The growth of the electronic economy has significantly transformed the food industry by offering alternative ways for customers and restaurants to interact and conduct transactions through online platforms. This shift has catalysed the growth of the food delivery sector, commonly referred to as P-hailing in Malaysia. However, this development has been accompanied by an increasing incidence of road traffic crashes involving food delivery motorcycle riders. The aim of this study was to compare the prevalence of risky riding behaviours between food delivery and non-food delivery motorcycle riders during rush hours using an observational study conducted in Shah Alam, Selangor, Malaysia. Observations were made during peak hours at six signalised intersections, with a total of 4,950 motorcycle riders observed, 52.3 percent of whom were identified as food delivery riders. Categorical data analysis methods were employed to assess differences in risky riding behaviours between these groups. The odds ratios for food delivery riders compared to non-food delivery riders were higher for mobile phone use while stopped (2.66 times higher), and mobile phone use while moving (2.49 times higher). In contrast, helmet non-use and running red lights was less common among food delivery riders. Although both groups exhibited higher percentages of signal violation and stopping beyond designated lines, no statistically significant differences were observed between the groups for these behaviours. These results provide critical evidence for policymakers, enforcement authorities, and platform providers to inform the development of targeted interventions and policies aimed at mitigating risky riding behaviours and enhancing the safety of both food delivery and non-food delivery riders.

Background: Many factors are associated with pedestrian injuries and accidents. If a pedestrian is injured in an outdoor public space, we are talking about a “pedestrian fall”. Pedestrian falls are a more common cause of pedestrian injuries than traffic crashes but have received less attention and the literature on this topic is scarce. Aims and methods: The aim of this work is to describe at a general level the prevalence and consequences of pedestrian falls and injuries, to make international comparisons of pedestrian falls and to identify risk factors and not least to examine the relationships between the prevalence of falls and pedestrian risk behaviour. A total of 6,373 participants from 15 different countries were recruited to take part in this study. To collect data a questionnaire was used. To cover the risky behaviour of pedestrians we used a short version of Pedestrians Behaviour Scale (PBS). In order to identify groups of countries with a similar pedestrian transport situation, a hierarchical cluster analysis was performed. The analysis produced four groups of countries based on pedestrians’ safety level, popularity of walking and GDP. Results and conclusions: As for the results, we can conclude that young people and older people are more frequently involved in falls and that women report more frequent involvement in falls than males. However, the risk of getting injured in a fall is not higher than that of men. Frequent walking is associated with a lower risk of falling while walking. In contrast to this, physical activity increases such risk. The prevalence of falls and injuries seems to be weakly related to pedestrians’ risky behaviour, thus other factors such as safety infrastructure probably play an important role.

Alcohol is a global risk factor for road trauma. Although drink driving has received most of the scholarly attention, there is growing evidence of the risks of alcohol-impaired walking. Alcohol-impaired pedestrians are over-represented in fatal crashes compared to non-impaired pedestrians. Additionally, empirical evidence shows that alcohol intoxication impairs road-crossing judgements. Besides some limited early research, much is unknown about the global prevalence and determinants of alcohol-impaired walking. Understanding alcohol-impaired walking will support health promotion initiatives and injury prevention. The present investigation has three aims: (1) compare the prevalence of alcohol-impaired walking across countries; (2) identify international groups of pedestrians based on psychosocial factors (i.e., Theory of Planned Behaviour (TPB) and perceptions of risk); and (3) investigate how segments of pedestrians form their intention for alcohol-impaired walking using the extended TPB (i.e. subjective norm, attitudes, perceived control, and perceived risk). A cross-sectional design was applied. The target behaviour question was “have you been a pedestrian when your thinking or physical ability (balance/strength) is affected by alcohol?” to ensure comparability across countries. Cluster analysis based on the extended TPB was used to identify groups of countries. Finally, regressions were used to predict pedestrians’ intentions per group. A total of 6,166 respondents (Age M(SD) = 29.4 (14.2); Males = 39.2%) completed the questionnaire, ranging from 12.6% from Russia to 2.2% from Finland. The proportion of participants who reported never engaging in alcohol-impaired walking in the last three months ranged from 30.1% (Spain) to 83.1% (Turkey). Four groups of countries were identified: group-1 (Czech Republic, Spain, and Australia), group-2 (Russia and Finland), group-3 (Japan), and group-4 (final ten countries including Colombia, China, and Romania). Pedestrian intentions to engage in alcohol- impaired walking are predicted by perceptions of risk and TPB-psychosocial factors in group-1 and group-4. Favourable TPB-beliefs and low perceived risk increased alcohol-impaired walking intentions. Conversely, subjective norms were not significant in group-2 and only perceived risk predicted intention in group-3. The willingness of pedestrians to walk when alcohol-impaired differs significantly across the countries in this study. Perceived risk was the only common predictor among the 16 countries.

Motorcyclists are over-represented in fatal crashes in Low- and Middle-Income Countries (LMICs). In Malaysia, motorcyclists comprise about 60% of all fatalities in road crashes. However, the prevalence and determinants of risky riding behaviours have been rarely studied in the country. This study aims to investigate motorcycle-related risky riding behaviours at signalised intersections. A total of 72,377 observations were made during six days at six different signalised intersections in Terengganu, Malaysia. Four risky riding behaviours were observed together (i.e. helmet non-use, red-light running, mobile phone use, turn signal neglect) along with additional demographic and contextual factors. The most prevalent risky riding behaviour was turn signal neglect (29.7% of all observations), and the least prevalent was mobile phone while riding (0.2% of all observations). Four logistic regressions were fitted to predict the four risky riding behaviours using the demographic and contextual explanatory factors. The results suggest that helmet non-use increases among female riders, riders wearing industrial uniforms, carrying passengers, riding during the weekend, during off-peak hours, during clear weather, at T-junctions, on multi-lane roads, and on minor road approaches. Red light running increases among female riders, riders wearing industrial uniforms, carrying passengers, during clear weather, at T-junctions, on multi-lane roads, and on major road approaches. Mobile phone use increases among female riders, riders wearing industrial uniforms, carrying passengers, and at cross-junctions. Turn signal neglect increases among male riders, riders not wearing industrial uniforms, solo riders, on weekends, during off-peak hours, during clear weather, on single-lane roads, and on minor road approaches. The findings of this study have significant implications for the development of targeted countermeasures such as education programs and road policing.

Road safety in rural mountainous areas is a major concern as mountainous highways represent a complex road traffic environment due to complex topology and extreme weather conditions and are associated with more severe crashes compared to crashes along roads in flatter areas. The use of crash modelling to identify crash contributing factors along rural mountainous highways suffers from limitations in data availability, particularly in developing countries like Malaysia, and related challenges due to the presence of excess zero observations. To address these challenges, the objective of this study was to develop a safety performance function for multi-vehicle crashes along rural mountainous highways in Malaysia. To overcome the data limitations, an in-depth field survey, in addition to utilization of secondary data sources, was carried out to collect relevant information including roadway geometric factors, traffic characteristics, real-time weather conditions, cross-sectional elements, roadside features, and spatial characteristics. To address heterogeneity resulting from excess zeros, three specialized modelling techniques for excess zeros including Random Parameters Negative Binomial (RPNB), Random Parameters Negative Binomial – Lindley (RPNB-L) and Random Parameters Negative Binomial – Generalized Exponential (RPNB-GE) were employed. Results showed that the RPNB-L model outperformed the other two models in terms of prediction ability and model fit. It was found that heavy rainfall at the time of crash and the presence of minor junctions along mountainous highways increase the likelihood of multi-vehicle crashes, while the presence of horizontal curves along a steep gradient, the presence of a passing lane and presence of road delineation decrease the likelihood of multi-vehicle crashes. Findings of this study have significant implications for road safety along rural mountainous highways, particularly in the context of developing countries.