What Austen and Einstein can teach us about sharing meaningful science

 

WHAT if the greatest barrier between science and society is not the complexity of scientific discoveries, but the way we communicate them?

A researcher may spend years unlocking the secrets of a new material, developing cleaner energy technologies or discovering solutions to environmental challenges.

Yet, if these breakthroughs cannot be explained in ways that people understand and relate to, how much of their value reaches society?

Surprisingly, the answer may lie in an encounter between two extraordinary minds separated by more than a century.

Jane Austen, the novelist who explored the intricacies of human behaviour, and Albert Einstein, the physicist who transformed our understanding of the universe.

In Pride and Prejudice, Austen examines how pride and perception shape relationships.

Her insights offer an unexpected lesson for scientists today where expertise can advance knowledge, but assumptions about what others understand can create barriers to sharing it.

Einstein, meanwhile, is popularly associated with the idea that complex concepts should be explainable in simple terms.

Together, Austen and Einstein invite us to reconsider a fundamental question. Are we communicating science to people, or merely talking at them?

Making science meaningful

Science communication goes beyond presenting research findings or simplifying technical reports.

It connects scientific knowledge with people’s experiences, concerns and aspirations.

Consider solar energy. Scientists may explain the physics of photovoltaic cells, but a family considering solar panels may be more interested in reducing electricity bills, coping with Malaysia’s hot climate and living more sustainably.

The science remains the same, but the story changes to meet the audience’s needs.

Effective science communication helps people understand not only what researchers discover, but also why those discoveries matter.

It can cultivate curiosity, encourage evidence-based decisions, inform public policy and build trust between science and society.

A popular saying attributed to Einstein: “One does not truly understand something unless one can explain it to one’s grandmother.”

Communicating complex ideas clearly is an essential part of making knowledge accessible. Science need not become less rigorous to become more understandable.

From talking at people to talking with them

Science communication has traditionally relied on disseminating information from experts to the public.

Classrooms, public lectures and scientific presentations often follow this one-way model.

While valuable for sharing established knowledge, it may leave limited room for questions, discussion and alternative perspectives.

Dissemination helps people access reliable scientific knowledge, while public participation creates opportunities to question, discuss and contribute.

This distinction matters because people understand science through their own cultural backgrounds, education, experiences and community concerns.

Listening to these perspectives can help researchers communicate more effectively and address questions that genuinely matter to society.

Effective science communication can combine both approaches, depending on the audience and purpose.

Can better science communication inspire the next generation?

The implications extend to another important question. How can we nurture children’s interest in science, technology, engineering and mathematics (STEM)?

For some students, science can seem like a world of unfamiliar terminology, complicated equations and facts to memorise.

Especially when its relevance to everyday life is unclear, curiosity may give way to apprehension.

But what if science were presented not merely as something to learn, but as something to explore?

A lesson on renewable energy could begin with a familiar question. Why do solar panels perform differently under changing weather conditions?

Students could investigate how sunlight and temperature affect performance, explore the materials used in solar cells and discover how researchers improve energy generation.

Interactive demonstrations, storytelling, digital platforms and conversations with researchers can make scientific concepts more approachable.

More importantly, they encourage students to ask questions, test ideas and recognise that curiosity drives exploration.

In a nutshell, making science relatable and engaging helps create an environment where curiosity flourishes, and interest awakens.

The future belongs to science we can share

The meeting of Jane Austen and Albert Einstein may be imaginary, but its message is relevant.

Austen reminds us to question our assumptions about others, while Einstein’s association with explaining complex ideas simply highlights the importance of comprehensibility.

Together, they offer a compelling lesson in which scientific excellence must be accompanied by the ability to communicate its value.

The responsibility extends beyond researchers. Educators, institutions, policymakers and communities all have a role in creating opportunities for meaningful dialogue and participation.

Ultimately, research should be valued not only for publications, patents or laboratory breakthroughs, but also for how it informs decisions, improves lives and inspires future generations.

Perhaps the real art of science communication lies in bridging the distance between scientific pride and public understanding.

When researchers communicate without prejudice and audiences engage without intimidation, science becomes more than a specialised body of knowledge.

It becomes a conversation in which everyone has an opportunity to learn, question and contribute.— Focus Malaysia

Bus Cap, StarCharge partner to expand EV charging infrastructure, integrated mobility ecosystem

 

MALAYSIA’S first listed pure-play bus builder Bus Cap Bhd has entered into a two-year memorandum of strategic collaboration with Starcharge Energy Sdn Bhd to pursue joint opportunities in electric vehicle (EV) charging infrastructure and related technical services in Malaysia.

The collaboration with the indirect subsidiary of Jiangsu, China-based StarCharge Digital Energy Co Ltd covers charging station infrastructure, technical support and know-how alongside potential semi-knocked-down (SKD) assembly, equipment sales, installation, maintenance and localisation.

While commercial fleets are a natural market, the proposed cooperation also presents opportunities to address broader EV charging requirements.

The agreement marks another milestone in Bus Cap’s transformation from a traditional bus-body manufacturer into an integrated mobility and new-energy ecosystem group.

Following its August 2026 MOU with BYD Malaysia Sdn Bhd to explore a localised new-energy commercial vehicle platform, the StarCharge collaboration adds a complementary charging infrastructure and technical services dimension to Bus Cap’s growth roadmap.

Together, these separate initiatives could progressively connect vehicle manufacturing, new-energy technology, EV charging infrastructure and lifecycle services, hence expanding Bus Cap’s role beyond vehicle production.

StarCharge’s wider group operates across more than 70 countries and regions and has delivered up to two million EV chargers globally.

Its capabilities span smart-charging equipment, energy management, battery energy storage and solar photovoltaic (PV) solutions with experience supporting commercial electric-bus operations, including Vietnam’s VinBus fleet.

The collaboration also aligns with Malaysia’s public transport electrification agenda with Prasarana Malaysia Bhd planning to introduce more than 1,100 electric buses between 2025 and 2030 which is ahead of its target to transition to fully electric bus operations by 2037.

For Bus Cap, the cooperation presents an opportunity to combine international charging-technology capabilities with a Malaysian business focused on equipment delivery, installation, technical support and after-sales services.

The group’s ambition is to serve a broader customer base, including charging-point operators, property owners and developers, businesses and commercial fleet operators.

The initiative comes against the backdrop of Budget 2027’s proposed green-technology tax measures, including the extension of relevant investment incentives through Dec 31, 2030.

“Transitioning from a traditional bus-body builder into an integrated mobility group requires step-by-step execution,” commented Bus Cap’s executive director Bernard Ng Chong Yan.

Bus Cap Bhd executive director Bernard Ng Chong Yan

“Over the past few months, we’ve systematically lined up the core pieces of our roadmap – starting with BYD Malaysia on electric buses, strengthening our board with new-energy expertise and now partnering with StarCharge on the supporting infrastructure.”

For transport operators, an electric bus is only one part of the equation. They also need reliable charging systems, technical maintenance and practical ways to manage power costs across their depots, according to Ng.

“By combining vehicle manufacturing with charging installation and fleet-support services, we can participate across a much larger share of our customers’ transportation lifecycle and build recurring service income streams,” he enthused.

Looking ahead, this partnership also points towards our next phase of growth in renewable energy. As commercial fleets electrify, vehicle charging and clean energy generation naturally converge.

Working alongside partners like StarCharge gives us a practical foundation to progressively explore solar integration, battery energy storage, and smart energy management – both for our customers’ fleet.

At the close of today’s (Oct 20) market trading, Bus Cap was down 8 sen or 8.04% to 91.5 sen with 4.18 million shares traded, thus valuing the company at RM351 mil. –  Focus Malaysia

Negri MB no longer needs to seek audience with Tuanku Muhriz on state matters, says rival camp

 

SEREMBAN: There is no longer any need for Mentri Besar Datuk Ismail Lasim to seek an audience with Tuanku Muhriz Tuanku Munawir on state administrative matters, say Tunku Nadzaruddin Tuanku Ja'afar and the chiefs backing him.

In a joint statement on Tuesday (Oct 20), they said the issue of customs and the throne had been settled with the completion of the proclamation on Tuanku Muhriz's removal under Article 10(2) of the Negri Sembilan Constitution.

"This throne and customs crisis has been resolved and should not be turned into polemic or politicised as though it is still unresolved," the statement said.

They also said Tuanku Muhriz's decree revoking consent for the appointments of ten state executive committee members and the gazette that followed, were invalid and unconstitutional.

When the decree was made, they said Tuanku Muhriz was no longer the Negri Sembilan Yang di-Pertuan Besar and could not exercise ruling functions.

They said they had granted consent for Ismail and the ten "to continue steering the administration" of the state government.

The statement was issued by Tunku Nadzaruddin, Tunku Syed Razman, the Tunku Besar of Tampin and the four Undang aligned with him, Undang of Johol Datuk Muhammed Abdullah, Sungei Ujong's Mubarak Thahak, Jelebu's Datuk Maarof Mat Rashad and Datuk Abdul Rahim Yasin of Rembau.

Tuanku Muhriz recognises other chiefs, such as Muhammad Faris Johari as the Undang of Sungei Ujong, Hassan Ab Hamid as Rembau and Azrin Khairi Jelebu.

The statement also maintained that the appointment and position of the Yang di-Pertuan Besar fell under the absolute prerogative of the four Undangs, citing Article 71(1) of the Federal Constitution and Articles 10 and 11 of the Negri Sembilan constitution.

"The federal government, its departments and agencies have no jurisdiction in this matter. They must respect the sovereignty of the government of Negri Sembilan and the supremacy of custom and state constitution," they said.

In a video that went viral on Friday (Oct 16), Tuanku Muhriz referred to Ismail's letter to the Keeper of the Rulers' Seal and told him not to come to see him until he retracted what he had said.

Prime Minister Datuk Seri Anwar Ibrahim has said the Federal government continues to recognise Tuanku Muhriz as the Yang di-Pertuan Besar.

The Dewan Keadilan dan Undang maintains that he remains the lawful ruler and that there is no vacancy.

The Attorney General's Chambers (AGC) said the April 19 proclamation on his removal did not meet the mandatory requirements of Article 10 of the state constitution.

Attorney-General Tan Sri Mohd Dusuki Mokhtar has said the revocation of the exco appointments is valid because exco members other than the Mentri Besar hold office at the Ruler's pleasure.

The ten's challenge to the gazette is due to be heard in the Seremban High Court on Wednesday (Oct 21). - Star

Publish studies on motorcycle licensing age

 Transport ministry and Miros must disclose past findings and explain why proposals to restrict young riders are getting nowhere.

From Shahrim Tamrin

I welcome Malaysian Institute of Road Safety Research (Miros) chairman Wong Shaw Voon’s renewed call to raise the minimum age for a motorcycle licence from 16 to 18.

But this is hardly a new proposal. It has been under discussion since 2018.

Malaysia needs neither another round of deliberations nor another announcement without a clear outcome. It needs transparency, a policy decision and the political will to act.

In May 2018, during Loke Siew Fook’s first term as transport minister, the transport ministry sought public feedback on the minimum licensing age, with Miros and relevant road safety authorities involved. The exercise ran until September, but its findings have never been made publicly available through official channels.

I obtained a summary of Miros’s findings after requesting it two years ago. The results were mixed. The online exercise involved 4,005 members of the public and 11 experts, while a separate survey covered 4,158 respondents.

Although Miros reported majority support among online participants for raising the age to 18, many motorcycle riders and secondary school students opposed the change. Some students even suggested lowering the age.

The findings do not establish a blanket public mandate for change. They establish something more fundamental: evidence was collected and the public deserves to know what became of it.

The presentation also reported that 80% of boys and 86% of girls surveyed rode to school without a motorcycle licence. Of 181 boys aged 16, only three held one. Meanwhile, 58% of students said their parents did not stop them from riding.

These figures concern the students surveyed, not all Malaysian schoolchildren. Nevertheless, they expose a problem that raising the licensing age alone cannot solve. Even a 13-year-old can ride an illegally obtained “kapcai”.

Wong himself has cautioned that raising the age will achieve little without effective enforcement against underage riders.

Licensing reform must, therefore, go hand in hand with enforcement, parental accountability and controls over access to motorcycles.

The paper trail

On Oct 8, 2019, police proposed a new B3 motorcycle licensing category at the National Road Safety Council’s 60th annual general meeting. The proposal envisaged restricting young riders to motorcycles of 70cc or below, or low-powered electric alternatives, to curb illegal street racing and improve road safety.

Recorded as Item 9.4 in the meeting minutes, the proposal was referred to the transport ministry. Years later, the public is still waiting to learn whether it was seriously considered and why it produced no clear policy outcome.

On Nov 25, 2021, Miros’s board backed a related but distinct proposal to study restricting young riders to motorcycles below 90cc. Recorded as Board Paper LPM 2-52 under Item 52.4(2), it was approved by the board, including its then chairman Suret Singh.

One proposal concerned a licensing category; the other concerned research into engine-capacity restrictions.

Nearly five years later, the study’s status remains unclear. Was it completed? What did it find? Were recommendations submitted to the transport ministry? If the study was not completed, why not?

In August 2024, the Human Rights Commission of Malaysia (Suhakam) children’s commissioner Farah Nini Dusuki sought an update on the B3 proposal and urged the transport ministry and road transport department (JPJ) to expedite legislation addressing motorcycle purchases by unlicensed riders. She also highlighted the unresolved status of the Miros study.

A study endorsed by the board should not become an administrative mystery.

Human cost

Suhakam has highlighted the risks faced by underage motorcyclists, including 87 children aged six to 10 who died while riding motorcycles rather than as pillion passengers.

Children do not acquire motorcycles by themselves. Adults may purchase them, provide access or knowingly permit illegal riding. Sellers and the wider regulatory framework also warrant scrutiny.

Section 31(1)(a) of the Child Act 2001 addresses neglect likely to cause physical injury to a child, while Section 39(5) of the Road Transport Act 1987 addresses causing or permitting a child below 16 to drive. Their application depends on the circumstances and relevant legal requirements.

Parental accountability matters, but it must not become a substitute for institutional accountability.

The government should disclose the status of legislation reportedly being developed to regulate motorcycle purchases by unlicensed individuals, explain outstanding obstacles and provide a timetable. The problem extends beyond teenagers riding kapcai – unlicensed adults can also access more powerful motorcycles.

I call on the transport ministry, JPJ and Miros to:

• Publish the 2018 survey. Release its methodology, detailed findings and recommendations, while protecting respondents’ personal information where necessary.
• Account for Board Paper LPM 2-52. Confirm whether the study was completed, publish its findings and explain what action followed.
• Disclose the proposed legislation’s status. Set a timetable for regulating motorcycle purchases by unlicensed buyers and establish enforceable safeguards.
• Set a timetable for licensing reform. Decide whether to raise the minimum age to 18 and seriously consider the B3 proposal, alongside proportionate power restrictions for young and inexperienced riders, effective enforcement and meaningful parental accountability.

Wong deserves credit for returning the issue to the agenda. In my years covering Miros, I have seen board recommendations stall before reaching the ministerial table.

It remains unclear whether Board Paper LPM 2-52, or any recommendation arising from it, ever reached the transport minister in a form requiring a decision. That, too, warrants an explanation.

Research cannot improve road safety if recommendations fail to travel from the boardroom to the ministerial table. Nor can policy succeed if it exists only in announcements, meeting minutes and presentation slides.

Malaysia is not short of studies, recommendations or press statements. It is short of visible follow-through.

Publish the evidence. Account for the decisions made and those left unmade. Set a timetable and act. The public has waited long enough, and too many children have already paid the price. - FMT

Shahrim Tamrin is a sustainable transport and road safety activist and former Malaysian Institute of Road Safety Research board member.

The views expressed are those of the writer and do not necessarily reflect those of MMKtT