knowledge, attitude and compliance with road safety and
TRANSCRIPT
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Knowledge, Attitude and Compliance with Road Safety and
Protective Measures Among Commercial Motorcycle Riders in
a Semi-Urban Setting in Nigeria
ABSTRACT
Background: The operation of commercial motorcycles has eased the transport difficulties
encountered by people. Thus, we can say that the Okada business has filled a significant gap
in the public transport system in Nigeria. With commercial motorcycles, people can now go
to areas previously impregnable by conventional means of transportation. However, the
average motorcyclist spends more than ten hours a day on the road and is directly exposed
to numerous environmental hazards, including road traffic accidents and related crash
accidents of varying severity levels. There was also an increase in road traffic collisions
associated with commercial motorcycling, increasing hospital injuries. This study aims to
assess the knowledge, attitude, and compliance with safety protective measures among
commercial motorcycle riders in Ado-Odo Ota LGA of Ogun State, Nigeria.
Method: This study was a descriptive cross-sectional study carried out in Ado Odo Ota, a
local government area of Ogun State, Nigeria. A structured questionnaire was used in
collecting data from the respondents using a stratified random sampling technique to
identify potential respondents in the study. First, all motorcycle parks were listed based on
the significant divisions they belong to. A total of twenty parks were identified: four
motorcycle parks from each of the five main divisions. Then, data collection was done by
simple random sampling technique of 19 respondents from 15 more significant parks and
18 from five smaller parks from each of the previously selected parks. The data collected
include demographic characteristics, knowledge, attitude, safety devices, and compliance
with safety measures among owners and hired riders. The IBM-Statistical Package did data
processing for Social Sciences (IBM-SPSS) version 25.0 for Windows IBM Corp., Armonk,
NY, USA. Descriptive statistics and the details presented in the distribution frequency and
percentage tables were used to interpret the data to provide a clear image of the results.
Results: Most motorcycle riders (69.0%) own the motorcycles, while 31.0% either hired it
in installments or rented specific amounts for daily delivery. The majority of the riders were
between 25 and 44 years, with the peak age of 35 – 44 (38.0%), and the majority were
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married (86.9%). More than half (53.7%) had secondary education, had children (90.6%),
and have been doing commercial riding work for seven or more years (49.7%). Generally,
the riders’ awareness of road safety measures was very poor, with only 22.2% having high
knowledge and 42.5% having poor knowledge. Overall level awareness of road safety
measures was significantly higher (24.8%) among riders who own motorcycles than those
who hired (16.4%), P<0.05. Significantly higher knowledge was found among respondents
aged 18 – 24 years (58.8%) than all other age groups (<25%), P<0.05). Similarly, married
respondents and those that had children showed a higher level of awareness (24.0%) and
(23.6%), respectively (p<0.05). Awareness significantly increased with education
attainment from 15.4% high knowledge among those without formal education to 40.7%
among those who attained tertiary education (p<0.05). Riders who own motorcycles showed
a better attitude (27.5%) than those who hired or rented motorcycles (20.7%) (p<0.05).
Similarly, positive attitude towards road safety measures increased with an increase in age
from 23.5% among riders aged 18 – 24 years and 32.4% among 35 – 44 years. More married
riders (28.0%) showed a good attitude than unmarried (p<0.001). A positive attitude towards
safety and preventive measures was also higher among those who attained secondary
(33.8%) and tertiary (27.1%) education than those who only attained primary (12.5%)
(p<0.001). Availability of helmets during the interview was (69.8%) and higher (76.4%)
among those who ride owned motorcycles than those who hired/rented theirs (55.2%),
p<0.001.). The majority of the riders had two functioning indicators (79.9%) but
significantly higher (85.3%) among those who hired/rented bikes than those who used
owned motorcycles (77.5%) (p<0.001). On the other hand, the overall availability of wing
mirrors was (57.8%) with 56.9% among those who rented/hired motorcycles and 58.1%
among those who used owned bikes (p>0.05). The overall prevalence of accidents was
45.2%, with 56.0% among those who rented/hired bikes, significantly higher than 40.3%
among those who use the owned bike (p<0.005). The majority of those who had accidents
in the last six months had 1-2 accidents (80.5%), mainly among those who hire motorcycles
(90.8%) than those who did not (74.0%), (p<0.05). Most of the accidents occurred during
the day (82.2%) and mainly on the highways (70.4%) (p>0.05). More than half (56.4%) was
hit from behind as the higher mode of accidents. The overall knowledge of the implications
of motorcycle accidents was (65.6%) among those who rented/hired bikes, higher than those
who use owned bikes (60.2%) (p<0.05). The significant challenges facing motorcycle riders
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in the LGA include high ticket (46.4%) and poor road networks (45.6%). Others include
lack of parking space (4.8%) and regular stoppage by the FRSC, the Police, and TRACE
(3.3%) to extort money from them.
Conclusion: The knowledge of the consequences of motorcycle accidents was fair among
all the riders. Also, the study found a fair attitude towards road safety and accident
preventive measures among all respondents. Based on self-reported accidents in the last 12
months, the study concludes that there was a high prevalence of motorcycle accidents in the
LGA. The prevalence was significantly higher among riders who rented/hired motorcycles
than those who owned the motorcycles. The study also found a reduced accident rate among
riders who had good knowledge of road safety and preventive measures. The knowledge
was found to increase with an increase in age and education attainment. Also, married
people showed a better understanding and attitude towards road safety and preventive
measures.
Keywords: Motorcycle, Okada, Accident, Knowledge, Attitude, Prevalence
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1.3 Aim and objectives of the study
1.3.1 Study aim
This study aims to assess the knowledge, attitude, and compliance with safety protective
measures among commercial motorcycle riders in Ado-Odo Ota LGA of Ogun State,
Nigeria.
1.3.2 Specific objectives
1. To determine the level of awareness of motorcycle riders of safety protective
measures
2. To assess the attitude of the motorcycle riders towards safety protective measures
3. To assess the level of compliance with the use of safety devices/road safety and
preventive measures
4. To determine the prevalence of road accidents among the respondents within the
last six months
5. To assess the knowledge of the motorcycle riders about the implications of
motorcycle accidents
1.4 Research questions
Based on the preceding discussions, the following questions can be asked:
1. What is the awareness of commercial motorcycle riders in Ogun state of road safety
and preventive measures?
2. Do commercial motorcycle riders in Ogun state have a good attitude and perceptions
of road safety and preventive measures?
3. What is the level of compliance of commercial motorcycle riders with road safety
devices and safety measures?
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4. What is the prevalence of motorcycle road accidents in Ado-Odo, Ota LGA?
5. How aware are the motorcycle riders of the implication of motorcycle accidents?
1.5 study hypotheses
Hypothesis 1
Null hypothesis H0 – Commercial motorcycle riders in Ado-Odo Ota LGA know road
safety and preventive measures.
Alternative hypothesis H1 – Commercial motorcycle riders in Ado-Odo Ota LGA do not
know road safety and preventive measures.
Hypothesis 2
Null hypothesis H0 – There is high compliance with road safety and preventive measures
among commercial motorcyclists in Ado-Odo Ota LGA.
Alternative hypothesis H1 – The level of compliance with road safety and preventive
measures among commercial motorcyclists in Ado-Odo Ota LGA is low.
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CHAPTER FOUR
Results and Discussion
4.0 Results
This chapter contains the finding of the study as well as the discussion of the results.
4.1 Sociodemographic profile of the respondents
As shown in Table 1, most motorcycle riders (69.0%) own the motorcycles, while 31.0%
either hired it in installments or rented for daily delivery of specific amounts. The highest
proportion of these riders was between 25 – 44 years, with the peak age of 35 – 44 (38.0%),
and the majority were married (86.9%). More than half (53.7%) had secondary education,
had children (90.6%), and have been doing commercial riding work for seven or more years
(49.7%).
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Table 1: sociodemographic characteristics of the respondents
Parameter Response Frequency (n=374) Percentage
Rented/Hired 116 31.0 Ownership Owned 258 69.0
18 – 24 17 4.5
25 – 34 124 33.2
Age category
35 – 44 142 38.0
45 – 54 91 24.3
Single 28 7.5
Marital status Married 325 86.9
Divorced/separated/widowed 21 5.6
No formal education 26 7.0
Level of Primary 88 23.5
education Secondary 201 53.7
Tertiary 59 15.8
Yes 339 90.6
Have children
No 35 9.4
Years in the 1 – 3 years 63 16.8
motorcycle 4 – 6 years 125 33.4
work
4.2 Awareness of safety protective measures among motorcycle riders in
Ado-Odo Ota LGA
This part attempts to fulfill objective 1 of the study, which is to “determine the level of
awareness of motorcycle riders of safety protective measures” and to answer the research
≥ 7years 186 49.7
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question, “what is the level of awareness of commercial motorcycle riders in Ogun state of
road safety and preventive measures?”
A score of 80% or more was considered high, 60-79% fair, and below 60% were considered
poor. The knowledge of road safety information on manufacturer’s manual was generally
high (81.6%) but significantly higher (p< 0.05) among respondents who own the
motorcycles (84.4%) as compared to fair knowledge among those who hired or rented the
motorcycles (75.6%). Both riders score approximately 65%, implying a fair understanding
of road safety signs (P>0.05). The overall scores of below 60% indicate a fair knowledge of
speed limits, knowledge of safety equipment, knowledge of causes of the accident,
information about drivers’ license, and knowledge of television and radio programs on road
safety in both groups of riders without any statically significant differences (p>0.05). On
the other hand, scores from both groups showed they were unaware of Nigeria highway
code, road safety fliers, and signposts showing road signs and safety measures (<60%), as
shown in Table 2.
All respondents’ sociodemographic characteristics were significantly associated with
knowledge of road safety and preventive measures (P<0.05). Overall level awareness of
road safety and preventive measures was substantially higher (24.8%) among those who
own motorcycles than the rented/hired riders (16.4%), P<0.05. Significantly higher
knowledge was found among respondents aged 18 – 24 years (58.8%) than all other age
groups (<25%), P<0.05). Similarly, married respondents and those that had children showed
a higher level of awareness (24.0%) and (23.6%) respectively as compared with those who
were not currently married or had no child(ren) (p<0.05). The level of awareness
significantly increased with education attainment from 15.4% high knowledge among those
without formal education to 40.7% among those who attained tertiary education (p<0.05).
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Knowledge of road safety and preventive measures was also higher among respondents who
worked between 1 – 3 years (28.6%) than 12.0% among those working for 3 – 6 years and
26.9% among those who had more than six years working experience.
Generally, the awareness of road safety and preventive measures among Okada riders in
Ado-Odo Ota LGA was very poor. Only 22.2% had high knowledge, and 42.5% had poor
knowledge, as shown in Table 3.
Table 2: Respondents’ knowledge of road safety and preventive measures
Knowledge of safety protective
measures
Rented/Hired Mean (%)
n=116
Owned Mean (%)
n = 258
Total Mean (%)
n =374 P-value
Knowledge of manufacturer’s
manual 3.78 (75.6) 4.22 (84.4) 4.08 (81.6) 0.002*
Knowledge of road signs 3.27 (65.4) 3.25 (65.0) 3.26 (65.2) 0.933
Knowledge of speed limits 3.30 (66.0) 3.48 (69.6) 3.43 (68.6) 0.295
Knowledge of safety equipment 3.15 (63.0) 3.29 (65.8) 3.25 (65.0) 0.411
Knowledge of causes of causes of
accident 3.41 (68.2) 3.54 (70.8) 3.50 (70.0) 0.439
Information about drivers’ licence 3.29 (65.8) 3.50 (70.0) 3.44 (68.8) 0.241
Knowledge of Nigerian highway code 2.50 (50.0) 2.76 (55.2) 2.68 (53.6) 0.108
Documentary on accident prevention 2.91 (58.2) 3.18 (63.6) 3.10 (62.0) 0.158
Information on safety leaflet 3.06 (61.2) 2.85 (57.0) 2.91 (58.2) 0.199
Road safety flier 2.97 (59.4) 2.74 (54.8) 2.81 (56.2) 0.167
Films or movies on road safety 3.16 (63.2) 2.64 (52.8) 2.80 (56.0) 0.003*
Television and radio programs on
road safety 3.42 (68.4) 3.11 (62.2) 3.21 (64.2) 0.091
Sign post showing road signs and
safety measures 2.72 (54.4) 2.60 (52.0) 2.64 (52.8) 0.528
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Table 3: Sociodemographic distribution of knowledge of road safety and preventive
measures
Overall knowledge of safety measures
Characteristics Response Poor Fair High p-value
Ownership Rented/Hired 43 (37.1) 54 (46.6) 19 (16.4) 0.008*
Owned 116 (45.0) 78 (30.2) 64 (24.8)
Age category
18~24
25~34
4 (23.5)
49 (39.5)
3 (17.6)
48 (38.7)
10 (58.8)
27 (21.8)
0.016*
35~44 63 (44.4) 52 (36.6) 27 (19.0)
45~54 43 (47.3) 29 (31.9) 19 (20.9)
Marital status
Married
Single
128 (39.4)
12 (42.9)
119 (36.6)
13 (46.4)
78 (24.0)
3 (10.7) <0.001*
Divorced/separated/wi
dowed 19 (90.5) 0 (0.0) 2 (9.5)
Education
No formal education
Primary
22 (84.6)
39 (44.3)
0 (0.0)
35 (39.8)
4 (15.4)
14 (15.9)
<0.001*
Secondary 80 (39.8) 80 (39.8) 14 (15.9)
Tertiary 18 (30.5) 17 (28.8) 24 (40.7)
Have children
Yes 146 (43.1) 113 (33.3) 80 (23.6)
0.024*
No 13 (37.1) 19 (54.3) 3 (8.6)
Year of experience
1 - 3 years
4 - 6 years
14 (22.2)
67 (53.6)
31 (49.2)
43 (34.4)
18 (28.6)
15 (12.0) <0.001*
Above 6 years 78 (41.9) 58 (31.2) 50 (26.9)
Total 159 (42.5) 132 (35.3) 83 (22.2)
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4.3 Attitude of the motorcycle riders towards safety protective measures
This section fulfills study objective two, which is to assess the attitude of the motorcycle
riders towards safety protective measures. The overall score on regular wearing
bright/reflective clothing was very poor (49.5%) though significantly higher (52.3%) among
riders that own motorcycles as compared to those who hired their (P<0.05). On the other
hand, the use of daytime headlights and helmets was fair among both groups of riders
(p>0.05). However, riders that own their motorcycles scored higher (65.5%) in the use of a
protective helmet than the 55.0% mark among those who rented/hired motorcycles (p<.001).
Furthermore, while the respondents scored high on not riding while tired (90% vs. 88.3%)
and while drunk (90.0% vs. 82.0%), (P>0.05), they scored poor marks on not riding above
50 km/h (65.3% vs. 57.5%) for those that ride owned and hired motorcycles, respectively
(p<0.05). This poor attitude was reflected in their score (77.5%) that showed that they
Overspeed more than those who owned the motorcycles (87.5%) (p<0.001), as shown in
Table
4.
As shown in Table 5, riders who own motorcycles showed a better attitude (27.5%) than
those who hired or rented motorcycles (20.7%) (p<0.05). Similarly, positive attitude
towards road safety and preventive measures increased with an increase in age from 23.5%
among riders aged 18 – 24 years and 32.4% among 35 – 44 years with a slight decline to
19.8% among 45 – 54 years. More married riders (28.0%) showed a good attitude than
unmarried (p<0.001). A positive attitude towards safety measures was also higher among
those who attained secondary (33.8%) and tertiary (27.1%) education than those who only
attained primary (12.5%) (p<0.001). No statistically significant difference was observed
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between those who had children and those who did not (p>0.05). Riders that had 1 – 3 years
of riding experience showed a better attitude (42.9%) than others (p<0.001).
Table 4: Attitude of respondents towards safety protective measures
Rented/Hired Owned Mean Total
Attitude towards safety protective Mean (%) (%) Mean (%) P-value
measures n=116 n = 258 n =374
Wear bright/reflective clothing
regularly 1.74 (43.5) 2.09 (52.3) 1.98 (49.5) 0.006*
Use day time headlights 2.76 (69.0) 2.57 (64.3) 2.63 (65.8) 0.171
Wear a protective jacket 2.20 (55.0) 2.62 (65.5) 2.49 (62.3) 0.001*
Wear a helmet 2.45 (61.3) 2.56 (64.0) 2.53 (63.3) 0.412
Do not ride above 50 Km/h 2.30 (57.5) 2.61 (65.3) 2.51 (62.8) 0.020*
Do not ride while feeling tired 3.53 (88.3) 3.60 (90.0) 3.58 (89.5) 0.486
Do not ride while drunk 3.28 (82.0) 3.60 (90.0) 3.50 (87.5) 0.002*
Remember to use indicator 3.03 (75.8) 3.13 (78.3) 3.10 (77.5) 0.411
Do not overtake two or more
vehicles at the same time 3.26 (81.5) 3.15 (78.8) 3.18 (79.5) 0.316
Do not over speed 3.10 (77.5) 3.50 (87.5) 3.38 (84.5) <0.001*
Do not overtake at a corner 3.68 (92.0) 3.47 (86.8) 3.53 (88.3) 0.021*
Do not overtake from the left 2.46 (61.5) 2.60 (65.0) 2.56 (64) 0.337
Do not ride recklessly or anyhow I
want 3.66 (91.5) 3.46 (86.5) 3.52 (88) 0.027*
Do not carry more than one
passenger 1.80 (45.0) 1.95 (48.8) 1.90 (47.5) 0.228
Do not receive/make phone calls
while riding 3.78 (94.5) 3.64 (91.0) 3.69 (92.3) 0.044*
Do not ride when raining 3.28 (82.0) 3.43 (85.8) 3.38 (84.5) 0.180
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Table 5: Sociodemographic distribution of respondents’ attitude towards road safety and
preventive measures
Parameters Response
Attitudes towards safety measures
Poor Fair Good p-value
Ownership Rented/Hired 17 (14.7) 75 (64.7) 24 (20.7)
0.039*
Owned 18 (7.0) 169 (65.5) 71 (27.5)
Age category
18~24
25~34
0 (0.0)
18 (14.5)
14 (76.5)
79 (63.7)
4 (23.5)
27 (21.8) 0.021*
35~44 6 (4.2) 90 (63.4) 46 (32.4)
45~54 11 (12.1) 62 (68.1) 18 (19.8)
Marital status
Married
Single
35 (10.8)
0 (0.0)
199 (61.2)
24 (85.7)
91 (28.0)
4 (14.3) 0.001*
Divorced/separated/w
idowed 0 (0.0) 21 (100.0) 0 (0.0)
Education
No formal education
Primary
2 (7.7)
2 (2.3)
24 (92.3)
75 (85.2
0 (0.0)
11 (12.5) <0.001*
Secondary 13 (6.5) 120 (59.7) 68 (33.8)
Tertiary 18 (30.5) 25 (42.4) 16 (27.1)
Have children Yes 35 (10.3) 219 (64.6) 85 (25.1)
0.136
No 0 (0.0) 25 (71.4) 10 (28.6)
Year of experience
1 - 3 years
4 - 6 years
7 (11.1)
7 (5.6)
29 (46.0)
96 (76.8)
27 (42.9)
22 (17.6) 0.001*
Above 6 years 21 (11.3) 119 (64.0) 46 (24.7)
Total 35 (9.4) 244 (65.3) 95 (25.4)
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4.4 Compliance with the use of safety devices/road safety and preventive measures
This section addresses objective three to determine the compliance of riders with safety
devices/road safety and preventive measures, achieved by observing all the basic road safety
equipment/tools essential to all motorcycle riders. The proportion of riders wearing helmets
at the time of the interview was (69.8%) but higher (76.4%) motorcycles owners than
hired/rented (55.2%), p<0.001. The majority (90.1%) had a functional headlamp and
slightly but insignificantly (p>0.05) higher (93.1%) among those who rented/hired
motorcycles than those who own theirs (88.8%). More of those who used owned
motorcycles (70.9%) had protective jackets than those who rented/hired bikes (57.8%), with
an overall availability of 66.8%. Availability of functional speedometer was 83.6% among
riders who rented bikes, slightly but insignificantly higher than 76.4% of those who own the
bikes with the overall availability of 78.6% (p>0.113).
There was an overall low availability of bright/reflective clothing (45.7%) among the
respondents, with 50.0% among owners and 36.2% among rented/hired motorcycles (p=
0.013). Availability of connecting gloves (41.2%) and a pair of the boot (38.8%) was very
poor among both groups of riders (P>0.05). The majority of the riders had two functioning
indicators (79.9%) but significantly higher (85.3%) among those who hired/rented bikes
than those who used owned motorcycles (77.5%), (p<0.001). On the other hand, the overall
availability of wing mirrors was (57.8%) with 56.9% among those who rented/hired
motorcycles and 58.1% among those who used owned bikes (p>0.05), as shown in Table 6.
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Table 6: Level of Compliance with the use of safety devices/road safety and
preventive measures
SN
Rented/Hired
Mean (%)
n=116
Owned
Mean (%) n
= 258
Total
Mean (%) n
=374 P-value
1 Have helmet 64 (55.2) 197 (76.4) 261 (69.8) <0.001*
2 Have functional headlights
present 108 (93.1) 229 (88.8) 337 (90.1) 0.193
3 Have protective jacket 67 (57.8) 183 (70.9) 250 (66.8) 0.012*
4 Functional speedometer present 97 (83.6) 197 (76.4) 294 (78.6) 0.113
Bright /reflective clothing
5 available 42 (36.2) 129 (50.0) 171 (45.7) 0.013*
6 Connecting gloves present 45 (38.8) 109 (42.2) 154 (41.2) 0.530
7 A pair of boot present 46 (39.7) 99 (38.4) 145 (38.8) 0.814
8
Number of indicators present
Not available 17 (14.7)
23 (8.9)
40 (10.7)
One 0 (0.0) 35 (13.6) 35 (9.4) <0.001*
Two 99 (85.3) 200 (77.5) 299 (79.9)
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Number of wing mirrors present
Not available 40 (34.5)
79 (30.6)
119 (31.8)
One 10 (8.6) 29 (11.2) 39 (10.4) 0.630
Two 66 (56.9) 150 (58.1) 216 (57.8)
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4.5 Prevalence of road accidents among the respondents within the last
12 months
This section addresses objective four to determine the prevalence of road accidents among
the respondents within the last 12 months. The overall majority of accidents was 45.2%,
with 56.0% among those who rented/hired bikes, significantly higher than 40.3% among
those who use the owned bike (p<0.005). The majority of those who had accidents in the
last 12 months had between 1-2 accidents (80.5%), mainly among those who hired
motorcycles (90.8%)) compared to owners (74.0%) (P<0.05). Most of the accidents
occurred during the day (82.2%) and mainly on the highways (70.4%) (p>0.05). More than
half (56.4%) were hit by another vehicle from behind as the higher mode of accidents. Also,
almost four-fifth (77.8%) knew somebody who has been involved in motorcycle accidents
in the last 12 months, as shown in Table 7.
As shown in Figure 1, most riders rated the frequency of motorcycle accidents high in Ota
(44.7%) while 28.6% rated it low.
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Table 7: Prevalence of motorcycle road accidents among the respondents within the last
12 months
SN Accidents
Rented/Hired
Mean (%)
n=116
Owned
Mean (%) n
= 258
Total
Mean (%)
n =374 P-value
1
Been involved in an accident
that resulted in injury in the last
12 months 65 (56.0) 104 (40.3) 169 (45.2) 0.005*
2
Number of Accidents
1 – 2 accidents
3 or more
59 (90.8)
6 (9.2)
77 (74.0)
27 (26.0)
136 (80.5)
33 (19.5)
0.008*
3 Period of accident
During the day 53 (81.5)
In the night 12 (18.5)
86 (82.7)
18 (17.3)
139 (82.2)
30 (17.8)
0.849
Place of accident
Highway 50 (76.9)
Streets 15 (23.1)
69 (66.3)
35 (33.7)
119 (70.4) 50
(29.6) 0.143
4
Frequency of collision with other vehicles
100 (38.8)
151 (58.5)
101 (39.1)
77 (29.8)
136 (36.4)
211 (56.4)
137 (36.6)
118 (31.6)
0.151
0.220
0.132
0.290
Collisions while overtaking other
road users
Being hit from behind by other
road users (rear-end shunt)
Collisions with right-turning
vehicles
Collisions with left-turning
vehicles
Poor riding technique leading
36 (31.0)
60 (51.7)
36 (31.0)
41 (35.3)
to loss of control of the
motorcycle
15 (12.9) 33 (12.8) 48 (12.8) 0.970
Over-shooting bends in the
road 12 (10.3) 36 (14.0) 48 (12.8) 0.334
5
Knows somebody who has
been involved in an accident in
the last 12 months 84 (72.4) 207 (80.2) 291 (77.8) 0.092
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Figure 1: How Motorcycle riders rated the frequency of motorcycle accidents in Ota
% 28.6 , 107 % 26.7 , 10 0
% 44.7 , 167
0
20
40
60
80
100
120
140
160
180
Low Moderate High
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4.6 Knowledge of the motorcycle riders about the implications of
motorcycle accidents(MCA)
This section addresses objective five, which is to assess the knowledge of the motorcycle
riders about the implications of motorcycle accidents. The overall understanding of the
impacts of motorcycle accidents was (65.6%) among those who rented/hired bikes, higher
than those who use owned bikes (60.2%) (p<0.05). The knowledge of respondents on some
implications of motorcycle accidents such as reduction of working capacity, physical
disabilities, and burden of the cost of medication was moderate (between 60 – 79%) and not
significantly different among the two groups (p>0.05). The overall knowledge of the
implications of motorcycle accidents was 61.9%, with a considerably higher understanding
among those who hired/rented motorcycles 65.6% than those who use owned motorcycles
(60.2%) (p<0.05).
As shown in Table 9, a higher proportion of those that rented/hired motorcycles had high
knowledge of the implications of MCA than those who ride owned motorcycles (26.4%)
(p<.0.05). Awareness of the impacts of MCA also increased with age from 11.8% among
riders aged 18 – 24 years to 52.7% among 45 – 54 years (p<0.001). Higher knowledge was
also found among married riders (33.5%) and those who had more than six years of riding
experience (45.2%) (p<0.05). Riders with secondary education and below showed
significantly higher knowledge of the implications of MCA (range 29.5 – 33.8%) than those
who attained tertiary education 18.6%) (p<0.001).
20
Table 8:Knowledge of the motorcycle riders about the implications of motorcycle
accidents
Implication Rented/Hired Owned Total P-value
Reduction of working capacity 3.25 (65.0) 3.48 (69.6) 3.41 (68.2) 0.206
Physical disabilities 3.17 (63.4) 2.85 (57) 2.95 (59.0) 0.082
Burden of cost of medication 3.61 (72.2) 3.18 (63.6) 3.32 (66.4) 0.016
Loss of livelihood 2.81 (56.2) 2.76 (55.2) 2.77 (55.4) 0.76
Loss of parents and livelihood 2.79 (55.8) 2.62 (52.4) 2.68 (53.6) 0.306
Intangible costs(i.e. pain, grief
and suffering) 3.65 (73.0) 3.11 (62.2) 3.28 (65.6) 0.001*
Medical costs, funeral costs, and
property damage 3.66 (73.2) 3.2 (64.0) 3.34 (66.8) 0.008*
Psychological distress i.e. posttraumatic stress disorder 3.28 (65.6) 2.93 (58.6) 3.04 (60.8) 0.046*
and major depressive disorder
Overall level of awareness of
complication of MCA 26.23 (65.6) 24.09 (60.23) 24.76 (61.9) 0.048*
21
Table 9: Sociodemographic distribution of the knowledge of the implications of
motorcycle accidents
Parameters Response
Knowledge of implications of MCA
Poor Fair High p-value
Ownership Rented/Hired 41 (35.3) 29 (25.0) 46 (39.7)
0.033*
Owned 116 (45.0) 74 (28.7) 68 (26.4)
Age category
18~24
25~34
0 (0.0)
73 (58.9)
15 (88.2)
24 (19.4)
2 (11.8)
27 (21.8) <0.001*
35~44 60 (42.3) 45 (31.7) 37 (26.1)
45~54 24 (26.4) 19 (20.9) 48 (52.7)
Marital status
Married
Single
122 (37.5)
16 (57.1)
94 (28.9)
9 (32.1)
109 (33.5)
3 (10.7) <0.001*
Divorced/separated/w
idowed 19 (90.5) 0 (0.0) 2 (9.5)
Education
No formal education
Primary
17 (65.4)
40 (45.5)
0 (0.0)
22 (25.0)
9 (34.6)
26 (29.5) <0.002*
Secondary 69 (34.3) 64 (31.8) 68 (33.8)
Tertiary 31 (52.5) 17 (28.8) 11 (18.6)
Have children Yes 140 (41.3) 96 (28.3) 103 (30.4)
0.547
No 17 (48.6) 7 (20.0) 11 (31.4)
Year of experience
1 - 3 years
4 - 6 years
28 (44.4)
66 (52.8)
20 (31.7)
44 (35.2)
15 (23.8)
15 (12.0) <0.001*
Above 6 years 63 (33.9) 39 (21.0) 84 (45.2)
Total 157 (42.0) 103 (27.5) 114 (30.5)
22
Table 10 shows the association between knowledge and attitude of riders towards safety
measures and the prevalence of accidents in the last 12 months. The accident rate
significantly (P<0.001) decreases with an increase in knowledge of safety measures with a
51.6% accident rate among riders who had poor knowledge, 50.0% among those who had
fair understanding, and 25.3% among riders with high safety knowledge. Similarly, the rate
of the accident was higher (60.0%) among respondents who had a poor attitude towards
safety measures as compares to 47.5% accident rate among those who had fair and 33.7%
among those who had a good attitude towards safety measures (p<0.05).
Table 10: Relationship between knowledge, attitude, and accident
Involved in an accident that resulted in injury in the last 12 months
Parameter Response Yes No X2 P-value
Knowledge of
safety
Poor
Fair
82 (51.6)
66 (50.0)
77 (48.4)
66 (50.0) 17.103 <0.001*
High 21 (25.3) 62 (74.7)
Attitude towards
safety
Poor
Fair
21 (60.0)
116 (47.5)
14 (40.0)
128 (52.5) 8.722 0.013*
Good 32 (33.7) 63 (66.3)
23
4.7 Challenges facing motorcycle riders in Ado-Odo Ota LGA
As shown in Figure 2, the significant challenges confronting motorcycle riders in the local
government include high ticket and sticker fees (46.4%) and poor road networks (45.6%).
Others include lack of parking space (4.8%) and regular stoppage by the FRSC, the Police,
and TRACE (3.3%) to extort money from them.
Figure 2: Challenges facing motorcycle riders in Ado-Odo Ota LGA
214 , 46.4 % 210 , 45.6 %
22 , % 4.8 15 , 3.3 %
0.0 %
% 5.0
10.0 %
% 15.0
20.0 %
% 25.0
30.0 %
35.0 %
% 40.0
% 45.0
% 50.0
High ticket and sticker fees
Bad roads Lack of parking space
Road safety/police/TRACE
Challenges