FACTORS INFLUENCING SAFETY OF MOTORCYCLE RIDERS IN KISUMU TOWN, KENYA
ERICK ONDORA
A RESEARCH PROJECT PRESENTED TO THE SCHOOL OF MANAGEMENT
AND LEADERSHIP IN PARTIAL FULFILMENT OF THE REQUIREMENTS
FOR THE AWARD OF DIPLOMA IN MANAGEMENT AND LEADERSHIP OF
THE MANAGEMENT UNIVERSITY OF AFRICA.
SEPTEMBER 2019 DECLARATION
This research project is my original work and has not been presented for a diploma/degree award in any other university.
Signature…………………………… Date …………………………………… Erick Ondora Reg N0 Dip.ML/1/00006/1/2018
This research project has been submitted for examination with my approval as university supervisor.
Signature…………………………… Date:………………………...………….. Mr Geofrey Magani The Management University of Africa
i DEDICATION
This project is dedicated to my family and all those who positively gave me the push to take up this venture. May our almighty bless each one of you immensely?
ii
ACKNOWLEDGMENT
I am grateful to the Almighty God for the good health and enabling me come this far.
Without him, I would not have this opportunity and blessing. I sincerely thank my
Supervisor, Mr. Geofrey Magani, for his guidance, encouragement and patience in reading, correcting and refining my work. Without his support throughout the course of my study, I would not have come this far. I extend special thanks to my lecturers and fellow students in the management class for their ideas, invaluable comments and encouragement during this study. As well as the support staff for being steadfast in ensuring the safety for the students at the University as a whole. I also wish to recognize the contribution made by my colleagues in the office and my friends in general. You came through for me when I needed you. May God bless you all.
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ABSTRACT
Motorcycles have become a necessity for many people in Kenya, and by extension, the whole world. In developing worlds, motorcycles play a key role in the traffic sector. If you ask any Kenyan whether they have used the motorcycle commonly dubbed as ‘boda boda’ they will be quick to tell you, they have. All and sundry have had a chance to use motorcycles. Today, in Africa and especially Kenya, motorcycles have become an important feature on our roads, whereby most people, both the young and the old ride motorcycles for personal transport and business. In relation to the above; therefore, this study was motivated by the need to establish and explore the factors influencing the safety of motorcycle riders in Kisumu Municipality. The study findings are critical to various groups including Firms manufacturing motorcycles, traffic police and motorcycle riders among others. Data was collected using semi-structured questionnaires and interviews. Traffic police, medical personnel and motorcycle riders in Kisumu Municipality were the respondents of the study. Data analysis involved statistical analysis (frequency distribution and percentages) thematic analysis and text analysis in accordance with the demands of this study. Statistical packages for social sciences aided in the data analysis. The research established that the safety of motorcycle riders depended on factors such as riding experience, riders‟ training skills, nature of roads and implementation of traffic laws. The study further showed that the frequent road accidents was majorly due to lack of riding experience and poor training skills of motorcycle riders, resistance to implementation of traffic laws by riders and poor state of roads making them unsafe. These findings warranted the researcher to make the following recommendations: motorcycle transport customers should be sensitized on the care and safety and to be provided with protective gear whenever riding on them and the government should come up with programs to have motorcycle riders trained at a minimal cost.
iv
TABLE OF CONTENTS DECLARATION………………………………………………...………………….………..…i DEDICATION………………………………………………..…………………………………ii ACKNOWLEDGMENT………………..………………………………….…………...………iii ABSTRACT………………………….…………………………..………………………..……iv TABLE OF CONTENTS……………………………………………..…….……………...……v ABBREVIATIONS AND ACRONYMS………………………..…….………..…..….………viii LIST OF FIGURES………………………..…….………………………………………………ix LIST OF TABLES………………………..…….…………………………………….……….…x CHAPTER ONE…………………………………………………………………………………1 INTRODUCTION………………………………………………………………………….….…1 1.1 Background……………………………………………………………………….…….……1 1.2 Statement of the problem………………………………………………………….…………4 1.3 Objectives……………………………………………………………………………………6 1.3.1. General objective……………………………………..………………………………...…6 1.3.2. Specific objectives…………………………………………….………………………..…6 1.4 Research Questions……………………………………………………………………..……6 1.5 Significance of Study……………………………………………………………...…………6 1.6 Scope…………………………………………………………………………………………7 1.7 Chapter Summary……………………………………………………………………………7 CHAPTER TWO…………………………………………………………………………………8 LITERATURE REVIEW………………………………………………...………………………8 2.1. Introduction……………………………………….…………………………………………8 2.2. Theoretical Literature Review…………………………………….…………………………8 2.2.1. The Social Exchange Theory………………………………………...……………………8 2.2.2. The Stakeholder Theory of Management…………………………………………………10 2.3. Empirical Literature Review………………………………………………………...………11 2.3.1. Motor cycle riding training skills and the safety of the riders…….………………………11 2.3.2. Influence of motorcycles in the transport sector………….…………….…………………15 2.3.3 Influence of motorcycles on Health and safety…………………………….………………15 v 2.3.4. Motorcycle safety………………………………………………………………………16 2.3.5. Motorcycle riding experiences and safety of the riders..………………………………17 2.4 Summary and Research gaps………………………..……………………………………20 2.5 Conceptual framework……………………………………………………………………20 2.6 Operationalization of Variables……………………………..……………………………21 2.7 Chapter Summary…………………………………………………...……………………22 CHAPTER THREE………………………………………………………………...…………23 RESEARCH DESIGN AND METHODOLOGY……………………………….……………23 3.1 Introduction……………………………………………………………….………………23 3.2 Research design……………………………………………………………………...……23 3.3 Target Population…………………………………………………....……………………23 3.4 Sample and sampling technique………………..…………………………………………23 3.5 Data collection…………………………………………………………………….………24 3.6. Pilot Study……………………………………………………………………..…………24 3.6.1 Validity……………………………………………………………………….…………24 3.6.2 Reliability test……………………………………………………………..……………25 3.7 Data Analysis and Presentation…………………………………………………..………25 3.8 Ethical Considerations……………………………………………………………………26 3.9. Chapter Summary…………………………………………………………..……………26 CHAPTER FOUR…………………………………………………………….…………....…27 RESEARCH FINDINGS AND DISCUSSION………………………………………………27 4.1. Introduction………………………………………………………………………………27 4.2. Presentation of Research Findings…………………………………….…………………27 4.2.1. Response Rate………………………………………………………….………………27 4.2.2. Bio data…………………………………………………………...……………………27 4.2.3. Age categories……………………………………………………………….…………28 4.2.4. Marital status…………………………………………………………………..………29 4.2.5. Dependents categories of respondents…………………………………………...……30 4.2.6. Educational levels categories of respondents……………………………………….…31 4.3. Descriptive Analysis of factors influencing safety of motorcycle of the riders…………33 vi 4.3.1. Introduction…………………………………………………….………………….………33 4.3.2. Motorcycles riding training skills and safety of the riders…………………….…….……33 4.3.3. Motorcycle riding experience and safety of the riders……………………………………34 4.3.4. Nature of roads and safety of the rider……………………………………………………36 4.1.14 All sections categories of respondents on safety of the riders………………………...…37 4.4 Limitations of the study…………………………………………………………..…………37 4.5 Chapter summary……………………………………………………………………………38 CHAPTER FIVE……………………………………………………………………………...…39 SUMMARY, RECOMMENDATIONS AND CONCLUSIONS………………………………39 5.1 Introduction…………………………………………………………………………………39 5.2 Summary of Findings……………………………………………………………….………39 5.2.1. Motorcycle riding training skills and safety of the riders. ………………………………39 5.2.3. Implementation of traffic laws and safety of the riders………………….………………41 5.2.4. Nature of roads and motorcycle safety of the riders………………………………..……42 5.3 Recommendations…………………………………………………………..………………42 5.4 Conclusion……………………………………………………………………..……………43 REFERENCES……………………………………………………………………….…………45 APPENDICES………………………………………………………………………………..…48 APPENDIX 1. LETTER OF INTRODUCTION TO THE RESPONDENTS …………..……48 APPENDIX 2. RESEARCH INSTRUMENTS FOR THE STUDY ………………….....……49
vii ABBREVIATIONS AND ACRONYMS
AMA: America Motorcycle Association
APTA: American Public Transportation Association.
CSI: Cambridge Systematic Inc.
C.B.D: Central Business District.
C.D.F: Community Development Fund.
DRCs: District Roads Committees
FTA: Federal Transit Administration
GOK: Government of Kenya
IAM: Institute of Advanced Motorists
ITDP: Institute for Transportation Development Policy.
LOC: Locus of Control
MAK: Mechanical Association of Kenya
MMIC: Motorcycle and Moped Industry Council
MSF: Motorcycle Safety Foundation
NHTSA: National Highway Traffic Administration
NMT: Non- Motorized Transport
ROSPA: Royal Society for the Prevention of Accidents
SPSS: Statistical Package for Social Sciences
WHO: World Health Organization.
viii
LIST OF FIGURES
Figure 2.1: 1970-2006 Trends in Road traffic deaths in Kenya……………………………….17 Figure 2.2: Number of Deaths and Motorcycle deaths in Kenya…………………….………..17 Figure2.4.1. Conceptual Framework……………………………………..……………………20
ix
LIST OF TABLES
Table 2.2: Operationalization of variables……………………………………………...21 Table 3.1: Sampling frame…………………………………………………….………. 24 Table 4.1: Categories respondents by gender…………………………………………..28 Table 4.2: Marital status categories of respondents ...... ……………………………..30 Table 4.3: Dependents categories of respondents ...... ……………………………..31 Table 4.4: Education level categories of respondents ...... ……………………………..32 Table 4.5: Motorcycles riding training skills categories of respondents ………………33 Table 4.6: Motorcycles riding experiences and the riders‟ safety……………………...35 Table 4.7: Implementation of traffic laws categories of ……………………………….35 Table 4.8: Response on Roads maintenance ...... …………………………….36
x
CHAPTER ONE
INTRODUCTION
1.1 Background Motorcycles have increasingly become a necessity for many people as a means of transport in
Kenya. In the recent years, the transport industry has witnessed entry of various motorcycle brands (Attoe, 2008). The rapid growth rate of motorcycles has changed everything because it has greatly modified the whole picture in the transport industry. This sort of vehicle has turned out to be increasingly more mainstream by its favorable circumstances. The security of riders is extensively impacted by this motorization. The quantity of fatalities by auto collisions currently is multiple times when contrasted with that in 5 years back (Calthorpe, 2003). Of the different methods of transport, the extent of accidents brought about by motorbikes appear to be amazingly high. The number expanded from 72% to 80%. Among each of the four essential factors that can prompt traffic accidents are Road system, roads users, vehicle and their condition, of which the most significant are road users and the riders.
As indicated by Cervero and World Bank (2008), Motorbikes present exceptionally fascinating difficulties concerning developing nations that are not experienced by the remainder countries of the world. Over the most recent fifteen years the quantities of motorbikes per capita in least developed countries has multiplied (Hiroka 2008).This kind of vehicle is attractive because many families use it to generate income in the region. Thus, providing affordable mobility that is not generally accessible.
They give entryway to-entryway ability, unparalleled accessibility to clogged street conditions, easing of packing, limit with respect to travelers and their travelling gear at a very low cost.
Elsewhere, with the recent skyrocketing prices of petroleum, interest and use of motorcycles has taken center stage. It is growing worldwide. In the event that you put motorcycles and other automobiles on a comparison table, the previous offers predominant mobility, braking
1 and increasing speed that for the most part gives the riders certainty to ride at higher speed (Foale,
2006). Motorbikes will in general work at normal rates of 10 k.p.h. quicker than different cars utilizing similar avenues and street ways (Hsu. E t… al, 2003). Iwata (1999) reported that roughly one-fourth of urban trips in developing parts of Asia are made with non-motorized modes.
Nevertheless, the portion of non-mechanized trips is gradually diminishing where road space is reduced and rivalry from multiplying motorized modes makes non-Motorized travel less protected.
Non-motorized modes are particularly powerless against removal from blended traffic streets.
Public transport policies and arrangements in certain urban communities have moved over the recent couple of decades to debilitate a few or all non-motorized modes of trasport. Expanded used of motorized modes, in all countries, has generally diminished the utility and accessibility of road system space for non-motorized modes of transport. Subsequently, riding and walking is substantially more perilous (Benfield e t… al 2009). Motorcycles, especially those involved with trade popularly dubbed ‘boda boda’ have become a familiar feature on our roads in Kenya. The country is now flooded with numerous Chinese brands which are relatively cheaper as compared to formerly established brands from Japan. It is with no doubt that the government‟s waiver on motorbike imports has stimulated the sector‟s growth. These motor cycles are engaged with different transport system segments; however, public transport service vehicle is the most widely recognized (Cervero (2000).
Having navigated quite a bit of Kenya in the course of the most recent one year, the researcher has seen the transformative idea of the motorcycle transport. Much the same as the cell phone communication, motorcycles have majorly influenced the economic status of numerous Kenyans. It has opened the nation, facilitated transportation of individuals and products in both urban and countryside regions, gave transport where there was none, created employment opportunities.
However, on the other hand, it has exposed motorcycle riders to numerous safety issues. Therefore,
2 road accidents has contributed to major economic, health and development challenge to most countries in Africa.
The study by Chen (2010), noted that with increased use of motor cycles, the cases of traffic accidents involving motor cycles are expected to rise. Lagarde (2007) advised that African governments must step up efforts to curb motorcycle accidents by priotizing programs aimed at cutting down on road accidents especially those involving motorbikes. In Kenya, the business of boda boda using bicycle taxis was commenced somewhere in 1960‟s specifically moving people and goods across the Kenya-Ugandan border. The name „boda boda.‟ was coined from the act crossing the Kenyan- Ugandan border using the bicycles. However, with the advent of motor cycles in early 1990s, saw the displacement of bicycles with motor cycles. Motorcycles are advantageous because they are inexpensive, quick, evades traffic, can use narrow streets and are
rd twenty-four hours. A publication that appeared in Daily Nation (3 October, 2010) forecasted the number with an increase from 3,759 motorcycles in 2005 to 91,151 motorcycles in 2009 because of zero rating the duty on bikes beneath 250cc in 2008.
The milestone tax exception cut the cost of Chinese made models from a normal ksh.70,000 to somewhere in the range of ksh. 30,000 to ksh.40,000. The number of deaths due to road accidents in
Kenya is evaluated to have expanded by 5.78% from 1962 to 1992, ascending from 7.3 to 8.6 per
100,000 ``people (Macharia, 2009). Largely, 10.3% of accident unfortunate casualties succumb to injuries, 32.5 percent were injured seriously, and 57.2 percent were injured slightly annually. The most extreme type of crashes were between pedestrians and motor vehicle having most astounding case casualty rate of (24%) contrasted with different sorts of other type of accidents consisting of single motor vehicles at 18 percent, vehicle verses bicycle at 17 percent, vehicle verses vehicle at 12 percent and vehicle verses motorbike at 8 percent (Odera et al., 2003).
3 Boda-boda are the most prevalent methods for transport particularly for short distances hence improved movement of people in western parts of Kenya.
1.2 Statement of the problem
The surging population growth in urban areas has in the recent years created interlocking traffic congestion on the streets and the highways in Kenya. This has necessitated quick solution of introducing motorbikes as an elective method of transport fast mobility. Independent of whether the effects are negative or positive, a significant number of the motorbikes riders in Kenya are from poor background. As indicated by Ongiri Isaac, (Daily Nation 2013), motorbike riders in
Uganda operate like urban army in Kampala with political capacity to cause mayhem and even decline to settle government tax. This has now constrained the Ugandan government to push for an arrangement to make her streets safe. Similarly, it is clear that the greater part of the urban streets in Kenya are exceptionally clogged and needs appropriate planning.
As indicated by Jerry (2002), the chances to design urban towns with progressive transport system are most noteworthy where urban areas and urban population are still developing. That has come to fruition because of expanded number of motorbikes in light of the fact that, for as meager Kenya shillings 45,000, a person in Nairobi can buy a new motor bike compared to a couple of years prior when motorbikes was just for the rich (Barasa, Daily Nation, 2013). As indicated by economic survey (2009) in Nairobi the quantity of enlisted motorbikes expanded by 400% in three years from
4,136 motorbikes in 2004 to 16,293 motor bikes in 2007. As a result of the quick monetary gains on a daily basis, the poor people in the urban areas have adopted this transport mode poor as panacea to poverty condition. They quickly grab the opportunity to venture into this business before undergoing proper training regarding driving, business management and adherence to traffic rules and regulations. The product of their wanting an easy way out has
4 resulted to high rates of road accidents. These accidents have pernicious effects on the passengers, riders and other road users.
Furthermore, the greater part of the riders are poor and have no accident cover or medical insurance coverage. This has come about to the exhaustion of the negligible assets the family units have as they offer a portion of their property to get medical services in the cases of accidents. Now and again, the riders cannot reimburse the advances to buy the motorbikes in this way losing their solitary source income. A large portion of the riders had savings plans that were not adequate in this way losing the chance to utilize the economies of scale to better their welfare
(Ewing 2002). Such issues had been faced in a number of African nations such Togo, Nigeria,
Burkina Faso, Benin and Liberia some time before they hit Kenya, (Wangai M. Country 2013).
To the researcher‟s knowledge, a few studies had been conducted in Kenya and none at all in
Kisumu municipality to evaluate factors influencing the motor cycle safety of the riders. This study therefore was seeking to fill that research gap by conducting a study on the factors influencing motorcycle safety of the riders in Kisumu municipality and her sub-urban areas.
Past studies have distinguished different issues identified with the explosion of motorbikes in different regions of the world including increase in crime rate as they were used to ferry gangs, health related problems, overloading by carrying more than one passenger, motorcycles flouting traffic regulations and heightened cases of road accidents as has been experienced in poor families in
Indian where road accidents have had devastating social and financial consequences for both the road users and motorcycle riders (McCana and Reid 2003). The researcher found very few studies in
Kenya and none at all in Kisumu region that assess factors influencing motorcycle safety of the riders. This investigation was consequently looking to fill that knowledge gap by examining factors influencing the safety of motorcycle riders in Kisumu town, Kenya.
5 1.3 Objectives
This study was guided by one general objective and three specific objectives.
1.3.1 General objective
The general objective of this study is to investigate factors influencing the safety of motorcycle riders in Kisumu town, Kenya.
1.3.2 Specific objectives i. To assess how motorcycle riding training skills influence safety of the riders in
Kisumu town. ii. To establish the extent to which implementation of traffic laws influence safety of the riders
in Kisumu town. iii. To establish how nature of roads influence safety of the riders in Kisumu town.
1.4 Research Questions i. How does motorcycle training riding skills influence safety of the riders in Kisumu town? ii. To what extent does implementation of traffic laws influence safety of the riders in
Kisumu town? iii. How does nature of roads influence safety of the riders in Kisumu town?
1.5 Significance of Study
The study is significant because it contributes to research work in the automobile industry. It also adds to the already existing body of knowledge. It is of great importance to the motorcycle manufacturing firms in addressing the issue of safety in relation to protective gear and sensitization of the riders on the use on the use of the gear a further contribution to research work in the automobile industry. It adds to the already existing body of knowledge.it is of great importance to the
Motorbike assembling firms in tending to the issue of security in connection to protective
6 apparatus for riders and educating the riders on the use of the protective gears. The study findings is additionally critical to the traffic police officers when coming up with policies of abating motor accidents and guarantee adherence to traffic rules to protect security of the riders.
Through this study, the government will get a deeper understanding and also help it to come up with strategies that will see to it that levels of road accidents caused by motorcycles in Kenya are reduced as these accidents negatively impacts on the economy. Driving schools will be benefactors of this study, as it will help them identify areas that need proper training of motorcyclists. Micro financing institutions will be in a position to set in training programs to enhance welfare of motorcycle riders in different parts of the country in the transformative agenda for the poor in the society. Academicians will benefit as it will not only present source of reference, but also provide a platform for further research.
1.6 Scope
The study examined the factors influencing the safety of motorcycle riders in Kisumu town,
Kenya. The study was geographical limited to Kisumu town in Kisumu county Kenya. The study concentrated on three factors influencing safety of motorcycle riders including motorcycle training riding skills influence, implementation of traffic laws influence safety of the riders and nature of roads influence safety of the riders in Kisumu town. The target population was motor cycle riders, health professionals and traffic police.
1.7 Chapter Summary
The chapter has elaborated on the introduction to the study. The chapter has expounded on the background of the study, the statement of the problem, study objectives, Research questions, significance of the study and finally the scope of the study.
7 CHAPTER TWO
LITERATURE REVIEW
2.1. Introduction
This chapter presents literature related to motorcycle as a means of transport. It consists of the following sub-sections: literature review, theoretical literature review, empirical literature review, summary and research gaps, conceptual framework, operationalization of variables and chapter summary.
2.2 Theoretical Literature Review
2.2.1 The Social Exchange Theory
According to Stafford (2008) social exchange theory holds that every human relationship are shaped by the utilization of cost benefit analysis which is subjective in nature and it involves comparison of alternatives. Social exchange theory is about relationships among people that is based on a viewpoint that is subjective in nature (Laura Stafford 2008). The theory clarifies how social relationships are formed and kept stable between parties involved. The two parties in a human relationship assume liability for each other and rely upon one another. As explained by
Lister (1993), social exchange and economic monetary are different from each other in that
Social exchange include creation of a connection among people not just legal obligation as in in economic exchanges. Additionally, social exchanges do not involve explicit exchanges of tangible products. The guiding principle in social exchange is the enhancement of the parties involved in the relationship.
Social exchanges are different from economic exchanges in that parties get satisfied with what they receive as being fair and a good return for their investment and expenditure in the other party (Hodges et. al, 1994). Economic exchange is identified with self-seeking hence greed and completion is common. The operation of motorcycle business in Kenya is based on both social
8 and economic exchange theories. The motor cycle riders has faith that the client they are carrying would not harm them in any way even though they barely know each other and they transport them to unknown areas. Tat the same time there is economic exchange in that at the end of the relationship, each party get their fair share of the bargain which the rider offering service and the commuter making a payment for the service offered at the end of the journey.
The theory has five propositions that guide individual behavior structuring basing on rewards and cost. The first proposition of the theory is Success Proposition that holds that the kind of behavior that yields an outcome that is positive is more likely to be repeated. Employing this proposition, motorcycle riders have been known to speed to save time and make more money leading to accidents in the course of speeding. The second proposition of the theory is the stimulus Proposition that states that a behavior that was rewarded in the past may lead to individual behaving in same manners to earn more rewards.
In the context of motorcycle riders, when they show concern for customers and then they get a tip from the customers, they tend to continue with the same behavior of showing concern for their customers. The forth proposition of social exchange theory is that a behavior that results to valuable outcome is usually repeated. Based on this proposition, motorcycle riders would go for training if the training will make them better riders. The fourth proposition of social exchange theory, is that if an individual receives the same rewards several times, the value of the outcome of that behavior begins to fall with each successive unit of benefit. Finally, the fifth proposition of social exchange theory is different people react differently in terms of emotion to same situation for instance, a rigid traffic system rule may bring about different emotions among motorcycle riders with some supporting and others opposing.
9 2.2.2 The Stakeholder Theory of Management
This theory was originally detailed by Ian Mitroff in 1983. Later development of the theory credit Freeman as the „father of stakeholder theory. Stakeholder theory of management accounts for several groups in the society that affect the business and are return affected by the business.
The stakeholders include suppliers, employees, customers, shareholders, creditors, government and local community. The theory states the moral obligation of the business towards the society where it sells its output and gets supplies. The theory integrates the market-based value and resource based view theories as well as socio-political level. The theory is responsible for handling values and morals in running business organizations such market economy, social contract theory and corporate social responsibility.
Stakeholder theory commits to identify stakeholders of a firm and then states the environment under which the management of a firm handles the interest of these stakeholders. Theory holds that the firm should put the needs of the stakeholder a head of any impending decision or actions of the firm. The stakeholder theory has been applied in management generally and specifically in business ethics. The theory has been in understanding the corporate social responsibility.
According to Weiss (2004), stakeholder theory can be applied in management approaches to understand organizational, societal and individual dilemmas. The stakeholder theory is concerned with creation of value to stakeholders of a business enterprise.
However, in the application of the theory, managers tends to hold different view of whether the business should focus on narrow view of stakeholders or broader view of stakeholders. The narrow view of stakeholders includes the shareholders and customers while the broader view includes the shareholders, customers, employees, local community, government, suppliers, competitors and creditors. In the process of applying stakeholder theory in value creation process in Brazilian firm
Vidal, Berman and Buren employed qualitative content analysis rather than quantitative methods
10 to examine the integrated yearly reports of major Brazilian companies with the goal of identifying their value creation models in the context of narrow and broad models of stakeholder theory. The scholar established that the firms studied where in transition between broad and narrow forms of stakeholder theory. The scholars identified seven areas whereby the firms were attempting to create value for their stakeholders including stakeholder dialogue, better work environment, improved reputation, better stakeholder relationships, increased customer base, environmental preservation and local development.
2.3 Empirical Literature Review
2.3.1 Motor cycle riding training skills and the safety of the riders.
Training is an organized learning process that is concerned with acquisition of new skills, attitude and knowledge to improve the level of performance of an individual. Training is the process of acquiring skills, knowledge and competencies needed and related to specific job through teaching of vocational or practical skills. Training process central to apprenticeships and serves as the base for content at training school. Training is an activity that is organized with the goal of information gain or an instruction with the main purpose of enhancing the performance level of an individual by attaining specific skills and knowledge. Training is also a systematic process through instruction and practice to bring an individual to an acceptable level of proficiency.
The training of motorcycle riders imparts skills for riding on public roads and is the equivalent of the training motor vehicle drivers receive. Training is also available far and beyond the basic licensing and qualification for those, whose line of duty includes motor cycle riding or instance police officers. Additional training is also available to motorcycle riders in specific areas like sports riding, street riding, refreshers courses, off road techniques riding and competitive skills developing for the motorcycles racetrack (Walker 2006).
11 In many less developed nations, motorbike riders are presently either required or urged to go to defensive riding classes so as to get a different motorcycle-driving permit. Training has been found to overcome the difference between armature and experienced motorcycle riders just as improving the abilities of a progressively experienced riders. Training would appear to be the response to diminishing fatalities or injuries attained by motorcycle riders. Nonetheless, some researchers demonstrates that in some cases, riders who have undergone advised training or in possession of advised riding skills are at high risk while driving on roads (Lewis and Fred ,2009). Studies find that riders who have undergone further training tends to engage in risky riding just after training especially when testing their skills on the roads (Ocampo, 2008). It is not necessarily not just to give advanced physical riding skills but also psychological training on how to handle advised skills in training to reduce risk taking behavuour in riding whenever not warranted (Rimmer 2009).
Motorcycle Safety Foundation (MSF) in the United States came up with a training manual for motorcycle riders to the states and give minimal cost training for current and new motor cycle riders. Two states that is Idaho and Oregon organized the training manual in away such that
MSF's curriculum favors their own. Indeed, even with more than 1,500 areas in USA, and more than 120,000 yearly student registrations, MSF just prepares about 3% of the proprietors of
4,000,000 new motorbikes sold for use on highways. Motorcycle fatalities and injuries have been on the rise among the US military staff since 2000 (Evans 2004). Among other started programs, the Air National Guard looks to comprehend why national security projects have not adequately diminished road accidents and how those projects may be altered to cause beneficial behavior change.
There are a number of local and global bodies that have detailed programs and plans of providing training for motorcycle riders. According to Walker (2006), ROSPA and I AM offer training which is advised for motorcycle riders with the goal of minimizing motorcycle accidents in the United
12 States. In Canada, Canada safety council offers motorcycle riders training on safety for new riders as well as highly experienced by exposing them to various training programs. The motorcycle and
Moped Industry council strives to lower insurance premiums on the successful completion since the program is recognized nationally. Mandatory motorcycle training which is generally referred to as compulsory basic training that is very identified with countries in Europe. Additionally, there are organization proving training for fresh riders as well as highly experienced riders.
The United Kingdom has also not been left behind in this endeavor, organizations such as and
Royal Society for the Prevention of Accidents (ROSPA) and Institute of Advanced Motorists
(IAM) provide training that is advanced to riders with the goal of lowering accident rates. The participation in advanced training is not compulsory however; it is accompanied by an added incentive inform of reduced insurance premiums for riders (Frey, 2003). Many motorcycle- training colleges in the USA use the motorcycle safety course materials. The Completion of the
Safety courses usually results to lowered insurance premiums rates (Frey, 2009).
In the Kenyan case, the government has not yet published a training manual for motorcycle riders with every individual training schools using own curriculum materials. Even thought, the
Ministry in charge of transport has already developed a harmonized draft curriculum that was to be by the end of 2011. The motorcycle Association of Kenya has a wonderful curricula document that contains the following: training consists of five different sections (Introduction, off-road training, off-road riding, on-road training and on-road riding) and one needs to be 16 years and in possession of a driving license.
A person needs to finish one phase of training before proceeding to the next phase of training.
Before a person beginning the introduction phase, a person must finish a fundamental sight assessment; one should simply be able to read a standard license placed three meters away using naked eyes or glasses. The introduction phase is based on class work and presents essential road
13 safety and the proper behavior while on the road. The remaining four areas are practical based.
The off road training includes an explanation on the principle parts of the motorcycle and how every part functions. A rider is expected to stroll with the motorcycle and after that, finally he/she is allowed to ride. This of the road section includes riding at various speeds and after that a rider proceeds onward to the proper behavior at road intersections and how to turn, start and stop just as how to do a emergency braking. Afterward, one is permitted onto the road after the educator is fulfilled that the rider is capable (MAK 2010).
Kenya Police have ascribed the rising motorcycle road accidents to the numerous inadequately trained riders on the nation's roads. The under training is due to fact that a majority of them did not take part in training as is expected. As explained by Obbo, Daily Nation (2012), the traffic boss in Rift Valley Province states that, motorcycle riders are not in possession of the essential class F&G driving permit. In addition, most of them together with their clients they are carrying do not wear protective gear. Most road accidents involving motorcycles were brought about by the motorcycle riders who were not appropriately trained and this tended to undermine riding guidelines and road safety when all is said and done as raining was deficient. Besides, the rider learners do not undergo theoretical lessons concerning Highway Code. Now and again, personnel who was not qualified directed the training. This might be individual unlicensed riders or authorized however not experienced riders, (Kenya Traffic Department report (2012).
2.3.2 Influence of motorcycles in the transport sector
The use of motor cycles globally, has revolutioned the transport sector and affected development greatly. There was economic requirement for the introduction of Motorbikes Globally. The motorcycles as a mode of transport has replaced bicycles that were considered slow. Motorcycles are known to be an efficient means of connecting between different destinations within the country.
Presently, the mode of transport has developed and is now being used for business purposes. In
14 Sub Saharan Africa, Motor cycles as a taxi developed from bicycle, as a taxi utilized in transportation of goods and people in the rural especially during the time colonization. In Benin, transport was mainly through bicycles commonly referred to as /kèkè Kannan/. The transport for traders developed later known as/taxi Kannan (Lourdes et al, 2012).
In East Africa, boda boda as a mode of transport developed in 1960s completing the African culture of riding bicycles. The bicycles were used as a mode to transit Kenya-Uganda border points around
1960s and 1970s before spreading to other areas and countries within east Africa region. The name began from a need to move individuals over the border points between Kenya and Uganda without the administrative paper work that was needed when a person transit through border points using a motor vehicle utilizing. The boda boda begun Busia border between Kenya and Uganda and later at
Malaba (Kenya). The development and utilization of motorcycles in the different types of organizations have likewise affected on different segments of the economy (Nkede, 2012).
2.3.3 Influence of motorcycles on Health and safety
As per the WHO report (2012) more than 90% of the road accidents happen in middle and low income nations. Past the injuries and death that motor accidents cause, street accidents bear a greater possibility to lead most households into a state of poverty and destitute as accident accidents exposes families involved to long terms loss of income and cost of treatment of the injured family member. Accidents on the roads likewise place a major pressure on health sector of the nation; a large number of people seeking treatment puts a strain on the health sector in terms of treatment and handling emergency cases. In an effort to acknowledge and manage the issue, the WHO has completely recognized road accidents as a key health determinant of human community and has urged different states who form up members of WHO to create programs for minimizing current patterns of road accidents (WHO, 2012).
15 2.3.4 Motorcycle safety
As indicated by Davodi and Rezvany, (2004), Guilan Province is one of thirty two areas in Iran.
The quantity of cruisers is exceptionally high and their plenitude pulls in the consideration of everyone. This is a direct result of closeness of towns, urban areas and towns. As per the measurements distributed by transportation and terminals association in Iran, Guilan Province is positioned fourth as far as misfortunes and harms from street car crashes all through the nation.
In at regular intervals, one individual in this region loses his/her life as a result of a mishap.
Research was embraced at the territory of Victoria in Australia to decide key issues, proper countermeasures, the size of the impacts, the general expense of measures, and the worthiness of measures to riders and street security partners. The most elevated need was agreed to measures exhibiting noteworthy decreases in wounds to riders for moderately minimal effort. Examination into basic wellbeing issues was given need where compelling countermeasures have not been built up.
Starter assessments of the countermeasures actualized to date show promising decreases in wounds to riders and it is normal that the measures will return crash cost investment funds well in overabundance of the program costs. The use focused for innovative work is relied upon to produce more advantages as far as returns for the duration of the life of the venture (Dale, 2006).
A study conducted by Elliot (2003), endeavored to demonstrate the more extensive range of motorbike performance and types, and a few classes of motorbike utilize that might be related with various sorts of road accidents and levels of hazard. The association with factors, for example, rider's sex, education, age, motivation and espouser level suggests that the the safety problem of motorcycles is presumably significantly more heterogeneous compared to vehicle safety ussues and each component of the problem may be inquired about. In view of their perceptions, Chalya et al. (2010) express that users of motorbike are powerless out and are a significant component of the general road accidents.
16 Figure 2.1: 1970-2006 Trends in Road traffic deaths in Kenya
Figure 2.2: Number of Deaths and Motorcycle deaths in Kenya
2.3.5 Motorcycle riding experiences and safety of the riders
Experience at work is the learning that is picked up where an individual has been practicing or working in a particular occupation or field. Motorcycle mode of transport is significant as it has crucial befits to the environment over other different types of motorized transport in means such as flexibility of the mode and progressively efficient utilization of road parking spot. A huge number of fatalities and injuries happen because of riding at a rapid speed that normal. In rural parts of Australia, motorcycle over speeding is perceived as a hazard factor which is under tended to by various programs in place.
Evans (2004), however highly represented in as a factor in accidents especially among youthful drivers (Gonzales et al 2005). There exist lopsided proportion of single vehicle accidents occurring
17 in rural parts of the country acting a crucial barometer of for comparison of rural verses urban road accidents as a key marker of the contrasts among urban and rustic driving accidents (CSI
2009). The investigations so far carried out are noteworthy in demonstrating and amassing a body of information necessary regarding young drivers and their practices while driving on the roads. In spite of the above mentioned, next to zero research has been done into these specific aspects of the segment of the population that is possible to have had significant pre-authorizing age driving, frequently with related duty regarding business related undertakings. The personality of the rider is another factor that is a major influencer of the conduct of riders and other users of the road. Connecting lifestyle and personality qualities with the propensity to take risk has concentrated on the individuals who go out to participate in risky situations in numerous aspects of their life (Brookland et al,2009).
As per study by Ferguson, Swain-Campbell and Horwood (2003), the connection between hazards taking conduct, in the scope of different way of life, and incorporation with other individuals who are also high risk in numerous aspects of their lives and their own accident rate.
The ramifications of these are in understanding of why hazard taking happens. This has made hazard-taking conduct positioned as extreme, subsequently to create programs that while decreasing danger additionally satisfies the capacity of low risk taking accomplishes for the risk taker. Because of their small size and being of narrow breath, motorbikes can pursue a vehicle at a bent angle since they need less space on the road compared to the standard with of the road available for their use. Therefore, when motorbikes pursue a vehicle, they appreciate the opportunity to pick the horizontal position in a path. In this way, it is entirely expected to watch a motorbike pursue a vehicle at a slanted angle. In doing so, motor cycle riders have a much better view of the road and have a superior opportunity to overtake and stay away from a potential head on collision portrayed as 'echelon formation'(Abrahams, 2009).
18 Even though, Abrams (2009) failed to specify the rationale behind such short headway, they could be because of motorbikes oblique type of following or parallel following. Besides, this pattern of conduct was incorporated to show the motorbike conduct in blended traffic floor.
Empirical literature completed has established inverse association between age and sex of motorbike riders and risk of road accident. This decline in road accident association is to a great extent ascribed to expanding skills with expanding experience level yet the degree to which driving expertise profits by experience is by all accounts is more unpredictable issue than it initially seems, cooperating with sexual orientation and driving style. In an exceptionally detailed and broad empirical examination done recently, accident rates in accidents per vehicle kilometers driven were inspected and the distinction between young females and men were not statistically significant. The study argues that the only reason why most accidents are by younger males was due to the fact that most men tends to drive compared to ladies and that experience of young men does not necessarily mean reduction in accidents per vehicle mile driven. That is, they do not appear to profit by more prominent driving knowledge and skills (APTA 2002).
As indicated by Belzer and Gerald (2002), person who are externally oriented are more bound to be engaged with road accidents, as they would not play safe on the roads to avoid road accidents.
A motorcycle rider's experience tends to improve with development in skills (DEAKIN, 2001).
In such manner, the recently named County Director of Education in Nyeri cautioned guardians and parents in Mount Kenya against purchasing motorcycle prominently known as boda boda for their children to the detriment of their academic advancement (Batiko K, Daily Nation, 2013).
Such youthful people are below the age of majority hence they cannot undergo formal training in driving schools. In addition, due to their youthful age, they need driving experience which they do not have which subsequently leads to increased road accidents.
19 2.4 Summary and Research gaps
From studies already done, it appears that the utilization of motorbikes in the nations that are
developing were impacted by the motorbike riders riding experience, riding training and
implementation of traffic rules and transit regulations among others. However, the riders and
customer safety had not been satisfactorily explored by other studies and there is a gap in
literature that needed study to bridge the gap.
2.5 Conceptual framework
The conceptual framework established a diagrammatical link between study variables. The
government policies which are moderating variables are put in place to assist traffic police
officers to enforce laws and regulations. The differences in poverty index levels per family is
an intervening variable as shown below
Independent Variables Dependent Variable
Motorcycles riding &
training skills.
Safety of Motorcycle Ridders Implementation of traffic laws
Motorcycles riding Experiences
Nature of Roads
Fig 2.4.1 Conceptual Framework
20 2.6 Operationalization of Variables
It is without doubt that the safety of riders is dependent on motorcycle riding, training skills and
the experience of motorcyclists, implementation of traffic laws and the nature of the roads,
policies in place and difference in poverty index per family.
Table 2.6.1. Operationalization of Variables
Objectives Types of Indicators Measurements Tools for Types of variables analysis analysis a.To assess how (Independent Motorcycle Nominal Mean/percentage Editing motorcycle variable) Driving license: age Coding riding training Training Classification of (Gender) Classification skills influence Curriculum to license and the safety of be covered -Date of expiry of tabulation of riders in license data Kisumu town b.To establish Independent Copies of traffic Interval Statistical Descriptive the extent to variables laws, traffic police nominal analysis/ which (traffic laws officers, road ( gender thematic implementation and signboards, perceptions) analysis/text of traffic laws regulations) crossing sites for analysis influence the pedestrians, safety of riders insurance cover in Kisumu town c.To establish (dependent Classification of Ordinal ratio Statistical descriptive how the nature variables) roads Objective- analysis/ of roads International A. (KM) (the number thematic influence the roads, national B. (KM) of km for analysis/ text safety of riders roads, primary C. (KM) each class) analysis in Kisumu town roads Maintenance schedule routine potholes
21 2.7 Chapter Summary
The chapter has elaborated on literature review. The literature review has considered the theoretical foundations underpinning the study, the empirical literature on the study on the factors affecting safety of motorcycles and operationalization of study variables.
22 CHAPTER THREE
RESEARCH DESIGN AND METHODOLOGY
3.1 Introduction The chapter presents the research design, target population, sampling procedure, methods of data collection, validity, reliability, and finally the methods of data analysis that is relevant to this project report.
3.2 Research design
The study adopted survey research design. The design was employed because it is suitable in fact finding that is expected to yield accurate information. As stated by Mugenda and Mugenda
(1999), the design describes phenomenon such values, behavior, attitudes and characteristics.
The design decided upon enabled the researcher to investigated factors influencing the motorcycle safety of the riders in Kisumu Municipality.
3.3 Target Population
The study target population was 300 people consisting of traffic police from Kisumu police station, medical officers in Jaramogi Odinga General Hospital and riders in Kisumu town. The study population consisted 223 riders, 17 traffic police officers and 60 qualified medical personnel in Kisumu town, who made the total target population of 300 respondents who were used in this study.
3.4 Sample and sampling technique
The study used stratified random sampling where population was put into groups consisting medical officers, police and motorcycle riders. From every stratum, members were selected using simple random sampling. Purposive sampling was also adopted to pick 45 qualified medical personnel and 17 police officers in the traffic department and 167 riders in Kisumu town, and that made sample size of 229 which represents 76% of the entire population (Mugenda and Mugenda (2003), as presented in table 3.1.
23
Table 3.1 Sampling Frame
Group Population Percentage Sample
size
Motorcycle riders 223 55.6 167
Medics 60 15.0 45
Traffic police 17 5.0 15
officers
Total 300 75.6 162
3.5 Data collection
A stated by Mugenda and Mugenda (1999), data collection is a systematic activity that involves retrieving relevant data from their sources. Primary data was collected using questionnaires that were developed to achieve the objectives of the study. The questionnaires had open ended and closed ended questions. The researcher by employing drop and pick method administered the questionnaire. Filled questionnaires were collected after a period of three days.
3.6 Pilot Study
Before data collection, the questionnaires were pretested to small group of respondents including riders, police officers, and the medics. The information generated was used to improve the data collection tools further before actual data collection.
3.6.1 Validity
Mugenda and Mugenda (2003) describes validly as the ability of data collection instruments to collect the required information.Itis the ability of data collection tools to collect it is meant to
24 collect. Content validity determines the meaningfulness and accuracy of the information to make relevant conclusion and generalization. To ensure face validity, the questionnaire was presented to management experts at Management University of Africa. The suggestions of the experts were employed in improving the questionnaires used in the study. Validity in accordance to this study, is a judgment regarding the degree to which the components of the research reflect the theory concept, or variables of the study.
3.6.2 Reliability test
Kothari (2004) defines reliability as the ability of research instruments to consistently collect the needed information. Similarly, reliability is described, as the extent to a person‟s response on the data collection tool would tend to remain constant over time. Peter C.B.(2010).In relation to the current study, the researcher carried out pre-study on selected respondents picked from target population were exposed to test retest method of reliability testing. The two sets of scores at the initial stage and the re-test were correlated while employing Pearson correlation coefficient. The
Pearson‟s coefficient calculated for the pilot test was 0.834 which was a strong correlation closure to 1 that is considered perfect correlation. Mugenda and Mugenda (2003) stated that correlation coefficient closure to 1 is strong hence the data collection tools is said to be reliable as in the current case.
3.7 Data Analysis and Presentation The data collected was checked to ensure they are compete. The quantitative data were then coded and entered in SPSS. The quantitative data analysis proceeded with descriptive statistics inform of tables, frequencies and percentages. The qualitative data were transcribed and organized into themes categories and subcategories as they emerged during the analysis. The text analysis is the simplest form of data analysis, which was beneficial for this study. It had presented the data in the form of tables, which were significant to improve the research effectiveness and reliability.
25
3.8 Ethical Considerations Mugenda Mugenda (1999) describes ethical considerations as the precaution that a researcher needs to take to avoid causing financial, psychological and social harm to the prospective subjects or respondents of the study. In the current study, the researcher ensured that ethical consideration by not requiring the respondents to write their names, making sure the respondents were made aware of study purpose and treating the information collected with highest level of confidentiality.
3.9. Chapter Summary This explains how the research design, target population, sample design and the sample size were conducted. It also shows how data collection methods and tools were used, how validity and reliability were ascertained, together with how the data was analyzed.
26 CHAPTER FOUR
RESEARCH FINDINGS AND DISCUSSION
4.1 Introduction This chapter presents the findings and data presentation according to study objectives. The study considered factors that influenced safety of motorcycle in Kisumu town.
4.2 Presentation of Research Findings
The entire sample of motor cycle riders were males, a fact affirming that the boda boda industry is indeed a male-dominated arena. A satisfactory answer to this could be because the exercise is rigorous and physically demanding hence its suitability to male operators. Another surprising fact was that most of the riders were aged 30 years and below. Why this is so could be attributed to the fact that most of them are forced to venture into that field because of the ugly face of unemployment in the country. Additionally, the study found out that most of the riders had less than five years of experience. The study also found out most of the riders are unlicensed to operate the motorcycles. This clearly indicates that most of the riders are not clearly trained; no wonder the high percentage of accidents in the industry.
4.2.1 Response Rate
The study issued 223 questionnaires of which 167 were completed and returned back to the researcher. This was a questionnaire return rate of 74.8% which is considered adequate for further analysis. The response rate of 167 out of the target population was ensured by involving all respondents in answering the questions. According to (Kothari C.R.2004), a responsne rate of
50 percent is adequate for social studies therefore the responsne rate of 74.8% was considered adequate
4.2.2 Bio data.
27 The bio or personal details about the respondents were classified into gender, age, marital status, education status and dependent status. The gender categories was presented in table 4. 1. The males category had 120 respondents while females were 47 totaling to 167. The percentage for males was 71.85 and for females was 28.1 totaling to 100 percent.
Table 4.1. Categories of respondents by gender
Categories By Gender Frequency (R) Percenta
ge
Males 120 71.85
Females 47 28.1
Totals 167 100
Table 4.1 showed that majority of respondents were males (71.85%) with only (28.1%) being females. The high number of male respondents implies that most people involved in boda-boda business tends to be males with few ladies in such business. The 28.1% females who participated in the study were users rather than riders of the motor cycles
4.2.3. Age categories
The study also sought to establish the distribution of respondents in terms of their age with age being an important factor in motorcycle rider‟s safety. Study categorized respondents in terms of age brackets ranging from below 15 years to above 49 years as presented in table 4.2.
28 Table 4.2 Categories respondents by age
Categories Frequency (R) Percenta
ge
Below 15 years 0 0
18 – 24 years 55 32.9
25-30 years 26 15.6
31-36 years 21 12.6
37-42 years 28 16.8
43-48 years 22 13.2
Above 49 years 15 8.9
167 100
A presented in table 4.2, majority of the respondents were youths between the age bracket of 18 and 24 years. This was closely followed by those who were aged between 37-42 years who were
28 in number. Age bracket 25 to 30 years came third which was then followed by age bracket
43-48 which almost shared a percentage with age bracket of those aged between 31 to 36 years.
This table clearly confirms that the boda boda business is a preserve of the youth and the middle aged males.
4.2.4 Marital status.
The study also sought to establish the distribution of the respondents in terms of age. Marital status was a critical factor identified as having an influence on riders risk taking and behavior on roads. The marital status of the respondents was categorized into married, singles, widowed or divorced. This was captured in table 4.3. All that totaled to 167 respondents or 100 percent.
29 Table 4.3 Marital status categories of respondents
Category Frequency (n) Percenta
ge
Single 68 40.7
Married 91 54.5
Widowed 4 2.4
Divorced 4 2.4
Widower 0 0
TOTAL 167 100
Table 4.3 showed that majority 91 (54.5%) of the total respondents that participated in the study were married. Singles who were rated at 68 or 40.7 percent followed that. The study therefore implies that married males were in most cases involved in boda-boda business as source of livelihood for the families. Further, the study revealed that the singles who were involved in the business were not necessarily young and were in the business as employees or as owners of their boda-boda business.
4.2.5 Dependents categories of respondents.
The research also sought to establish the number of dependents that a rider has and is supporting with the boda-boda business. The number dependents a person has may be a factor explaining how they engage in risky riding. The number of dependents were between 0 to 4 dependents number as presented in Table 4.4.
30 Table 4.4 Dependents categories of respondents
Category Frequency (N) Percentage
0 Dependents 61 36.5
2 Dependents 37 22.2
3- Dependents 69 41.3
4
TOTALS 167 100
The findings in table 4.4 showed that revealed that 61 or 36.5 percent of the total respondents were not having dependents .The respondents having 2 dependents were 37 or 22.2 percent and finally those with between 3 and 4 dependents were 69 or 41.3 percent. Those respondents with more dependents had to work harder in the business to support their dependents hence may engage in risky speed riding to earn enough income due to family pressure.
4.2.6. Educational levels categories of respondents.
The levels of education for the respondents were indicated as non-formal, primary, high school or university level of education as shown in table 4.5. The number of respondents who had no formal education were 23 or 13.8 percent; those with primary education were 41 or 24.6 percent, high school education 63 or 37.7 percent, college education 35 or 20.4 percent whereas university graduates were 5 or 3 percent.
31 Table 4.5 Education level categories of respondents
LEVEL FREQUENCY (n) PERCENTA
GE
None formal 23 13.8
Primary 41 24.6
High school 63 37.7
College 35 20.4
University 5 3.0
TOTALS 167 100
Table 4.5 revealed that most of the respondents who participated in the study were high school level graduates standing at 63 or 37.7 percent of total respondents. The high number of high level graduate were the majority implying that even though they had gone through secondary education, they did not possess adequate skills to be employed in other formal sectors. They were forced into boda-boda business as the last resort so that they can sustain their lives. The respondents who had attained college education were 35 or 20.4 percent. This can be attributed to the fact that despite having gone that far, they could not secure employment because job opportunities were not forthcoming. For that reason, just like those with high school education had to engage themselves in an occupation that was readily available and that is the boda boda business. The data collected also revealed that university graduates who engaged in the boda boda business were doing it either on full time in various jobs, or as owned business.
32 4.3 Descriptive Analysis of factors influencing safety of motorcycle of the riders
4.3.1. Introduction.
The study sought identify factors influencing the safety of riders of motorcycle. The data was analyzed basing on four major factors including riding experiences of motorcycles riders‟, motorcycles training skills, nature of roads and implementation of traffic laws and how they influenced the safety of riders in Kisumu Municipality. The data was quantitatively analyzed and presented in tables from tables: 4.6 up to table: 4.11 as shown in the preceding discussion.
4.3.2 Motorcycles riding training skills and safety of the riders.
To assess the safety of riders in Kisumu town, the riding skills were a major factor as indicated in table 4.6
Table 4.6 Motorcycles riding training skills categories of respondents
Category Training Licensed / not Expense Paid Frequency Percenta
s ge
Period licensed in k.sh. by (n)
1 One week Not licensed 500 Self 35 25.5
2 5 Days Not licensed 300 Self 19 13.9
.
3 6 2 days Not licensed 200 self 29 21.2
.
4 7 Months Licensed 10,000 CDF 24 17.5
.
5 8 Months Licensed 10,000 CDF 30 21.9
.
33 TOTAL 137 100
Table 4.6 showed that majority of the respondents who participated in the study went through a short training lasting less than one month. The training cost was modest ranging from from ksh
200 to ksh 500. That amounted to 60.6 percent. These respondents therefore did not have valid riding licenses. During the face to face interviews conducted by the researcher, he detected that most boda boda operators were on casual labour on a daily basis, and one was not sure about the same engagement the same day. To make sure they got the same the following day, they had to make as many trips as possible each day. On the other hand, those who had riding licenses they did not dig into their pockets to pay for the training, rather they had it paid from the community development fund kit (CDF). This number totaled 54 which is an equivalent of 39.4 percent.
That meant that very few riders had not put their own initiatives to be trained in motorcycle riding and obtain valid riding licenses. A report from a police officer in charge of the traffic department in Kisumu police station said that 50 percent of riders did not have riding licenses, hence the many accidents in the area. He said that the boda boda business in Kisumu is more of a cat and mouse game where operators keep on dodging the traffic police, not keeping in mind that they were doing that at the expense of their own safety.
4.3.3 Motorcycle riding experience and safety of the riders
Another important factor in determining the safety of riders in Kisumu is motorcycle-riding experience. Table 4.7 revealed that majority of the riders had an experience of about 6 months‟ standing 52 or 3.7.9 percent. Those who had one years‟ experience were 42 or 30.7 percent. Riders with two years‟ experience were 32 which an equivalent of 23.4 percent. Those with three years‟ experience were 5 or 3.6 percent and those who had an experience of over four years were 6 or
34 4.4 percent. Only 137 of the respondents participated in answering the question on their experience level in motorbike riding.
Table 4.7 Motorcycles riding experiences and the riders’ safety.
Categor Months / years of Frequency Percentage
y experience (n)
1 6 Months 52 37.9
2 1 year 42 30.7
3 2 years 32 23.4
4 3 years 5 3.6
5 Over 4 years 6 4.4
Total 137 100
The findings presented in Table 4.7 Showed majority (above 50%) of the respondents had a riding experience of below one year in Kisumu town. The riders having riding experience of at least a year were 94 or 68.6 percent. In addition, only 32 or 23.4% of respondents had 2 years‟ riding experience. Finally, those riders with 3 and above 4 years of motorcycle riding experiences were few standing at only 5 and 6 respondents respectively. The findings revealed a worrying trend where majority of riders have just about one year or less riding experience that could be blamed for high motorcycle accidents as the riders may not have adequate experience to handle the requirements of safe boda- boda business.
Table 4.8 Safety of Riders
Category Frequency (n) Percentage
Failure to wear helmet 9 56.25
Careless riding 5 31.25
Fatal accident 2 12.5
35 TOTAL 16 100
Table 4.8 revealed that motorcycle riders did not wear protective gears while riding including helmet and reflectors were about 9 or 56.25%. Those that rode their motorcycle carelessly were 5 or 31.25% and finally cases of those involved in fatal accidents were 2 or 12.5%. The findings reveal that cases of motorcycle accidents and injuries were could be explained by the fact that most riders and their passengers failed to put on protective gear which is contrary to the requirement of traffic laws.
4.3.4 Nature of roads and safety of the riders
The study also sought to establish the influence of state of roads in Kisumu Municipality may have an influence on safety of motorcycle riders while in the boda-boda business. The findings are presented in Table 4.9
Table 4.9 Response on Roads maintenance
Category Frequency (n) Percenta
ge
1 Poorly maintained roads 9 52.9
.
2 Potholes on the roads 8 47.1
.
Total 17 100
The findings presented in Table 4.9 showed that most majority of the roads were not well maintained hence they were not accessible. This was confirmed by 9 or 52.9 percent of the respondents who answered the question. The study further shows that due to dismal maintenance of the roads, the roads had developed several potholes that made roads dangerous while driving
36 especially when a rider was new in a particular section of the road. The presence of numerous potholes was revealed by 8 or 47.1 percent of respondents who answered the question on nature of roads within Kisumu Municipality. Study by MacCann.B and Reid (2003) stated that one way to overcome the problem of poor state of roads is by strictly implementing the one year payment retention as the government monitors the work of the contractors and for purpose of covering any repairs and defect noted immediately after completion of a road.
Table 4.10 further showed that that cases of accidents reported every week were about 2 or 10% with most victims of accidents failing to report due to fear of persecution and fines by the police.
In addition, only about one or 5% cases turned fatal in a period of 6 months. The findings also showed the cost involved after motorcycle accidents were very high were as reported by 16 or 80 percent of the medics who participated in the study. The table 4.10 further shows that the high cost of accidents were due to treatment cost for the rider treatments and other cost incurred while the rider is at home recovering. Additionally, most of the cases were not covered by insurance policy with only one case being covered hence majority of riders did not have medical cover.
The study therefore is in agreement by a study that stated there will be alarming number of motorcycle accident by the year 2020 (Hiscorn and Paul 2001).
4.1.14 All sections categories of respondents on safety of the riders
The section B to F of the questionnaire was for the purpose of capturing the feelings of riders towards their safety versus monetary value in the cause of doing their boda-boda business as presented in Table 4.11. The responses were analyzed using content analysis.
4.4 Limitations of the study Confidentiality was an issue as most of the respondents were not as truthful as they felt they needed to tell the researcher what the researcher needed to hear. This proved a hard nut to crack especially during the face to face interviews. They a times refused to provide answers to
37 questions they deemed too personal. Further to that, the idea that someone was watching turned an observation into an event where people were acting on how they perceived they should act or speak.
4.5 Chapter summary
This chapter presents the findings and data presentation according to study objectives. The study considered factors that influenced safety of motorcycle in Kisumu town. The chapter findings were based on quantitative analysis involving frequencies and percentages and presented in form of tables. The findings were organized in line with the objectives of the study. The independent variables were riding experiences, implementation of traffic laws, motorcycles riding training skills and the nature of roads which was found to influence safety of the riders in Kisumu town.
38
CHAPTER FIVE
SUMMARY, RECOMMENDATIONS AND CONCLUSIONS
5.1 Introduction This chapter presents the findings and recommendations of the study. The main objective of this study was to assess the factors influencing reduced motorcycle accidents through safety of motorcycle riders in Kisumu town. The chapter further discusses the findings extracted from chapter four. Finally, the chapter outlines the conclusion and areas to be considered for further research.
5.2 Summary of Findings
The research carried out revealed that motorcycle riders in Kisumu town operate without valid riding licenses. They also do not wear protective gear while on the road. This meant that their safety was at risk because of the frequent accidents that take place in that area, as they do not observe traffic rules. 60.6 percent of the riders operated their boda-boda business without driving license with only 39.4 percent or riders having the driving licenses.
Additionally, majority of respondents had riding experience of lone year or less. The study also revealed that most of the roads in Kisumu Municipality were nor well maintained hence that developed potholes that made them inaccessible and exposed riders to more accidents.
The study also established that it was necessary that traffic law were enforced to the letter to protect both the rider and their clients while driving in Kisumu Municipality roads.
5.2.1. Motorcycle riding training skills and safety of the riders.
The findings showed that majority ( 57.4%) of respondents who were motor cycle riders did not have riding license with only 42.6% having acquired riding licenses but not without the help of C.D.F kit which is majorly political strategy to gain more supporter during election time. Getting riders licenses through CDF kit was also considered a strategy to lower
39 motorcycle accident rates on the roads. The finding is in agreement with findings by Walker
(2006) carried out at ROSPA and I AM where advised training for motorcycles was offered with the aim to reduce rates of fatalities on the roads due to motorcycle accidents. However, contrary to currently study findings, Lewis and Fred (2009) showed that riders who had undergone advised training in riding were more likely to engage in dangerous riding hence exposing them to higher rates of accidents due to high risk taking behavior on the roads.
The findings of the study also showed that motorcycle riders undergone a training lasting few days or even hours and then they began operating their boda-boda business. The study further showed that those who acquired their driving license through CDF kit underwent longer period of training lasting about 5 to 6 months of intensive training. The findings is in agreement with study by MAK (2010) that revealed that off the road training component was very detailed and involved riding motorcycles at various speeds. The training also covered braking in emergency as well as starting and stopping the motor bike. The study further revealed that mostly riders who had not undergone comprehensive training in recognized training school committed most accidents. The finding is in agreement with statement by Rift valley provincial traffic boss that showed that riders who had not undergone approved training were the largest contributor to roads accidents while riding the motorcycles (Barasa, 2012).5.2.2. Motorcycle riding experience and safety of the riders.
The findings showed majority (above 50%) of the respondents had a riding experience of below one year in Kisumu town. The riders having riding experience of at least a year were 94 or 68.6 percent. In addition, only 32 or 23.4% of respondents had 2 years‟ riding experience. The findings revealed a worrying trend where majority of riders have just about one year or less riding experience that could be blamed for high motorcycle accidents as the riders may not have adequate experience to handle the requirements of safe boda- boda business. The findings further showed that most of the riders were youthful people who may not have adequate riding
40 experience in the boda – boda business especially in the rural areas. The findings agreed by study by Evans (2004) and Gonzales et al (2005).
5.2.3. Implementation of traffic laws and safety of the riders.
This examination current empirical study uncovered that most riders did not hold fast to the traffic rules. The riders additionally ride imprudently on open streets subsequently causing accidents to pedestrians and their clients. A portion of the road traffic standards that riders did not adjust to were: furnishing the clients with defensive gear and having driving lisence
(Ashworth 1997). It was likewise reveled that road regulations were not completely executed because of the bike riders did not willingly cooperate with traffic cops. BradFord – Hill
(2011) contended that it was hard to implement road safety laws since riders were politically connected riders and that the riders were so many averaging about 200,000 proprietors of boda-boda business giving direct work to 500,000 riders at that point, that was a monetary power converted into political impact.
As per opinion of Mutembei Phares,(Standard 22-11-2013) boda-boda administrators in
Embu town were pre-occupied with fights challenging traffic cops, whereby a most media staff covering the street runs with the police were harmed and furthermore had lost their work camera. Accordingly the transport system were interfered for the entire day as the run in with the police led to streets demonstration and lighting of fire making it hard for travers to leave for their destinations on time. Be that as it may, thanks be to the OCPD (Office Commandant
Police Division) Embu Mr. Gasper Maka who guaranteed other road clients and the riders a like that they-traffic officials would not yield in their endeavors to ensure that traffic guidelines were clung to by all, riders comprehensive.
41 5.2.4. Nature of roads and motorcycle safety of the riders
This empirical examination showed that that road in the rural areas were ineffectively or never kept up normally 53.3%. Moreover, potholes were several (46.7%) and the factor leading to that was the unpredictability of a procedure for funds release from central Government for the purpose of maintenance of roads street support diverting to different neighborhood experts. The accentuation was put on recreation and improvement of auxiliary and minor streets since the ones built during the 1960s in Kenya had weakened during 1980s the greater part of which fall under nearby experts and are unclassified and kept on breaking down because of financing (KRB 2001).
In this investigation, it was additionally uncovered that individuals from open all in all agree that cash earned by boda-boda transport tasks was not a higher priority than the security of the riders.
As per Hischorm and Paul (2001), care must be taken as poor streets factor alone would cause a disturbing number of passings or handicaps come year 2020
5.3 Recommendations From the analysis above it is clear that the boda boda sector is now an important mode of transport and most importantly, a vital source of employment for multitudes of young
Kenyans. Indeed, the sector is now an important contributor to the economy of Kenya.
Unfortunately, the sector is still largely informal, meaning most of the operations are not properly regulated. This lack of regulation supports the frequent cases of reckless operator habits including over speeding, carrying more than one passenger per trip and poor use of helmets. Interestingly, the importance of the sector as a source of employment largely contributes to unsafe operations as operators find themselves at the mercy of their customers particularly where such customers desire unsafe habits such as speeding, non-use of helmets and the carrying of excess passengers.
There is thus an urgent need to mainstream the boda boda sector into the overall road transport sector in Kenya. At the moment, the sector is given short shrift with the result that it is currently
42 informally run despite its significant social and economic standing in Kenyan society. Indeed, such mainstreaming would ensure that the sector is considered whenever regard is given to road transport, employment, public health, infrastructural development and security. Also, the
Treasury, Labour and Transport Ministries, in conjunction with the Kenya Revenue Authority should promulgate a policy framework geared towards incentivizing income earning within the sector in order to enhance creation of formal employment and derivation of tax revenues from the said sector. Additionally, formalisation of operations would improve regulation, particularly enforcement of the traffic code by police officers, a fact that would deter errant behaviour both by the operators and their customers.
In perspective on the discoveries talked about in this examination, the following recommendation are:- That, the administration should think of programs to have motorbike riders to be trained at an insignificant expense. That, the motorbike transport clients ought to be enlightened on the consideration of their security, and to be given defensive gear at whatever point riding on a bike.
That, a road safety standard ought to be presented through a parliament for all motorbike riders to be introduced with speed governors. Because of the inadequacies experienced by motorbike riders the analyst prescribes further empirical examinations to be done on the security of the riders and the street clients as pursues: That, another investigation be done somewhere else, either in Busia, or Meru provinces. That, preparation curriculum of the motorbike transport rider trainee ought to incorporate psychiatry.
5.4 Conclusion This empirical examination had uncovered that the security of the riders was impacted by elements, for example, riding preparing abilities, riding encounters, execution of transit regulations and the idea of streets. The discoveries had likewise uncovered that there were various and visit street mishaps because of poor preparing abilities and absence of riding
43 encounters of the riders. Further to that, the investigation had uncovered that un usage of laws by traffic cops was exceptionally opposed by riders who now and again griped of badgering by cops. The idea of streets had likewise added to dangerous states of the riders since access streets were not normally kept up because of intricacy of assets dispensing from the focal government to neighborhood specialists.
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47 APPENDICES
Appendix 1: LETTER OF INTRODUCTION TO THE RESPONDENTS
Erick Ondora The Management University of Africa School of Management and Leadership Nairobi.
th Date: 4 March, 2019.
Dear Sir/Madam,
RE: A LETTER OF INTRODUCTION TO THE RESPONDENTS.
I am a student of Management University of Africa undertaking a bachelor degree in
Management and leadership. As a requirement in partial fulfilment of the academic requirement, I am carrying out a research on the topic “Factors Influencing Safety of
Motorcycle Riders in Kisumu Town, Kenya.”
I am seeking your assistance to fill the questionnaire as objectively as possible to enable me collect relevant information for my study. All the information generated will be treated with utmost confidentiality and will not be diverged to any party without your express authority.
Your positive response will highly be appreciated. Thank you.
Yours faithfully,
Erick Ondora
48
APPENDIX 2. RESEARCH INSTRUMENTS FOR THE STUDY Appendix
2.1. Questionnaire for all categories of respondents for section A-F.
DATE FILLED: ……………………... SERIAL NO………………...
This interview questionnaire is comprised of six sections and each section is meant to capture data related to particular respondents as per the independent and dependent variables. And finally general remark by respondents after filling the relevant section.
SECTION A: BIO DATA FOR ALL RESPONDENTS
To be filled by ticking one of the options provided: - A, B, C, D, E, and F where applicable.
Area of residence ……………………………………………….. 2. Gender: (a). Male [ ] (b). Female [ ] 3. Age: (a) Below 18 years [ (b) 18-24[ ] (c) 25-30 [ ] (d)31-36 [ ] (e) 37-42 [
(f) 43-48 [ ] (g) Above 49 [ ] 4. Marital status (a) Single [ ] (b) Married [ ] (c) Widow [ ](d)Divorced [ ] (e) Widower [ ] 5. Number of dependents (a) 0 - 2 [ ] (b) 3-4 [ ] (c) 5-6 [ ] (d) More than six [ ] (e) Many [ ] 6. Level of education (a) Non formal [ ] (b) Primary [ ] (c) High school [ ]
(d) University [ ] (e) College [ ] (f) High school drop out
SECTION B: MOTORCYCLE RIDERS
1. Are you trained as a motorcycle rider? (a) Yes [] (b) No [ ] (c) Yes/No [ ] (d) Not thoroughly [ ](e) I don‟t know [ ]
2.If yes, do you have a valid riding license? (a) Yes [ ] (b) No [ ] (c) Not given [ ] (d) Never paid for it [ ] (e) It‟s of no use [ ]
3.How long did it take you to be trained as a motorcycle rider? (a) 6 months [ ] (b) 5 months [ ] (c) 4 months [ ] (d) 3 months [ ](e) 2 months [ ]
49 4.How much fee did you pay for the training? (a) Kshs 10,000 [ ] (b) Kshs 5,000 [ ]
(c) Kshs 3,000 [ ] (d) Kshs 1,000 [ ](e) Kshs 500 [ ]
5. Who paid for your training fee? (a) My parents [ ] (b) My relatives [ ] (c) Myself [ ] (d) My employer [ ] (e) My friend [ ]
Comments
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
…………………………………………………………………………………………………
SECTION C: QUESTIONNAIRE FOR EXPERIENCES TO BE ADMINISTERED TO MOTORCYCLES RIDERS ONLY.
1.How many years have you been riding a motorcycle? (a) 6 months [ ] (b) 1 year [ ]
(c) 2 years [ ] (d) 3 years [ ] (e)Over 4 years [ ]
2.Why do you involve yourself in motorcycle riding? (a) For leisure [ ] (b) As a business [ ] (c) As a means of transport to various places[ ] (d) It‟s the only means of transport provided to me by my employer [ ] (e) I don‟t know [ ]
3.How many kilometers do you cover per day? (a) 50 km [ ] (b) 100 km [ ] (c)200 km [
] (d) 300 km [ ] (e) 400 [ ]
4.How many cases of accidents have you ever caused?
(a) One [ ] (b) Two [ ] (c) Three [ ] (d) Five (e) Ten [ ] [ ] 5.How many of the above cases can be categorized as worst according to your own
assessment ? (a) One [ ] (b) Two [ ] (c) Three [ ] (d) Five [ ] (e) None [ ] Comments
…………………………………………………………………………………………………
………………………………………………………………………………………………… …………………………………………………………………………………………………
50
SECTION D: QUESTIONNNAIRE FOR MOTORCYCLES RIDERS SAFETY TO BE ADMINISTERED TO RESPONDENTS OF ALL SECTIONS.
1. Why should motorcycles riders wear heavy clothes and a helmet when riding? (a) To hide their identity [ ]
(b) To protect themselves from strong wind [ ]
(c) To look conspicuous [ ]
(d) For their body safety in case of accidents [ ] (e) B and D above [ ]
2. How many at least out of 10 (Ten) motorcycle riders wear the above, for their body protection and health safety?
(a) 1/10 [ ] (b) 2/10 [ ]
(c) 3/10 [ ] (d) 5/10 [ ] (e) Over 5/10 [ ]
3. In your own opinion why would you advise motorcycles riders to wear heavy clothes and a helmet when riding?
(a) Because it is fit for them [ ]
(b) Because they protect ] them from harm of any kind [ (c) Because they look nice wearing them [ ] (d) Because police traffic officers check for them most regularly [ ] (e) I don‟t know [ ] 4. It is important to observe traffic laws (a) Strongly Agree [ ] (b) Disagree [ ] (c) Agree [ ] (d) Fairly Agree [ ] (e) Strongly Disagree [ ]
51