Making Sens - Learn from Iran

FAR too often, vehicular crashes along the North-South Expressway (NSE) resulting in multiple deaths and injuries during long weekends are the norm. After each accident, Malaysian regulatory authorities unfailingly promise to implement tough measures – promises that remain largely on paper and resurrected only when yet another horrific accident hits the front pages.
Last Saturday, this all-too familiar grisly drama was re-enacted. An express bus operated by Goldstar Express (M) Sdn Bhd plunged into a ravine at the 137.3km point of the NSE near Pagoh in Johor, killing 14 people and injuring 16, including eight foreigners.
Fatalities included the 32-year-old bus driver Zakeer Zubir who joined the company last month and his one-year-old daughter. His wife was injured but survived.
Reading newspaper accounts of the Pagoh crash recalled memories of my recent motoring trip in a 12-seater van from Shiraz to Tehran. Throughout this 980km journey on the Iranian expressway and roads – with stopovers to visit heritage sites and to sojourn in cities like Yazd, Isfahan and Kashan – I didn't see any major accidents.
Additionally, the Iranian driver maintained an even pace every day throughout the 15 days. Even when the van was the sole vehicle on the expressway, he resisted the temptation to speed.
This exemplary behaviour is due to the fact that all drivers of vehicles carrying paying passengers in Iran must observe three requirements.
First, all vehicles carrying paying passengers are equipped with a black box that monitors the vehicles' speed. At the start of the journey, the driver will stop at a checkpoint and bring this black box to be inspected by the police.
Second, on the expressway, drivers in Iran must observe a minimum and maximum pace. Complying with the minimum speed limit ensures drivers don't hold up traffic while adhering to the maximum speed limit prevents excessive speeding.
At the end of the journey, the driver takes the black box to a police checkpoint to determine his motoring speed. Failure to comply with the minimum and maximum speed will result in the driver being disallowed to drive for one month – a sanction that penalises both the driver and the corporate employer who will be denied one month's potential revenue.
Although the guide couldn't answer my question on how Iranian authorities ensure every bus driver's black box is brought to the police checkpoint, one possibility sprang to mind. If the black box hasn't been checked by the police, the bus driver will be prevented from renewing his licence – a sanction presumably sufficient to ensure compliance.
Third, drivers in Iran cannot work more than seven hours a day – a limitation that ensures bus drivers aren't sleep-deprived and are physically alert at all times. Although the cause of the Pagoh crash has yet to be determined, several facts are suggestive.
Steven Chong, Goldstar Express' chief supervisor for the southern region, told journalists the bus left Johor at 1.30am, one hour behind schedule – a delay caused by its late arrival in Johor Baru (JB) from Kuala Lumpur (KL) due to heavy traffic on the NSE.
Chong was unsure whether there was an additional driver was on board and whether the latter survived the crash.
If true, Chong's disclosures suggest bus driver Zakeer had been driving possibly five hours or more when the bus arrived in JB one hour behind schedule. Given the crash occurred at 3.45am, it is probable he left JB with minimal rest.
Given the stressful driving conditions on the congested NSE last Saturday, the first day of a three-day weekend, was Zakeer fatigued because he was sleep-deprived?
An exhausted bus driver is a threat to the safety of passengers and to other motorists on the NSE. One crumb of comfort is the fact that no other vehicles were involved in the Pagoh crash.
According to the Land Public Transport Commission's (SPAD) Industry Code of Practice, two drivers are required for journeys exceeding 300km or lasting more than four hours. Was there a second bus driver on the ill-fated express bus?
After the worst-ever accident in Genting Highlands in August 2013 involving a tour bus that killed 37 persons, a report containing 51 recommendations was submitted to the Cabinet in January 2014.
However, only two recommendations were implemented – drug testing for bus drivers and grading of public buses in terms of safety with the assessment being made publicly available. Yet to be implemented include installing a speed limiter, a black box and a global positioning system in all buses.
My Iranian experience suggests placing black boxes in public vehicles, imposing a minimum and maximum speed limit and restricting drivers' working hours can make a difference. Why can't similar requirements be instituted in this country? Can Malaysians hope 2017 will see a drastic drop in horrendous vehicular crashes?
Opinions expressed in this article are the personal views of the writer and should not be attributed to any organisation she is connected with. She can be contacted at siokchoo@thesundaily.com