Motorcycle transport
CHAPTER TWO.
LITERATURE REVIEW.
2.1 Introduction.
This chapter gives literature related to the historical background of the study. It gives literature based on the historical perspectives of motorcycle transport, the extent to which training, drug/substance abuse, road conditions, and how institutional constraints influences high accident rates among the motorcycle operators and also presents a theoretical framework and conceptual framework of the study.
2.2 The Concept of Motorcycle Accidents.
In recent years, there has been a growing concern with the significant increase in accidents involving motorcycles in several countries. Despite the use of motorcycles as a major means of transport in some countries, they constitute a means of transport that is considered to be highly risky (Nunn, 2011). This is because they do not have safety devices to the entire body or protection structure for drivers and passengers (Albalate & Villadangos, 2010). According to the World Health Organization in 2004, around 1.2 million people were killed (2.2% of all deaths), and 50 million more were injured in motor vehicle accidents. This translates to 2 lost lives per minute. Developing countries are particularly at a disadvantage since 70% of these accidents are occurring in these states. By 1990, road accident was the 9th leading cause of death, this condition is projected to rise by 2020 immensely, and it could be the 3rd leading cause of death. Road accident is also the leading cause of injury, with road accident injuries higher than occupational injuries. This has attracted many studies being conducted to uncover the causes and impacts of motorcycle transport accidents in different countries.
The sales of motorcycles in Kenya has increased due to the rising demand and imports of cheap models from China. Between January and July, there was a registration of 105,323 new units of motorcycles; this is according to The Kenya Bureau of Statistics (KNBS). Regardless of the convenience, there has been great concern about the risks associated with motorcycles because of the increasing cases of accident fatalities and injuries (kinuthia, 2019). Despite the ongoing awareness campaigns to end this trend, the National Transport and Safety (NTSA) has postulated that the infamous death records as a result of motorcycle accidents on Kenyan roads have been maintained. Basing on comparative studies in 2018 November, there were 5ll motorcyclist’s deaths along different roads. This is an increase of 17%$ in comparison to the previous year statistics. There was also an 8.3% increase of pillion passengers to two hundred and twenty in the same year.
In 2017 there were 971 pedestrians death with pedal cyclist less affected with a death toll of 44 as a result of road accidents. There were 1472 recorded deaths of a motorcyclist by November 2018 compared to 2017 which was 401. There was a 13% increase of 663 passenger deaths by the exact date (CHEBET, 2018). Motorists with sustained injuries rose by 20% to 551 compared to 459 in 2017. Dr, Joseph Mburu, the medical superintendent of the Nakuru Provincial General Hospital, stated that there had been a continuous increase in traffic cases and as a result, increased cases of permanent disabilities. The hospital had a record of 259 cases in the past ten months, with the majority of the cases were related to motorbikes. Out of these recorded cases, some recovered, others .succumbed to injuries, and others suffered permanent disabilities.
2.3 Influence of Training of Motorcycle Operators on Motorcycle Accidents.
Generally, it is believed that the remedy the many road safety problems, particularly to a new rider likelihood to be involved in crashes, is by training them. The notion that training reduces accidents is not well agreed with by empirical researchers. Reviews are postulating that formal training and educational sessions have a small benefit in terms of reducing drivers and motorcyclists’ crashes (Savolainen & Mannering, 2007). Crash incidences may also occur as a result of overconfidence. Long training focuses fully on skills of motorcycle control a traffic awareness paying less attention to issues of attitudes and behaviours. Such forms of training are likely to not recognize the various training needs of a motorcyclist, thus having a negative impact on the training effect on the reduction of road accidents.
There are weak legal frameworks designed for training and certification in Kenya for both riders and drivers. The legislation of Kenya directs that riders and drivers can be trained in any registered driving school (Savolainen & Mannering, 2007). This implies that any individual in the hold of driving license can train others on driving skills. Moreover, there is no standard curriculum for drivers and motorcyclist. Also, there is no proof that good health is required in admission to a driving school. Having understood the casual way of issuance of training certificates, it is not a surprise the motorcyclist is the main cause of road accidents.
The key concern to Kenya on training institutions of riders or drivers is their capacity and competence. Many institutions are not well staffed and are poorly equipped to give effective training. Conditions are very poor in most institutions. Considering the addressed situations ranging from a low motivation of instructors as they offer training makes the qualified staff keep on shifting in search of greener pastures. Another reason motorists cause accidents is that they ignore traffic signals and signs which is as a result of poor training.
In Uganda, the major causes of motorcycle accidents are reckless riding, lack of discipline, disrespect of other road users by youthful motorists. They do not wear helmets, thus exposing them to the risk of succumbing head injuries in case of a road crash (Savolainen & Mannering, 2007). The Ugandan government introduced motorcyclist training and alcohol abuse restrictions to cut on motorcyclist related accidents. Malaysia motorists suffer the consequences of not wearing helmets, and the proportion of all road fatalities is around 60%. The research was done in this country show that the main reasons for motorcycle accidents are young motorists who probably lack experience and training.
Lack of experience is mostly addressed formally through a range of rider licensing, training, and education programs, for which, as noted previously, there is a lack of rigorous evaluations. Programs generally target new riders regardless of age, tending to capture not only young riders but also older ones, which comprise a large proportion of those seeking a license. Young motorcyclists below the age of 18 years make up a significant percentage of road accidents among road users in many countries because of lack of proper training, riding while they are under age and not complying with the traffic rules.
2.4 Influence of Drug and Substance Abuse on Motorcycle Accidents.
According to the World Health Organization reports on traffic accidents in 2009, the death rate of road accident rates was 31.1% per one hundred thousand people in Iran, while in the rest it was 18.8%. In Iran, the number of car drivers is bigger than that of motorcyclists, but motorcyclist causes the biggest mortality and morbidity rates in rural areas (Heydari et al., 2016). Considering the worldwide statistics, motorcycles accidents are the main causes of most injuries which account for to49.1%. It is approximated that the risk of morbidity and mortality rates from motorcycles is ten times greater than that of motor vehicles. The main factors that attributed to these accidents were postulated to be alcohol and substance abuse.
In Nigeria, commercial motorists have bridged the big gap in public transport in many cities in the country. However, this comes along with dangers posed to themselves, road users and passengers. A claim postulates that there are some of the riders who operate under the influence of drugs and substances (Nelson, 2019). There are few community-based groups that have researched this issue in some regions of Nigeria. Thus the study was carried out to determine the prevalence, social and health consequences of psychoactive substance abuse among the Okada riders in Zaria northern Nigeria. They used the technique of multi-stage sampling to sample the commercial motorists registered with commercial motorists union in Zaria city, Kaduna state, Nigeria. Interviewer administered and structured close-ended questionnaires were administered to gather information.
Alcohol use is said to have a negative impact on riders and drivers as it leads to impairment of their performance and is often attributed to fatal accidents than to non-fatal crashes. Motorist, however, is mostly involved in accidents at a lower BAC compared to drivers (Rossheim et al., 2013). Research has shown that impairment in operations of motorcycles is under the influence of small doses of BAC. For motorists who are fatally injured, abuse of marijuana, alcohol among other drugs was related to increased tendencies of ignorance of wearing helmets, young aged motorists, among other confounding elements. Predicted statistics show that wearing of helmets significantly reduces among fatal motorcycle accidents victims mixing marijuana, alcohol and other drugs. Across all blood alcohol content (BAC), the likelihood of using helmet between marijuana-only users and other drug users is all the same.
References.
kinuthia, k. (2019). Motorcycles remain top killer on roads despite safety drive. Business Daily. Retrieved 1 June 2020.
CHEBET, C. (2018). MOTORBIKE DEATH INCREASE BY 17.7% AS RIDERS LACK LICENSES, SAFETY GEARS. STANDARD. Retrieved 1 June 2020.
Savolainen, P., & Mannering, F. (2007). Effectiveness of Motorcycle Training and Motorcyclists’ Risk-Taking Behavior. Transportation Research Record: Journal Of The Transportation Research Board, 2031(1), 52-58. https://doi.org/10.3141/2031-07
Heydari, S., Vossoughi, M., Akbarzadeh, A., Lankarani, K., Sarikhani, Y., & Javanmardi, K. et al. (2016). Prevalence and risk factors of alcohol and substance abuse among motorcycle drivers in Fars province, Iran. Chinese Journal Of Traumatology, 19(2), 79-84. https://doi.org/10.1016/j.cjtee.2015.12.006
Nelson, E. (2019). Commercial tricycle riders’ perceptions of psychoactive drug use and risk of road traffic accidents in Uyo Nigeria. African Journal Of Drug And Alcohol Studies.. Retrieved 8 June 2020.
Rossheim, M., Wilson, F., Suzuki, S., Rodriguez, M., Walters, S., & Thombs, D. (2013). Associations Between Drug Use and Motorcycle Helmet Use in Fatal Crashes. Traffic Injury Prevention, 15(7), 678-684. https://doi.org/10.1080/15389588.2013.866235