in Indonesia. The field survey was conducted in three different locations (see Figure 1): 1. The City of Jakarta, capital of Republic of Indonesia. 2. The municipality of Depok in West Java Province. The city lies outskirt of City of Jakarta

and a part of Greater Jakarta area (Jabodetabek). 3. The regency of Sragen in Central Java Province, approximately 650 km east of Jakarta.

Figure 1 Study locations: Jakarta, Depok and Sragen These locations are designated for distinguish the differences between urban (Jakarta and Depok) and rural (Sragen) areas, high level of police presence on the roads (Jakarta) and less number of police presence on the roads (Depok and Sragen).


4. DATA COLLECTION

On the basis of randomness, surveyors were asked to the motorcycle riders regarding various perceptions and attitudes of wearing helmet and knowledge of the helmet quality comply with the existing Indonesian Standard. The best locations of survey were motorcycles parking area at different land use activities e.g. shopping center, market, office building, factory, governmental offices, hospital, university and school. Only motorcycles with at least one rider either driver or passenger(s) wearing helmet was chosen to be interviewee. Checking quality of helmet was also carried out in conjunction with this activity. Descriptive statistical analysis and cross tabulation were carried out for determining helmet wearing level aggregated to different locations, students or employee and gender. Comparison of results was succeeded to different study locations: Jakarta, Depok and Sragen. Figure 2. shows interviewee's helmet wearing level in regency of Sragen. The rate of respondents who answered always wear helmet when driving in Sragen is not so bad, 44%. No one said they never wear helmet when riding motorcycle, 29% say frequently wear helmet but not always when riding motorcycle, 12% say depend on situation, 9% sometimes and only 6% rarely wear helmet when riding motorcycle.

Figure 2 Helmet wearing level based on structured interview in regency of Sragen,

Central of Java

On the other hand, the findings of cross sectional survey in regency of Sragen which conducted on different time (morning, noon and evening), and at different area, briefly are: a) In the urban area, the highest helm wearing rate by the motorcycle drivers is 80% in the

evening, then 47% at noon and 57% in the morning. b) Thus usage by the passengers, the highest helm wearing rate is 52% in the evening, then

43% at noon and 38% in the morning. c) Violation occurred by the motorcyclists which ride by more than 2 peoples. In the

morning, this survey found 2 motorcycles (from 96 data) ride by 3 peoples and not wear any helmet. At noon, we found 5 motorcycles (from 120 data) ride by 3 peoples, but 2 of the 2nd passengers wear helmet. In the evening, just one motorcyclist (from 100 data) ride by more than 2 peoples and the 2nd passenger wear helmet.

Sometimes 9%

Depend on situation

12%

Rarely6%

Frequent but not always

29%

No, not wear helm0%

Always 44%


d) In the rural area, exactly 100% helm wearing rate by the motorcycle drivers happened in the morning, then 85% in the evening and 48% at noon.

e) Thus usage by the passengers, helm wearing rate are both 73% in the morning and in the evening, but just 46% at noon

f) In fact that on the motorcycle which 3 riders, always take child or toddler who wear helmet or not.

Figure 3 shows interviewee's helmet wearing level in the City of Jakarta. The rate of respondents who answered always wear helmet when driving in Jakarta is good, 51.89%. Only 0,33% never wear helmet when riding motorcycle, 25.04 % say frequently wear helmet but not always, 14% say its depend on situation, 7.58 % sometimes and only 1,15% rarely wear helmet when riding motorcycle.

Figure 3 Helmet’s wearing level based on structured interview in regency of Jakarta

While the surveyor filled in the questioner or the respondent answer the questions, surveyor observed also the correctness of helmet usage. Correctness of wearing helmet at 3 cities almost good, because more than 80% of helmet users wear the helmet properly.

Figure 4 Proportion of proper wearing rate in the Municipality of Depok

89.88%

0.40%

9.72%

unbuckled

buckled and fitted helmet

unbalance and careless on head

capsized helmet unbuckled

capsized helmet buckled

Not Sure

14.00%

7.58% 0.33%

1.15%

25.04%

51.89%

Always

Often

Sometimes

Depend on situationRarely

Never


Figure 5 Proportion of proper wearing rate in the City of Jakarta

Figure 6 Proportion of proper wearing rate in the Regency of Sragen

Based on the cross-section survey from road side, surveyor has to observe carefully to indicate the type of helmet i.e. Full face type, Open face or Half face. More than 75% of motorcycle riders in Jakarta wear full face helmet type and 11% wear open face.

87.29%

0.33%

4.95%3.80% 1.32% 2.31%

unbuckled





Not Sure

95.26%

1.09%2.92%

unbuckled





Not Sure


Figure 7 Proportion of Helmet type by motorcyclists in Jakarta

Figure 8 Proportion of Helmet type wear by motorcyclists in Depok

4.13% 1.65%

4.63%11.07%

78.51%

Full face

Open face

Half face

Other

Not Sure

88.57%

11.02% 0.41% 0%

0%

Full face

Open face

Half face

Other

Not Sure


Figure 9 Proportion of Helmet type wear by motorcyclists in Sragen

Survey in 3 cities has shown the rate of people who always wear helmet when ride motorcycle. From total respondents, only 26 % always and 38% often but not always wear helmet when riding motorcycle. 1% of interviewees say they never wear motorcycle helmet when riding motorcycle, 3% rarely wear, 10% sometimes wear, 22% occasionally depend on situation. Depend on situation for example short distance trip, no police exist or wearing traditional clothes with scarf, cap, ‘sorban’ or certain hair style.

Figure 10 Frequency of wearing helmet when riding motorcycles for Jakarta, Depok

and Sragen Survey in 3 cities has shown the proportion of reasons why wearing helmet and why sometimes not wearing helmet.

2.93%0.37%

1.10%

43.59% 52.01%

Full face

Open face

Half face

Other

Not Sure

Sometimes 10%

Often 38%

Depend on situation

22%

Never1%Rare

3%

Always26%


For Safety66.91%

Not be underarrest

25.00%

Family recommendati

on4.93%

Hair Protector0.65%

Follow Blindly1.67%

Other0.84%

Figure 11 Proportion of reasons why wearing helmet aggregated from Jakarta,

Depok and Sragen data

Figure 12 Proportion of reasons why not wearing Helmet aggregated from Jakarta,

Depok and Sragen data

When asked the reasons why they wear helmet, most of the respondents said for safety. However when asked the reasons why they do not wear helmet, most of the respondents said because just a short distance trip. Respondents select of 6 given reasons of wearing helmet and 7 given reasons of not wearing helmet.

Comparison of 3 cities found that respondents from Depok (city of students where the University of Indonesia exists), more attentive to safety reason. But sometimes the motorcyclist of Depok won’t wear helmet because of short distance trip. Presence of police on the traffic is one of reasons that motorcyclist wear or not wear helmet. 22,9% of respondents from Jakarta choose not to wear helmet if no police stand on the street.

Other5.63%

Helmet size Not Match

0.43%

Complicated0.87%

Hair Mess 11.69%

Not Compulsory

1.30%

No Police15.58%

Short Distance64.50%


Source: INTP (2007)

Figure 13 Numbers of motorcycle crashes and casualties in Jakarta

Source: INTP (2007)

Figure 14 Numbers of motorcycle crashes and casualties in Indonesia Numbers of motorcycles crashes and casualties figured in Figure 13 and figure 14. And the numbers of motorcycle in use in Indonesia figured in Figure 15, in such in the capital city, Jakarta in Figure16

12,791 8,170

12,267 8,51813,3999,386

17,73214,223

91,623

15,671

87,020 47,591

24,298 26,416

0

20,000

40,000

60,000

80,000

100,000

2001 2002 2003 2004 2005 2006 Juni 2007

Total Road Accident Included motorcycle

674293

689 283

1,300

499

4,065

2,4034,060

3,356

4,395

3,814

2,501 2,281

0 500

1,000 1,500

2,000 2,500 3,000 3,500 4,000 4,500

2001 2002 2003 2004 2005 2006 Juni 2007

Total road accidentIncluded motorcycle


(Source: INTP, 2007)

Figure 15 Numbers of motorcycles in use in Indonesia

Source: INTP (2007)

Figure 16 Numbers of motorcycles in use on DKI Jakarta

5. CONCLUSION

The number of motorcycles in Indonesia has been rising significantly over the past seven years. This increase is paralleled with greater numbers of road accidents, casualties, head injuries, and fatalities involving motorcycles. Furthermore, it is the youth of Indonesia which are most severely affected by this crisis.

15,336,87218,061,414

23,312,94529,097,817

35,102,492

33,175,076

42,363,306

0 5,000,000

10,000,000 15,000,000 20,000,000 25,000,000 30,000,000 35,000,000 40,000,000 45,000,000

2001 2002 2003 2004 2005 2006 June 2007

Years

2,446,471 3,129,162

3,516,9003,402,224

5,359,956

5,343,211

5,526,891

0

1,000,000

2,000,000

3,000,000

4,000,000

5,000,000

6,000,000

2001 2002 2003 2004 2005 2006 June 2007

Years


There has been good progress made, with several local and international organizations becoming active in the road safety sector, implementing awareness raising campaigns, school-based education and advocacy on the helmet issue. The establishment of the Directorate of Land Transport Safety in Ministry of Transportation and published of the new Indonesian Standard of Helmet, are significant milestones, demonstrating the government’s commitment to prioritizing the road traffic and safety issue. However, this study has shown that there remains tremendous work and challenges to tackling the helmet issue. It is recommended that priorities should include setting a national program for campaign and producing guidelines for important officials when inspecting helmet standard. Support to quality control could be established in the form of a monitoring body to protect riders who buy helmets, and mechanisms and incentives should be put in place to ensure that retailers are only selling standard-approved helmets. The knowledge of the helmet shopkeepers on helmet quality examination is not better than that of users. Not all of the shopkeepers care to know about quality and standard of helmet. This is a matter of consideration. It shows that even the shopkeepers do not pay proper attentions to the helmet quality. Accordingly, not only are the users the subject of the campaign programs but the shopkeepers should also be included. Implementation of the new Constitution of Traffic and Land Transportation, in particular the helmet wearing regulations and fines, is critical. Without sustained enforcement, positive impact in terms of helmet wearing increase and reduction of casualties will not be achievable. To have an impact in the long term, road safety education is very important. There is good progress with the integration of road safety curriculum into the life skills program in primary and secondary schools. This curriculum should be expanded all grades, particularly targeting those vulnerable groups of youth. Awareness-raising has been the primary means of disseminating the road safety messages in Indonesia, however, their effectiveness should be evaluated and approaches shifted, if necessary, to reflect the changing road traffic patterns and situations. Finally, a realistic, clear and motivating action plan which draws on the resources and skills of all road safety stakeholders in Indonesia must be drafted in order to systematically address the growing crisis of road accidents and casualties coincidentally with the fast growth of motorcyclists.

REFERENCES

Elvik, R., Vaa, T. (2004) The Handbook of Road Safety Measures, Elsevier, Oxford. World Health Organization (2006) Helmets a Road Safety Manual for Decision-Maker

and Practitioners, Geneva

motorcycle helmet situation in indonesia

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