Motorcycle safety (5)

15 July 2013

Concern regarding motorcycle safety triggered the writing of this article series, which features today its fifth and last part. The concern stems from the following: 1) my realization of how exposed and unprotected riders are, after bumping the rear of one motorcycle a few weeks back; 2) that the number of motorcycle related injuries and fatalities, based on MMARAS Annual Reports, have been increasing at very fast rates during the past years, i.e., from 6,677 injuries and 109 fatalities in 2009, to 9,896 injuries and 163 fatalities in 2011; 3) that the galloping growth of our motorcycle population which could further increase these accidents, injuries and fatalities unless efforts to lessen them are fast and effectively implemented; and 4) that the large majority of those who resort to using the motorcycle for transportation belong to that segment (and the bulk)of our population who struggle to make both ends meet, and therefore, are also the ones that suffers most from such accidents.

This concern also roused my curiosity regarding efforts initiated by government agencies, motorcycle manufacturers/traders, as well as user groups, to improve motorcycle safety so that the incidence of motorcycle related accidents, injuries and fatalities will be reduced.

As regards action of government agencies. Web-search revealed that institutional arrangements have been made regarding road safety as early as 1991 with the issuance of Presidential Administrative Order 222 creating the “Inter-agency Road Safety Committee” chaired by the DPWH Secretary. Then in 1997, the “National Road Safety Committee”, chaired this time by the DOTC Secretary, was created through PAO 328. Soon after, the MMDA’s MMARAS was started in 2002, and the operation of DPWH’s TARAS in 2004.

A “Philippine Road Safety Action Plan” was subsequently launched for 2004-2008 but was later on replaced in 2007 with a “Revised Philippine Road Safety Action Plan (2007-2010)”, the same year that the IRSC was dissolved through PAO 184, and which mandated the transferring of all its functions and powers to the DOTC. Mentioned also in the said revised plan for 2007-2010 is the idea of the National Electronic Injury  Surveillance System planned for pilot testing in 2008 and for full implementation nationwide by 2010 (http://www.grspasia.org/pdf/Phillipines.pdf).

The earliest indication however that the matter of motorcycle accidents was addressed was in a “Country Report on Road Safety Initiatives” prepared in 2006 for the Global Road Safety Partnership (by the then DOTC Undersecretary for Road Transport). In this report, “motorcycle accidents” was cited as an “emerging concern” and stated that motorcycle accidents have been “… increasing at more than 40% per year over the last 3 years [2004 to 2006].”

The DOTC Undersecretary’s report presented a good idea of the contents of the RPRSAP (2007-2010) which includes a proposed “Integrated Traffic Accident Data Management System”, together with “6 Major Strategic Programs and Projects”, namely: Safer Road Users, Safer Vehicles, Safer Roads, Safer System, Better Resource Management and Budget Allocation/Fatality Reduction. However, of the 41 major projects named, I think only 2 touched somehow on motorcycle safety (http://www.who.int /roadsafety/decade_of_action/plan/plan_philippines.pdf).

Not much however seems to have been done afterwards regarding motorcycle accident mitigation except for the lengthy treatment of the subject matter in the DOH’s Health Policy Notes of November 2008, where they noted among others that although motorcycles accounted for only 9% of Metro Manila traffic accidents in 2006, they accounted for the highest fatality rate, i.e. 23%, from road crashes. By 2009, the motorcycle’s share of total MM traffic accidents increased to 11.7%, and so did its fatality rate which reached 29.5%, or 109 deaths (2009 MMARAS report).

Interest in motorcycle safety seem to have been revived in December 2010 when the “Metro Manila Transport and Traffic Management Summit” was convened and participated in by the MMDA, DOTC, DPWH, DOH, DENR, etc. Among the outputs of the summit were the “MMTTS Declaration 2010” that pledged, among other things, the crafting of a “Metro Manila Transport and Traffic Plan 2010 – 2016”, and commitments of full cooperation from the signatories in the implementation of the plan’s projects.

Subsequently, the “Philippine Road Safety Action Plan 2011-2020” was released in conjunction with the declaration, by President Noynoy, of 2011 as the launching year of the “Philippine Decade of Action for Road Safety: 2011-2020” (http://www.who.int/roadsafety/decade_of_action/plan/plan_ philippines.pdf).  This plan incorporated specific actions relative to improving motorcycle safety, particularly along the areas of Traffic Legislation, Safe Planning and Design of Roads, Driver Training and Testing, Road Safety Publicity Campaigns, Traffic Police and Law Enforcement, and Emergency Assistance to Road Crash Victims.

Then the 2011 MMARAS Report which showed the continued increase in motorcycle related accidents (to 17, 837 or 12.6%) and fatalities (to 163 deaths or 32.4%) came out; the 60 kph speed limit was imposed in the Commonwealth and President Diosdado Macapagal Avenues in the same year; and later on, sometime in 2012, the non-exclusive “blue lanes” for motorcycles in EDSA, Commonwealth and Macapagal Avenues were installed. It is also about this time that the two motorcycle accident related studies initiated by the private sector (i.e. the DLSU IE Team and the UP/PGH/POC/EAMC Doctors) came out.

It seems that we are not wanting in terms of plans and programs regarding road safety, as shown by the existence of one, even way back in 2004 (and including the various revisions that supplanted it later on). It is true, that some progress, as mentioned earlier, has been achieved, but to my mind, we are still wanting in results; far more accomplishments, particularly regarding motorcycle safety, could have been achieved.  For one, what seems to be lacking is the determination, if not effectiveness, of the concerned government agencies in accomplishing their assigned tasks. For I think it is only by “holding the problem by its horns and looking it in the eye” that the real engagement needed to achieve the set goals and deliver the desired results can happen.

And why do I say this? Well, because to my mind, government has been involved in the matter of road safety as early as 1991, about 22 years ago. We also have currently in place a road safety master plan that has recognized as early as 2004 the problem regarding motorcycle accidents; and the way I appreciate it, this plan have been subjected to refinements continuously over the last eight years. As far as I understand, plans are made for objectives to be met, but in the case of motorcycle safety, not much can be bragged about. This, to me, is evident in our country’s participation in the 2013 GRSP-Asia Meeting the country hosted last April 2- 4 this year.

Let me explain further. The current PRSAP (as well as its earlier versions) have already identified the criticality of wearing correct helmets in mitigating head injuries and even death during a motorcycle accident/crash. There is also, since 2008, the “no helmet, no travel” policy covered by the LTO AO AHS-2008-015. The importance of the helmets has also been established through numerous studies, both local and international. Given that there is concern with the growing problem of motorcycle accidents/crashes and particularly fatalities, how come we still see lots of motorcycle riders speeding without helmets, not to mention those that drive with improper head gear?

Another matter is the over speeding as well as the undisciplined and inconsiderate driving habits of most drivers (including motorcycle drivers) particularly in Metro Manila. How come when they are in a place like SBMA, they are better disciplined and comply with the traffic laws? And yet MM is much older than SBMA.

The 2011 PRSAP was launched more than 2 years ago. Who is really in charge of what? Perhaps more than enough time has already been allocated for shadow boxing, and it is now time to enter the ring for the real thing. I believe that a relatively good plan is in place, and a lot of enhancements in road safety, particularly motorcycle safety, could be achieved if only those who are tasked with the responsibility of implementing its programs would take to it real seriously.

As regards action of motorcycle manufacturers. As mentioned in an earlier article, there are efforts by manufacturers abroad regarding the development of devices that would mitigate injuries during a motorcycle crash. Such devices are air bags and a roll bar attached to the driver, which may not be appropriate for the Philippines, primarily because it wouldn’t be affordable.

What are needed would be developments that would fit local conditions/requirements. For example, I wonder if local motorcycle manufacturers could develop an appropriate seatbelt that would restrain the driver from being thrown into the air in the event of a crash and minimize the degree of musculoskeletal injury. Or an appropriate roll bar or crash bar that would protect the lower limbs of the motorcycle driver when he/she topples with the vehicle. Or maybe even developing a kind of special horn that would enable the motorcycle driver to alert a driver in a vehicle up front (even a large truck/container van) of his close proximity.

The local manufacturers can also take the lead in producing or supplying appropriate and more affordable Personal Protective Equipment like helmets, gloves, jackets, pants, boots, goggles, visors, vests, as well as various plastic armors that would improve the rider’s chance of survival in the event of a crash.

As regards action of user groups. To my mind, the members of motorcycle clubs are the disciplined and safe riders. However, I believe much of the millions of bike riders are not reached by such organizations, and therefore do not benefit from the safety education, training, and the resulting discipline that the clubs can provide.

Some clubs I understand take on the advocacy of preaching safe riding beyond their club members by producing and distributing leaflets, as well as conducting seminars on their own. This is good; however, they may be able to accelerate propagating safe ring practices by organizing and mentoring new clubs, which in turn, later on, can also replicate the organizing and mentoring.

A final thought regarding motorcycle safety. Installing blue lanes is a good move, however, perhaps specific motorcycle routes can be developed (for the long term) using inner and smaller roads to enable motorcycle riders (as well as bikers) to go around Metro Manila with minimal exposure to the bigger vehicles in the major roads.

Meanwhile, comments/reactions will be appreciated and can be sent through this writer’s email (sl3.mekaniko@gmail.com) or through this writer’s blog (http://mekaniko-sl3.blogspot.com).