Commercial motorcyclists and road safety 1st and best

* The essence of the study was to get a baseline of knowledge, attitude, and practice among commercial motorcyclists in Douala in other to carry out an intervention so as to evaluate its impact.

* It was found that 56.0% of the commercial motorcyclists had good knowledge, 69.1% of them had a positive attitude and 58.5% had a good practice

Citation: Kwalar GI, Verla VS, Tanue EA, Assob JN, Nsagha DS. Road safety regulations among commercial motorcyclists in Douala, Cameroon. Special Journal of Public Health, Nutrition, and Dietetics. 2022, 2(2): 1-12

DOI: https://doi.org/10.61915/pnd.901222

Address: ¹Department of Public Health, Faculty of Health Sciences, University of Buea, Cameroon. ginyu_kwalar@yahoo.fr (Ginyu Innocentia Kwalar), tanue.elvis.a@gmail.com (Elvis Asangbeng Tanue), ²Buea Regional Hospital, South West Region, Cameroon. verlanaesthesia@yahoo.com (Vincent Siysi Verla), ³Department of Laboratory Medicine, Faculty of Medicine and Pharmaceutical Sciences, University of Douala, Cameroon, juleclement@yahoo.fr (Nguedia Jules Clement Assob), ⁴ Department of Internal Medicine and Paediatrics, Faculty of Health Sciences, University of Buea, Cameroon, dsnsagha@gmail.com (Dickson Shey Nsagha),

Correspondence: Dickson Shey Nsagha (dsnsagha@gmail.com)

Article history; Received: October 16, Accepted January 16, 2022: Published: January 31, 2022

Distribution and usage license: This open-access article is distributed by the terms and conditions of the Creative Commons Attribution 4.0 International License seen in this link (http://creativecommons.org/licenses/by/4.0/). You are free to use, distribute, and reproduce this article in any medium, provided you give correct credit to the original author(s) and the source, including the provision of a link to the Creative Commons license website. Pls show any modification’s

Abstract

Background: Road traffic accidents among motorcyclists have persisted as a serious Public Health problem and much of the economic burden is felt in the Low- and Middle-Income Countries.

Objective: To assess knowledge, attitude, and practice of road safety regulations among commercial motorcyclists in Douala.

Materials and Methods; A cross-sectional study was carried out in Douala in purposively selected neighborhoods. A total of 700 participants were recruited and given a structured questionnaire to respond to on sociodemographic data, knowledge, attitude and practice. Data was inputted into Epi Info 7.0 and analysed using SPSS statistical software. Ethical clearance was obtained from the Institutional Review Board of the University of Buea.

Results: 672 (96%) commercial motorcyclists responded to the questionnaires. Respondents with driver’s licenses were more likely to present with positive attitudes towards road safety regulations (COR; 2.14, 95% CI: 1.45-3.17, p=0.000). A motorcyclist who had received formal training (COR 3.50, 95% CI: 1.49-8.19, p = 0.004) were significantly associated with positive attitudes towards road safety regulations.

Furthermore, ownership of driver’s license by commercial motorcyclists significantly predicted positive attitudes towards road safety regulations (AOR; 2.14, 95% CI: 1.45-3.17, p=0.000). Moreover, riding the motorcycle for more than 5 years (AOR; 3.77, 95% CI: 1.19-11.96, p=0.025), ownership of driving license (AOR; 1.98, 95% CI: 1.39-2.81, p=0.000), holder of driver’s license for more than one year (3.05, 95% CI: 1.25-7.43, p=0.014) significantly predicted good practices. 78.8% of the motorcyclists were observed not wearing helmets, 69.9% carried more than two persons and 71.9% did not put on reflective jackets.

Conclusion: The majority of the participants had good knowledge, positive attitudes, and good practices of road safety regulations.

Keywords: Knowledge, attitude, practice, commercial motorcyclists

Introduction

Road Traffic Accidents (RTA) are unhappy events that have captivated the interest of man in the recent past, especially with staggering statistics such as a global incidence of 3500 accidents per day [1]. The availability of motorcycles as a means of transport [2] has coincided with this increase in road traffic accidents. A series of sociopolitical and economic reasons have led to an increased presence of commercial motorcycles over the years in Cameroon as a whole and Douala in particular.

Commercial motorcycles remain a quicker option for a time constraint individual in congested traffic situations and their cheap nature and quick access to hard-to-reach areas. [3, 4]. Current data [1] on injuries have permitted the identification of vulnerable road users. It appears that pedestrians and motorized two-wheeled users get injured on the road more frequently and more severely than other road users [5].

This is evidenced by the fact that motorcycle drivers are at an increased risk of sustaining an injury than a vehicle driver, it has been noted that motorcycle riders have a 34 times risk of death than drivers of other types of vehicles and are 8 times more likely to be injured [6]. In the littoral Region of Cameroon alone, the number of registered motorcycles has risen from 3,454 in 2008 to 9,056 in 2018 observing a drop from 2017 which registered 10,319 motorcycles. It attained a peak in 2012 of 12,843 [7-11].

This increase is a result of a sharp reduction in the prices of motorcycles from millions in the eighties when only the likes of Yamaha were imported to a few hundreds of thousands when the market was open to the likes of Nangfan, Kimco, etc [12]. The increased rate of unemployment did not make things any bright for the youths who readily turned to this sector for the relatively good earnings they make from there. With this, there has been a resulting increase in the number of accidents from motorcycles and resulting death from the accidents [13].

Objective:

The main objective of this study is to assess the knowledge, attitude, and practice of road safety regulations among commercial motorcyclists in the city of Douala.

Material and Methods

Study design: A cross-sectional study was carried out among commercial motorcyclists in the Bonaberi and Ndokoti neighborhoods in Douala, Cameroon among the commercial motorcyclists. This took place from the 5^TH August 2019 to 6^th September in Bonaberi and 15^th September to 16^th October in Ndokoti. This was done with the use of a structured questionnaire.

Data collection tools: The collection tools were a structured pre-tested questionnaire and an observation guide. The questionnaire had 4 different parts: Socio-demographic data (age, gender, marital status, educational level), Knowledge on road safety regulation, Attitudes on road safety regulation, and Practices of road safety regulation. Sampling size was calculated using the Lorenz formula.

The questionnaire was structured was made in English then translated to French and then translated back to English, to ensure that both English versions were the same. Four bilingual data collectors were recruited to administer the questionnaire. Considering the possibility that most of the riders will not be capable of reading nor writing. They were to administer the questionnaire in the language the rider was most comfortable in.

A total of 672 (96%) commercial motorcyclists were sampled through multistage sampling technique, 330 from Bonaberi (Douala IV) and 342 from Ndokoti (Douala III). All the pickup points within these neighborhoods were included.

Study sites: Over the years, commercial motorcyclists have organized themselves into various unions at their different localities. It is compulsory for anyone willing to operate as a commercial motorcyclist to register with any of the affiliated syndicates of the transport unions. In Bonaberi, found in the Douala IV council, there are 15 pickup junctions and 20 pickup junctions in Ndokoti which is found in the Douala III council.

Pretesting of the questionnaire: The questionnaires were pretested in Bekoko among 30 motorcyclists. The following corrections were made in the following questions, question AQ4 there was no option for cohabitation, so it was included. AQ5 the option for nil and others was added as 0 and 5 respectively and DQ10 and DQ11 were inserted after the pretesting

Data collection procedure: There was a one-day training for data collectors who were to administer the questionnaires in the language the rider was most comfortable in. Motorcyclists who met the inclusion criteria were approached and given the questionnaire.

The participants who responded to the questionnaire were commercial motorcyclists with a functional motorcycle; who can speak either French or English and who gave their consent. While those were who excluded were those who were absent during the period of data collection and who have been riding for less than a week.

Ethical consideration: An ethical clearance was collected from the Faculty (Ref: 2019/1003-07/UB/SG/IRB/FHS). Then an authorisation was gotten from the Douala III (Ref: 79/CAD3/2019) and IV (Ref: 002/AR/CAD4/SG/SAC/2019) councils. Signed consent was gotten from all the participants who responded to the questionnaires. Confidentiality was ascertained by the fact that participants did not write their names on the forms.

Data analysis: Data from the questionnaire were coded and entered into a data base of Epi Info 7.0 and also analysed using SPSS version 25. Categorical variables were presented as frequencies and percentages. To minimize the type II error, the probability value was considered at P≤0.05 at a confidence interval of 95%. A Chi-square test was employed in measuring the relationship between binary variables. Logistic regression was done to ascertain the effect of demographic variables on knowledge, attitude, and practice.

Results

A total of 672 commercial motorcyclists completed the study and were analyzed. All the participants were males with a mean age of 29.85 years (standard deviation of ±7.86) ranging from 15 to 60 years. The majority, 343(51.0%) [95% CI: 47.2%-54.9%] of the participants were aged between 21 and 30 years. Most, 362(53.9%) [95% CI: 50.0%-57.7%] of the respondents were single. About two-thirds, 235(35.0%) [95% CI: 31.4%-38.7%] of the participants were holders of the first school leaving certificate. Table 1

Only a handful of 70(10.4%) [95% CI: 8.2%-13.0%] of the commercial motorcyclists had been riding the motorcycle for more than 10 years. A good number, 359(53.4%) [95% CI: 49.6%-57.3%] of the participants were the owners of the motorcycles. Only a small fraction, 201(29.9%) [95% CI: 26.5%-33.5%] of the motorcyclists were in possession of a driving license, with most 112(55.7%) [95% CI: 48.7%-62.7%] haven acquired the license less than 1 year ago.

Only a few 49(7.3%) [95% CI: 5.4%-9.5%] commercial motorcyclists had undergone formal training to ride the motorcycle and the majority, 479(71.3%) [95% CI: 67.7%-74.7%] of the motorcyclists had been involved in an accident while riding. The socio-demographic characteristics of study participants are summarized in Table 2.

Knowledge of road safety regulations

The mean score concerning the knowledge of road safety regulation was 42.97 (SD = 4.32). The majority of the participants 376(56.0%) [95% CI: 52.1%-59.8%] had a good knowledge of road safety regulations. Married respondents were about 2 times more likely to report with good knowledge of road safety regulations (COR; 1.57, 95% CI: 1.13-2.17, p=0.007).

Commercial motorcyclists who had been riding between 4 to 6 years had a 31% lower probability of having good knowledge on road safety regulations compared to those who had been riding for less than 4 years (COR; 0.69, 95% CI: 0.48-0.99, p=0.043). Motorcyclists in possession of driver’s license were 2 times more likely to report with a good knowledge of road safety regulation compared to those who had no license (COR; 2.29, 95% CI: 1.61-3.25, p=0.000).

Commercial motorcyclists with formal training on the riding of motorcycle were 3 times more likely to report with a mastery of road safety regulations (COR; 3.46, 95% CI: 1.60-7.47, p=0.002). Participants who had been involved in accidents had a 30% likelihood of reporting with poor mastery of road safety regulations (COR; 0.70, 95% CI: 0.50-0.98, p=0.040). Multivariate logistic regression analysis showed that ownership of driving license was significantly associated with having good knowledge of road safety regulations (AOR; 1.93, 95% CI: 1.28-2.91, p=0.002) (Table 3).

Attitudes towards road safety regulations

The mean score concerning the attitudes of commercial motorcyclists towards road safety regulation was 5.93 (SD ±1.18). 464(69.1%, 95% CI: 65.4%-72.5%) of the participants had a positive attitude towards road safety regulations. Married respondents were about 2 times more likely to report with positive attitudes towards road safety regulations (COR; 1.6, 95% CI: 1.12-2.27, p=0.009).

Respondents (commercial motorcyclists) with driver’s license were more likely to present with positive attitudes towards (COR; 2.14, 95% CI: 1.45-3.17, p=0.000). Motorcyclists who had received formal training (COR 3.50, 95% CI: 1.49-8.19, p = 0.004) were significantly associated with positive attitudes towards. Multivariate logistic regression analysis showed that ownership of driver’s license remained a significant predictor of positive attitudes towards road safety regulations (AOR; 2.14, 95% CI: 1.45-3.17, p=0.000) (Table 4).

Practices on road safety regulations

The mean score concerning the practices towards road safety regulation was 15.08 (SD ±3.18). The majority, 393(58.5%) [95%CI: 54.7%-62.2%] of the participants had a good practice towards road safety regulations. Respondents aged between 21 and 30 years were about 3 times more likely to report with good practices of road safety regulations compared to those below 21 years (COR; 2.74, 95% CI:1.61-4.67, p=0.000).

Respondents who were divorced had a 60% increased chance of reporting with poor practices of road safety regulations (COR; 0.40, 95% CI: 0.19-0.84, p=0.015). Participants first school leaving certificates (COR 0.21, 95% CI: 0.07-0.64, p = 0.006) and ordinary certificates (COR 0.31, 95% CI: 0.10-0.95, p = 0.039) were significantly associated with poor practices of road safety regulations as compared with those who had no formal education.

Participants who had been riding the motorcycle between 4 and 6 years (COR 1.72, 95% CI: 1.19-2.48, p = 0.004) and those between 56 and 10 years (COR 1.71, 95% CI: 1.10-2.67, p = 0.018) were significantly associated with good practices of road safety regulations as compared with those who had been riding for less than 4 years. Self-ownership (COR 1.87, 95% CI: 11.13-3.07, p = 0.014) and family ownership of motorcycles (COR 1.88, 95% CI: 1.12-3.17, p = 0.018) were significantly associated with good practices of road safety regulations as compared with motorcycles that were owned by others.

Respondents who owned driver’s licenses were about 2 times more likely to present with good practices of road safety regulations (COR; 1.98, 95% CI: 1.39-2.81, p=0.000). Ownership of driving license for more than one year was associated with good practices of road safety regulation (COR; 2.74, 95% CI: 1.43-5.25, p=0.002). Multivariate logistic regression analysis showed that riding the motorcycle for more than 5 years (AOR; 3.77, 95% CI: 1.19-11.96, p=0.025), ownership of driver’s license (AOR; 1.98, 95% CI: 1.39-2.81, p=0.000) and holder of driver’s license for more than one year (3.05, 95% CI: 1.25-7.43, p=0.014) remained significant predictors of good practices of road safety regulations (Table 5).

Table 1: Socio-demographic characteristics of Commercial Motorcyclists

Table 2: Characteristics of commercial motorcyclists in Douala, 2019

Table 3: Factors associated with good knowledge of road safety regulations

Table 4: Factors associated with positive attitudes towards road safety regulations

Table 5: Factors associated with good practices of road safety regulations

Figure 1 shows that there is a correlation between participants’ knowledge, attitude and practice. The results showed that there were a significant association among the participants’ knowledge, attitudes, and practices (p<0.01)

Discussion

In general, road traffic accidents cannot completely be mitigated but can be minimized or prevented by following rules and regulations enforced in the country. The objective of this study was to identify knowledge, attitude, and practice towards road safety regulation among commercial motorcyclists in Douala. A cross-sectional descriptive study with a convenient sampling was used for the study. It is a quantitative study, to find out the knowledge, attitude, and current practice of commercial motorcyclists regarding road safety regulations.

Socio-Demographic characteristics

All commercial motorcyclists in both neighborhoods were males. This male dominance found in this study is similar to findings in other countries including Ghana, Nigeria, and Kenya [14]. This may be because it is a commonly observed phenomenon and customary to see more male than female gender in commercial motorcycling in the African cultural context. Furthermore, since motorcycling is a high-risk venture, males tend to engage more in risky ventures than their female counterparts do.

The majority of the commercial motorcyclists were between the ages 21 to 30 years 343(51.0%) and had a mean age of 29.8years. This is in line with the findings of Lawal et al [15] who found out that (49.0%) of their respondents were within the age range of 20- 29 years, and had a mean age of 28.6 years. It is also in line with other findings obtained by, [16, 17, 18] in Ibadan, who found out that approximately half of their respondents had the age range of 20-29years.

This shows that many commercial motorcyclists are young, in productive age groups. However, a relatively small number of them are lowly educated with primary education or less 258(38.4%) as opposed to 414(61.6%) who had at least an Ordinary level certificate. This is contrary to the study done by Iribhogbe & Odai (2009) in Nigeria where most commercial motorcyclists (52.8%) had primary education or no formal education.

This good number of commercial motorcyclists in our study with a high level of education could be partly attributed to the fact that those who even attempted school up to the Ordinary and Advanced level had few chances of getting other jobs and thus engage in commercial motorcycling business as a last resort following unemployment regardless of being a risky job [15].

It is interesting to note that up to 8.3% of the commercial motorcyclists were graduates. According to the President’s end of year speech, 2019 [19] unemployment rate stood at 3.30 %, this could partly explain why up to 8.3% were graduates since they could not be employed.

Commercial motorcyclists Knowledge of Road Safety Regulation

Globally road traffic injuries are the leading cause of death among young people. The UN General Assembly has declared 2011 to 2020 as the “Decade of Action for Road Safety” which seeks to halt the increasing trends in road traffic deaths and injuries worldwide. The starting point for any interventions aimed at achieving the UN declaration especially about commercial motorcyclists would be to first know their understanding and behavior patterns concerning road safety. In this study, it was shown that a majority of the participants (56.0%) had a good knowledge of road safety regulations.

This is contrary to a study in Lagos city of Nigeria about the drivers’ knowledge on road traffic regulation which showed that merely 1% of the drivers had the correct knowledge of Nigeria road traffic regulation [20]. However, another study identified that 32.6 percent of participants had good knowledge about road traffic regulations in the Anambra State of Nigeria [21]. This was still relatively lower than our present study.

The higher rate of our study could maybe be attributed to the fact that a higher rate of commercial motorcyclists in our context had at least attained secondary education. Also, 62.5% of them have been riding for more than 4years which implies they must have learned from experience or by interacting with their colleagues or because they belonged to syndicates that usually inform them during their meetings. It is worth noting that they held weekly meetings.

The other significant finding of this study is the fact that formal training and license ownership significantly affected the level of knowledge the participants had. Furthermore, since knowledge shapes practice more persons who had a poor mastery of road safety regulation had been involved in an accident at least.

This figure was similar to the study carried out in Sokoto Metropolis in Nigeria which revealed that about 59% of the respondents are knowledgeable of road safety regulations but is lower than the figures obtained in [16, 18] who observed that (88.0%) and (77.0%) of their respondents are aware of road safety measures respectively.

commercial motorcyclists attitudes towards road safety regulation

It is commonly considered that one’s attitude towards an idea can be positive or negative or both. According to Audrey [22] attitude can be seen to be an evaluative reaction to a concept such as a road safety regulations. They also noted that attitudes towards a concept may be mixed and not necessarily be consistent within the individual. Riding safely is held in high regard among dedicated commercial motorcyclists.

However, the enjoyment of taking risks and the enjoyment of speed, in particular, are higher for commercial motorcyclists(called “le borobo” in our study site). That notwithstanding, although speed violation is a significant predictor of road accidents, the biggest predictor of crashes among commercial motorcyclists cannot be blamed on non-deliberate errors but on violations of the road safety regulations, as found by Emmanuel et al in his study [23].

The majority, 69.9% of the commercial motorcyclists had a positive attitude towards road safety regulations. This is slightly lower than what Lawal and Nasiru found in their study whereby 79.2% of the respondents had a positive attitude towards the adherence to road safety measures [15] .It was also found that license ownership remained a predictor for positive attitudes towards road safety regulations.

Commercial motorcyclists practices of Road Safety Regulations

The majority, 393(58.5%) of the participants (commercial motorcyclists) had a good practice towards road safety regulations. This is in contrast to a study carried out among a large population sample of 11,965 French employees of Électricité de France–Graz where it was found that participants had a high negative practice and highly negative attitude towards the road traffic regulation [24].

The difference in this might be because the population under study was not commercial motorcyclists. Hence, they might not understand the consequence of not respecting the road traffic regulations since they do not face the risk of having an accident daily. It is also contrary to a study carried out amongst youths in Hulhumale which showed that a majority of them had a low practice of road traffic regulations [25].

Road safety regulations will always largely include the use of all protective devices. A study done among commercial motorcyclists in Sokoto Metropolis showed that almost all (99.7%) of the respondents had inappropriate compliance to protective devices. But it was largely similar to the findings carried out in North-Western Nigeria by Sulfiyan which showed that about 56.8% complied with the use of protective devices [16].

Commercial motorcyclists KAP and road safety regulations

The correlation between participants’ knowledge, attitudes and practices showed that there were significant associations among the participants’ knowledge, attitudes, and practices (p<0.01). This implies that those who were more knowledgeable about road safety regulation had a positive attitude and could hence adhere better. The study also showed that the majority of those who had positive attitudes towards road safety regulation also had good practices.

Limitation

One of the major limitations was getting participants in a commercial motorbike sector found in an urban setting to respond to questionnaires. This is because most commercial motorbike riders are always on the move in search of passengers and also because most of them work for long hours to meet up with the high cost of living. This required a lot of persuasion with a concomitant increase in the cost of the study.

There was also the issue that some participants understood only the French Language. This was taken care of by translating the questionnaire into French. Furthermore, data collection relied on informant reports of normative behavior in response to questions posed. Hence, there could be an overstating of perceived norms or underrepresentation of the extent to which people deviate from stated norms.

There is also the possibility that the participants viewed the researcher as a potential spokesman to policymakers and hence could tend to skew responses towards the expression of certain concerns they thought the researcher could channel to the hierarchy for action.

Although providing a broad snapshot of the population, cross-sectional surveys capture relevant data at a single moment of commercial motorcyclists in time on specific topics. In a rapidly changing landscape, it is expected that self-report perceptions and behaviors would change with new information. Data collection using self-report is a major limitation in this study as we could not measure objectively the response given by participants in practice.

Conclusion

The study found out that 56% of commercial motorcyclists had good knowledge about road safety regulations. It was also found out that 69%of the participants had positive attitudes towards road safety regulations. 58.5% of the participants had good practices of road safety regulations.

Finally, the correlation between commercial motorcyclists’ knowledge, attitudes, and practices showed that there was a significant association among participants’ knowledge, attitudes, and practices. The result obtained in this study indicates how useful it will be to establish a safety program either through testing or regular training programs to increase commercial motorbike riders’ awareness and knowledge about road safety regulations.

Funding: None received.

Conflict of Interest: None declared

Contributions made by authors

All authors: made substantial contributions to the conception and design of the work;

1: the acquisition, analysis, or interpretation of data;

1: drafted the work

2,3,4: revised the work critically for important intellectual content;

All authors: approved the version to be published; and

All authors: agree to be accountable for all aspects of the work in ensuring that questions related to the accuracy or integrity of any part of the work are appropriately investigated and resolved.

Acknowledgment: We are grateful to all commercial motorcyclists who participated in the study areas in Bonassama and Ndokoti. We are also thankful to the research assistants who contributed in the field for recruiting the participants and assisting in filling the questionnaires on the field

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Content

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Ginyu Innocentia Kwalar1,2, Vincent Siysi Verla ,2,4, Elvis Asangbeng Tanue1, Nguedia Jules-Clement Assob 3, Dickson Shey Nsagha 1

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