causes and effects of motorcycle accidents

1

CHAPTER ONE

1.0 BACKGROUND TO THE STUDY

Road transportation which includes the use of vehicles, motorcycles and bicycles “provides

benefits both to nations and to individuals by facilitating the movement of goods and people”

(WHO, 2009). The WHO again in 2006 revealed in a world report on Road Traffic Injury

Prevention: Summary 2004 that the use of the motorcycle as a means of transportation was

becoming increasingly popular across the world especially in low and middle income countries.

The report cited China as an example which saw a rise in the ownership of motorcycles from

23% in 1987 to 63% in 2001 (WHO, 2006).

In Africa, a research carried out in Tanzania on the use of motorcycles revealed that there has

been an increase in its usage from 6,700 in 2007 to 85,000 in 2009 (Nkwame, 2010).

Haworth (2010) indicated that with the increasing number of motorcycles as a means of

transport, motorcycle accidents will also become high. He added that the causes of motorcycle

accidents were human, environmental errors and defective vehicles.

In the USA, records from the Department of Transport‟s National Highway Safety

Administration (NHTSA) showed that there were 4,553 deaths from motorcycle accidents in

2005. Of these, 48% were as a result of over speeding and 42% of the riders had blood alcohol

concentration (BAC) of 0.08 or high which was illegal. It has been revealed that alcoholic

beverages are frequently available and promoted where motorcycles are ridden and at events

targeting motorcyclists (NHTSA, 2007).

A similar picture is given in other countries. Coincidently, there was the same number (4,553) of

motorcycle rider fatalities recorded in Malaysia as in the USA in the year 2005. In Malaysia

however, 69% of the victims were drunk while riding as compared to 42% in the USA (had BAC

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level of 0.08 which was an illegal limit for drunk riding) and 97% of the victims were males

while only 3% were females (PDRM, 2007).

Studies by the WHO have revealed that motorcycle accidents were mostly costly for countries in

which they occur ranging from medical cost, productivity losses and loss of quality of life

(WHO, 2010).

An earlier report by the WHO on road safety in 2009 however revealed that over 90% of the

world‟s fatalities on the roads occurred in low-income and middle-income countries which had

only 48% of the world‟s vehicles (WHO, 2009).

Several factors in various combinations were thought to be responsible for these high rates of

accidents. For instance, Eke et al (2000) using data from the University of Port Harcourt

Teaching Hospital from January 1986 to December 1995 found that 70% of the accidents in Port

Harcourt occurred during the rainy season (from June to August) and that most of these accidents

occurred during weekends.

Another research by Naddumba (2001) on the use of motorcycles in Kampala, Uganda revealed

that most of the accidents were as a result of over speeding.

In Ghana, the Upper West Regional Commander of the Motor Traffic and Transport Unit

(MTTU) of the Ghana Police Service in an interview with the Ghana News Agency (GNA) in

Wa, revealed that there were 203 reported motorbike accidents cases from 2005 to 2011. These

accidents were attributed to the bad nature of the roads, the high level of alcohol consumption in

the region and over speeding on the part of riders (GNA, 2012).

As a result of the statistics given above, and the fact that the usage of motorbikes had become a

popular means of transport in the urban areas of the country, there was the need to research into

the causes and effects of these accidents.

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Also, the literature reviewed revealed that there were several causes of motorcycles accidents

such as bad roads, alcohol consumption, over speeding and the high number of motorcycles used

as means of transportation and its effects included loss of life and financial losses. This research

adopted mainly quantitative methods to investigate and determine if these same factors resulted

in motorcycle accidents in Navrongo. It also sought to find out if the victims of these accidents

suffered these same effects so as to help policy makers in the road and transport sector in

drafting their plans and policies.

1.1 STATEMENT OF THE PROBLEM

Hurt et al (1981) revealed that motorcycle accidents had increasingly become a problem for

countries where they are patronized. Confirming Haworth‟s (2010) assertion that high number of

motorcycle usage has a correspondence with the number of accidents, Afukaar et al (2009)

indicated in a research that Northern region accounted for the most (20%) motorcycle fatalities in

Ghana followed by the Upper West with 14.7%. The report added that these two regions had the

higher number of motorcycles in Ghana.

The incidence of road accidents including motorcycle accidents affects the economy of Ghana. It

has been revealed that the country loses 1.6% of her Gross Domestic Product (GDP) to all forms

of road accidents (Chronicle, cited on 2 /4/2012).

In the Upper East region, the regional Director of Health Services in an interview with the Ghana

News Agency (GNA) revealed that „motorcycle accident was one of the 10 causes of mortality in

the Bolgatanga Municipality with an average of six victims reporting to the Bolgatanga hospital

everyday” (GNA, 2012). This high incidence of motorcycle accidents in the region negatively

affects the human capital of the region and the country at large.

4

The regional manager of the National Road Safety Commission (NRSC) also revealed to the

GNA that 59 deaths were recorded from motorbike accidents in 2008 as against none in car

accidents (GNA, 2009).

Also, Aikins et al (2011) after conducting a research on the economic burden of motorcycle

accidents in the Bolgatanga municipality realized that an estimated US$1.2 million was lost due

to these accidents. They added that 52% of this amount was accident-related costs (i.e. property

damage and administration) while 48% were casualty-related costs (i.e. medical costs, out-of-

pocket expenses, lost labour outputs, intangible costs and funeral expenses).

The study also revealed that the majority of the accidents (71%) were caused by lack of formal

motorcycle riding training and the abuse of alcohol.

In Navrongo, between April and July 2012, there were 65 reported cases of motorbike accidents

as against three car accidents in the town (personal communication with the District Commander

of MTTU in Navrongo). As a result of this problem, a lot of pressure is exerted on the already

constrained district hospital, The War Memorial hospital. The hospital administrator in an

interview with the GNA revealed that the facility had within the first quarter of 2012, treated 126

victims of motorcycle accidents (GNA, 2012).

It was against the backdrop of these problems and others associated with the high rate of

motorbike accidents that the researcher sought to find out the causes and effects of motorbike

accidents in Navrongo so as to inform policy making.

1.2 RESEARCH QUESTIONS

From the foregoing, the following questions were explored.

Is there a relationship between alcohol consumption and motorcycle accidents in

Navrongo?

5

Is there a relationship between speeding and motorcycle accidents in Navrongo?

Do motorcycle accidents affect social relations in Navrongo?

Do motorcycles accidents result in financial losses?

1.3 RESEARCH OBJECTIVES

The general objective was to establish the causes and effects of motorbike accidents in Ghana.

Specifically, the study sought to;

Find out if drunk riding resulted in motorbike accidents in Navrongo.

Find out if speeding lead to motorbike accidents in Navrongo.

Find out if motorbike accidents affected the social relations between victims and their

significant others.

Find out if motorbike accidents resulted in financial losses to the victims.

1.4 ASSUMPTIONS

A study of this nature required that certain assumptions were made to serve as the premises for

the study. Assumptions are only tentative answers to research questions. They thus represent a

mental picture or presumed answers to a problem usually made as a starting point of an

investigation as suggested by Kumekpor (2002). They are themselves not tested, but are raw

statements to be verified in order to ascertain their veracities or otherwise.

After reading various literatures, these assumptions were put out to guide the study.

Drunk riding is likely to result in motorbike accidents in Navrongo.

Speeding on the roads may lead to motorbike accidents in Navrongo.

Motorbike accidents are likely to affect social relations.

Motorbike accidents may result in financial losses.

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1.5 OPERATIONAL DEFINITIONS

Motorbike or motorcycle is a two-wheeled motor vehicle.

In this research, motorbike accident is when a motorcycle clashes with another motorbike or

vehicle, an animal, a pedestrian or when a rider falls off the motorcycle on the road.

Also in this research, causes mean something that leads to the occurrence of a motorbike

accident.

Effect in this research means the consequence of involving in a motorcycle accident.

Significant others refer to the immediate family members of the motorcycle accident victim.

1.6 JUSTIFICATION AND SIGNIFICANCE OF THE STUDY

Road transportation including the use of motorcycles “provides benefits both to nations and

individuals by facilitating the movement of goods and people‟ (WHO, 2009). However, the use

of the motorcycle could also be negative. Afukaar et al (2009) indicated that there were increases

in the number of motorcycle accidents recorded in Ghana.

Specifically, records from the Motor Traffic and Transport Unit in Navrongo showed that

between 2008 and 2009, there were a total of 215 reported cases of motorbike accidents as

against 6 car accidents during the same period of time (personal communication with the District

Commander of MTTU in Navrongo).

As a result of the high rate of motorcycle accidents in the town, the researcher felt the need to

carry out this research to bring to the fore the causes and effects of these accidents so as to help

policy makers in the road sector to put in place measures which would help curb the menace.

This study is relevant for three main reasons. First, there seemed to be little information on the

causes of motorcycle accidents in Ghana and the effects these accidents have on the country.

This study has therefore established some of these causes and effects and made some

7

recommendations which when taken into consideration by policy makers will help reduce the

menace and its effects.

Also, the study revealed that most people observed the speeding regulation yet were still

involved in accidents. These results can be used by the National Road Safety Commission to

direct its public education in this regard so as to help control the menace.

Finally, the results of the study can be utilized as a baseline data in future related researches.

1.7 AREA OF STUDY

Navrongo is the capital of the Kassena Nankana East District Assembly of the Upper East

region. The town falls at approximately between latitude 10 °5‟ North and longitude 10°1‟ West

(Wikipedia, assessed on 18/02/2013). The estimated population of the town in 2012 was 27,306

and it is classified as the fifty-sixth most populous in Ghana in terms of population

(Wikipedia, assessed on 2/04/ 2013).

Generally, the town is a mixture of many tribes but the Kasenas and Nankanas are the indigenous

people. The outskirts of the town where the majority of the population live is rural and the

settlement patterns are mostly dispersed. As a result of this, the principal modes of transport

through the town‟s roads and footpaths are motorcycles, bicycles, donkeys and walking

(ghanadisticts.com, assessed on 15/12/2012).

But of late the use of the motorcycle and bicycles are becoming the major means of transport in

the town but these are not for commercial purposes (personal observation).

The streets of Navrongo are usually full of motorcycles especially during peak hours and on

market days (ghanadisticts.com, assessed on 15/12/2012).

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1.8 RESEARCH METHODOLOGY

Kumekpor (2002) explains that research methodology is the methods, procedures and techniques

we use in attempting to discover what we want to know. It thus relates to the systematic

approaches to gathering information that rely on established processes and procedures drawn

from scientific research techniques, particularly those developed in the social and behavioural

sciences. Simply put research methodology implies the way or procedure of getting done, the

research work.

This section sought to present the research framework for the collection and effective analysis of

data. The research design to be used, sources of data, the population to be studied, the sample

size, and sampling technique were discussed.

1.8.1 RESEARCH DESIGN

Giddens (2005) asserted that research design involves how the research materials are to be

collected. There are several types of research designs; this study however is a case study.

Case study involves the detailed and intensive analysis of a single case (Hart, 1998). This

research did an intensive analysis of the causes and effects of motorcycle accidents in Navrongo

such as finding out whether speeding or drunk riding lead to motorcycle accidents and also if

victims suffered financial losses as a result of the accident.

1.8.2 SOURCES OF DATA

In studying the causes and effects of motorbike accidents in Ghana, two sources of data were

used. These are primary and secondary sources.

The secondary data which constituted the core of the literature review were drawn from

textbooks, journals, articles, previous researches, media reports, and the internet. The responses

to the questionnaires administered on the field constituted the primary data.

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1.8.3 TARGET POPULATION

The target population for the study was all persons who ride motorcycles and those who have

been involved in motorbike accidents in Navrongo.

1.8.4 SAMPLING TECHNIQUE

The study made use of both the probability and non- probability sampling techniques. For the

probability sampling technique, the simple random technique which is also known as random or

chance sampling was used to sample the motorbike riders to determine the causes of motorbike

accidents. This technique ensures that each unit or person has an equal chance of inclusion in the

sample (Hart, 1998).

The snowballing sampling technique which is a variant of the non-probability sampling

technique was used to select the victims of these accidents. With this technique, the researcher

made contact with one of the respondents who fell within the target population, and this

respondent helped the researcher trace others with same characteristics (Hart, 1998).

1.8.5 SAMPLE SIZE

Although the target population for the study was all those who ride motorcycles in Navrongo and

victims of these accidents, it was quite impossible to get everyone who fell within this category.

In the year 2011 there were 1,515 registered motorbikes in Navrongo according to records from

the Driver Vehicle Licensing Authority (DVLA) in Bolgatanga.

Ninety motorbike riders were randomly selected from the target population. The researcher also

used the snowballing technique to select ten victims of motorbike accidents. The total sample

size for the study was hundred respondents (ninety motorbike users and ten victims).

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1.8.6 METHOD OF DATA COLLECTION

The method used for the collection of data was questionnaire. Questionnaire relates to a form or

document containing a number of questions on a particular theme, problem, issue or opinion to

be investigated Kumekpor (2002). Specifically, closed ended questionnaires which are designed

in a way that they restrict the respondents to only choose an answer from alternatives provided

were used so as to enable the researcher get quick responses from the respondents.

1.8.7 DATA ANALYSIS

The data collected was analyzed using The Statistical Package for the Social Sciences (SPSS)

version 16. The researcher also made use of Microsoft excel in the course of analyzing the data.

The findings were presented using graphs (pie charts and bar graphs) and tables.

1.9 LIMITATIONS OF THE STUDY

First, there was a difficulty in getting secondary data from state institutions such as the Upper

East Regional offices of the Driver Vehicle and Licensing Authority and the District Office of

the Motor Traffic and Transport Unit of the Ghana Police Service in Navrongo. In the case of the

MTTU, the researcher had to see the District Police Commander for his intervention before the

data was given to him from the MTTU department. Even with his intervention, the researcher

had to give the junior officers some money before the data was finally given to him.

Also, it was difficult getting the victims of motorcycle accidents for the study. The researcher

had to go to the War Memorial Hospital everyday to see if a victim of motorcycle accident will

be brought in. After identifying one, it took the researcher two weeks to persuade him to be part

of the study. He however helped the researcher in getting access to the other victims.

Furthermore, finance was also a challenge for the researcher. The researcher had to travel from

Kumasi to Navrongo and back to administer the questionnaires and this was a burden on his

11

finances. Since the „the meat was now chewed to the bone‟ in terms of his finances the

researcher had to really manage the little he had very well.

Additionally, some of the respondents did not want to answer the questionnaire arguing that they

had participated in several researches and yet had not seen any results from such studies. The

researcher then had to explain to them the essence of the study which made most of them back

down on their earlier resistance and participated in the study.

Finally, the researcher had to conduct the study and at the same time attend lectures and prepare

for mid and end of semester examinations. The researcher therefore had to discipline himself in

terms of respecting time so as not to be affected by this obvious challenge too much.

1.10 ORGANISATION OF THE STUDY

The study was organized in four chapters. The first chapter focused on the general introduction

to the work, the statement of the problem, the objectives of the study, assumptions and the

research questions. It also outlined how the work has been organized as well as the operational

definition of terms, the area of study, justification and significance of the study and the

methodology.

The second chapter concentrated on the review of relevant with chapters three and four

concentrating on data presentation and analysis, and summary of findings, recommendations and

conclusion respectively.

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CHAPTER TWO

LITERATURE REVIEW

2.0 INTRODUCTION

Literature review is the selection of available documents (both published and unpublished) on

the topic which contains information, ideas, data and evidence written from a particular

standpoint to fulfill certain views on the nature of the topic (Hart, 1998).

The incidence of road accidents including motorcycle accidents has increasingly become a

problem for most countries across the globe. These accidents have a corresponding effect on the

society. For instance it has been revealed that an estimated 1.2 million people are killed and

about 20–50 million people are injured on the roads annually (Peden et al, 2004).

The World Health Organization (WHO) however in a report on road safety in 2009, revealed that

90% of these fatalities occur in low-income and middle-income countries.

As a measure to curtail this problem, there have been numerous researches on this phenomenon

across the globe which dates back to the 1970s.

A motor vehicle accident is when a vehicle or motorcycle collides with another vehicle,

pedestrian, animal, road debris or other stationary obstruction such as a tree or utility pole

(Wikipedia, retrieved on 12/10/2012).

The first known documented research on motorcycle accidents was carried out in the United

States of America (USA) by the Hurt committee. The research began in 1976 and was completed

in 1981. The committee‟s report which was published in 1981 revealed that 75% of accidents

involved a motorcycle and a passenger vehicle, while the remaining 25% of the accidents were

single motorcycle accidents (Wikipedia, retrieved on 12/10/2012).

This chapter is grouped under the following thematic areas below.

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Motorcycle usage across the globe

Motorcycle accidents across the globe

Theories to explain the causes of motorcycle accidents.

Alcohol consumption as a cause of motorcycle accidents

Speeding as a cause of motorcycle accidents

Social effects of motorcycle accidents

Economic effects of motorcycle accidents

Chapter summary.

2.1 MOTORCYCLE USAGE ACROSS THE GLOBE

The use of motorcycles as a means of transport has become popular across the globe. In the early

1990s, Parker (1991), in his study of urban traffic, pointed out that motorcycles have become an

increasingly popular form of transportation in most Third World cities, such as Lagos, Bangkok

and Tehran.

Also the World Health Organization (WHO) in 2006 revealed that the use of motorcycles have

increasingly become a popular means of transport in low and middle-income countries. The

report cited China as an example which saw a rise in motorcycle ownership from 23% to 63%

between 1987 and 2001(WHO, 2006). The same report also revealed that 69% of the total

number of motor vehicles in India were motorized two- wheelers (WHO, 2006).

Furthermore, in Iran where motorcycles are manufactured, there was an increase in its

production from 50,599 in 1986 to 8,334,552 in 1996 (Janmohammadi et al, 2009). This implied

that many more people are using motorcycles as a means of transport.

Again in 1996, a report on the prevalence of motorcycles in Malaysia revealed that about 50.6%

of all registered vehicles were motorcycles (Royal Malaysia Police, 1997).

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The use of motorcycles is also highly patronized in Africa. The Federal Road Safety

Commission (FRSC) of Nigeria in 2009 revealed that between 2004 and 2005, 52% of all motor

vehicle license plates were for motorcycles. Statistically, there were 259,757 registered

motorcycles in 2004 and this rose to 263,163 in 2005 (FRSC, 2009).

Again, a research conducted in Tanzania on the use of motorcycles showed an increase in its

usage from 6,700 in 2007 to 85,000 in 2009 (Nkwame, 2010).

Also, records from the Kenya Roads Board revealed that there were 350,000 registered

motorcycles in 1990 and by the year 2009, the number had risen to 569,400

(Kenya Roads Board, 2010).

In Ghana, a research conducted by Aikins et al (2011) in the Bolgatanga Municipality of the

Upper East region revealed that from the year 2004 to 2008, motorcycles represented 98% of the

total number of (15,475) vehicles registered in the municipality.

The statistics above showed an increase in the usage of motorcycles across the globe and many

reasons may be assigned for this increment.

In the developed countries motorcycles are often used for leisure purposes. For instance, in

Britain, the Department for Transport (DfT) in a research titled “In-depth Study of motorcycle

Accidents” in 2004 revealed that people use motorcycles for a wide variety of reasons. However

majority (97.2%) said they used their motorcycles for leisure trips, and a look at the purposes for

using motorcycles when actual accidents occurred using the motorcycle accident database 33

revealed that riding for pleasure was the most common purpose for using the motorcycle when

an accident occurred (DfT, 2004).

Contrary to the above assertion, Solagbenu et al (2006) indicated that people use motorcycles in

Africa because they are relatively cheaper than other motor vehicles in terms of initial purchase

file:///C:/Users/ABUGA%20JOHN/Desktop/LIT/S0001457508002352.htm%23bib14

file:///C:/Users/ABUGA%20JOHN/Desktop/LIT/S0001457508002352.htm%23bib14

15

and maintenance costs. They also added that, it may be because the motorcycle can easily evade

the traffic jams that characterize most cities in Africa that is why most people use them

(Solagbenu et al, 2006).

2.2 MOTORCYCLE ACCIDENTS ACROSS THE GLOBE

Haworth (2010) asserted that due to the increasing number in the use of motorcycles as a means

of transport, the number of motorcycle accidents and related fatal injuries in countries where

they are patronized had also increased.

For instance in the USA, there were about 445 motorcycle accidents in 1995 and 75% of the

victims were killed in an accident involving one or more motorcars and other four-wheeled

vehicles (Power, 1998) while in Queensland, Australia, the Center for Accident Research and

Road Safety (CARRS-Q) within the same period as the USA, reported that “motorcycle riders

and pillions accounted for approximately 15% of all road crashes and an even higher proportion

of serious injuries” (CARRS-Q, 2012).

The incidence of motorcycle accidents is also serious in other countries. For example, it has been

revealed that motorcycle riders in New Zealand accounted for approximately 20% of fatalities

and 25% of hospitalizations for road traffic accidents as a whole meanwhile motorcycles

represented only 5% of all licensed vehicles (Reeder et al, 1999). It was also revealed that young

male riders were mostly involved in the accidents as male riders aged 15–24 years accounted for

67% of all motorcycle accident fatalities in that country (Reeder et al, 1999).

Furthermore, records in India showed that motorcycles constituted 69% of all registered vehicles

in the year 2005 and by the end of the year (2005), 4,553 motorcycle rider fatalities were

recorded. Out of this number, 2,021 (44%) were from single-vehicle crashes and 2,532 (56%)

16

were from multivehicle motorcycle crashes (Peden et al, 2004) while in Malaysia, of all the road

casualties in 1997, 67.7% were motorcycles (Royal Malaysia Police, 1997).

In Africa, and specifically in Nigeria, the Federal Road Safety Commission (FRSC) in 2011

reported that 10,471 motorcycle accidents had been recorded in the last ten years in Lagos State

alone (http://www.nigeriannewsworld.com. assessed on 30 April, 2011) and in Kenya, records

showed that between 2005 and 2009, motorbike accidents rose from 1.7% to 6.1%

(Odera, 2009).

2.3 THEORIES TO EXPLAIN THE CAUSES OF MOTORCYCLE ACCIDENTS.

Theory according to Haralambos and Holborn (2004) is “a set of ideas which claims to explain

how something works”. There are several theories that help explain the causes of motorcycle

accidents. This research however made use of two of such theories. These are the “the looked but

failed to see theory” and the Epidemiological Model theory.

2.3.1 THE LOOKED BUT FAILED TO SEE THEORY

The “looked but failed to see” theory has been used to explain the occurrence of motorcycle

accidents in some earlier studies. The looked but failed to see error according to Sabey and

Staughton (1975) refers to a set of circumstances where a driver accounts for an accident in

terms of failing to detect another road user in time to avoid a collision.

Doğan et al (2004) noted that the size of motorcyclists render them more likely to be obscured

by other vehicles. Williams and Hoffman (1999) revealed that statistically, motorcyclists appear

to be involved in more accidents where the driver failed to detect them in time.

For instance, an analysis of motorcycle crashes in Victoria and South Australia have concluded

that the failure of a motorcyclist to see the approaching motorcycle may have been responsible

for between 12% and 21% of crashes (Williams and Hoffman, 1999).

17

Also, Carre and Filou (1994) who studied motorcycle accidents in France found out that the great

majority of two wheeler injury accidents, representing 70% (1093 out of 1554 accidents in the

sample), involved a vehicle hitting a motorcycle because the driver did not see the rider.

Again Williams and Hoffman (1999) estimated that relatively poor motorcycle conspicuity was a

contributory factor in 64.5% of accidents in many countries.

2.3.2 THE EPIDEMIOLOGICAL MODEL

The Epidemiological Model also explains the causes of motorcycle crashes. This model is based

on the principle of system theory (Olagunju, 2009). This means that the various identified

components work together and any defect in one of them may lead to the occurrence of an

accident.

Gbadamosi (2004) identified the various components of the road traffic system. These include

the road (environment), the vehicle including motorcycles (mechanical) and road users (human).

He also indicated that they were operationally interrelated. This means that when the road

(environment) and the motorcycle (mechanical) are in good shape that is have no faults, and the

riders (human) ride carefully, there will be no accidents. However, any defect in any of the three

main components consequently leads to a breakdown of the system which in turn could result in

accidents.

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Figure 1: Epidemiological Model

Source: Cited in Gbadamosi (2002)

2.4 ALCOHOL CONSUMPTION AS A CAUSE OF MOTORCYCLE ACCIDENTS.

Alcohol is an intoxicating ingredient found in beer, wine, and liquor and is known to affect every

organ in the body. All States in the United States have adopted 0.08% (80 mg/dl) as the legal

limit for which an individual can ride after taking alcohol (ask.com assessed on 21/12/2012).

Motorists however on most occasions violate these laws and the outcome has been fatal

accidents.

For example, the Hurt committee which studied 900 motorcycle crashes in the USA in the late

1970s, revealed in its report that twenty-two per cent of the riders involved in the crashes had a

Blood Alcohol Concentration (BAC) of more than 0.04. It was illegal to have a BAC level of

more than 0.04 in the USA by then. Other researches that also focused on motorcycle crashes in

the USA also confirmed that alcohol contributed to motorcycle accidents in the country.

ENVIRONMENT

ACCIDENT

(THE EVENT)

MECHANICAL

AGENT

HUMAN

(HOST)

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For example, statistics from the National Highway Traffic Safety Administration (NHTSA) in

2005 revealed that of the number of motorcycle accidents recorded (4,553), 41 percent of all

single vehicle motorcycle crashes were as a result of rider intoxication. The statistics also

showed that such riders were three to four times more likely to be involved in motorcycle

accidents than those experienced by the sober riders (NHTSA, 2006).

Another research conducted by Moskowitz (2008) in the USA found out that alcoholic beverages

were frequently available and promoted where motorcycles were ridden and at events targeted at

motorcyclists. This may explain why there seemed to be a high number of people found to have

consumed alcohol prior to an accident in the USA.

Contrary to statistics from the USA which revealed that a larger percentage of motorcycle

accidents in that country were due to alcohol consumption, the Department for Transport (DfT)

in Britain in 2004 found out that alcohol did not contribute much to motorcycle accidents.

Alcohol was found to be a contributory factor in just 3.4% of all motorcycle accidents in that

year (DfT, 2004) while in Scotland, a study by Synder et al (2010), also revealed that 26% of all

fatal motorcycle accidents that occurred in 2008 were due to riders‟ consumption of alcohol.

In Australia however, most studies have shown that alcohol was involved to a greater extent in

motorcycle than car crashes. For example in 2009, 33% of dead motorcyclists tested in

Queensland had exceeded 0.05% of BAC compared with only 29% of car drivers

(Queensland Transport, 2010).

Also, national crash statistics in Australia showed that 41% of motorcycle fatalities involved

riders with blood alcohol levels above 0.05%. The comparable figure for drivers of cars and

other light passenger vehicles was 29% (FORS, 2010).

The use of alcohol while riding is also a common practice among motorcyclists in Africa.

20

For instance, the South Africa Medical Journal of 30th

July, 1998 revealed that of the autopsies

that were performed on a total of 48 motorcycle accident victims, alcohol was present in 25

(62%) of the 40 victims whose blood was tested.

Also, in Nigeria a study conducted by Okedare (2004) in Ondo State among motorcyclists in

2002 revealed that up to 30% of the riders engaged in drunk riding (Okedare, 2004) while

Iribhogbe (2009) who also researched into the “Driver-Related Risk Factors in Commercial

Motorcycle (Okada) Crashes in Benin City, Nigeria” among 996 “okada” riders, revealed that a

total of 39.8% of the “okada” riders had consumed alcohol prior to their involvement in an

accident.

2.5 SPEEDING AS A CAUSE OF MOTORCYCLE ACCIDENTS

Speeding is going beyond the permitted speed limits (Wikipedia, assessed on 24/12/2012). That

is when a rider exceeds the limit at which he or she is supposed to move. Studies across the globe

showed that speeding contributed to fatal motorcycle accidents.

For example, a research conducted in Los Angeles, USA, by Hurt et al (1981) on “Motorcycle

Accident Cause Factors and Identification of Countermeasures” observed that over-speeding

while negotiating sharp corners resulted in the rider sliding and falling out of the moving

motorcycle. Confirming the earlier findings by the Hurt committee, the Center for Accident

Research and Road Safety (CARRS) in Australia revealed that of all the motorcycle accidents

recorded between 2006 and 2010, 39% of the riders who were involved in the fatal crashes were

speeding (CARRS, 2012).

Also, the National Highway Safety Administration (NHTSA) of USA in 2008 revealed that,

motorcyclists were mostly involved in fatal accidents as a result of over speeding than vehicle

drivers. It revealed that 35% of motorcycle riders were involved in fatal crashes as a result of

21

speeding, as compared to 23% for passenger car drivers and 19% for light truck drivers

(NHTSA, 2009).

Another study also conducted in the USA by the Insurance Institute for Highway Safety in 2009

found out that of the 1,791 motorcycle deaths that involved only the motorcyclist, 48 percent

were speeding.

The story is not different in other countries as Mannering and Grodsky (2005) reported that 70%

of riders from a sample of 1,373 German motorcyclists reported riding at over 100mph on public

roads, with nearly 40% of these riders looking forward to doing so again even though it has

resulted in their involvement in accidents. The study further found out that younger riders were

more likely to speed than older riders (Mannering and Grodsky, 2005).

Speeding as a cause of motorcycle accidents in Germany is confirmed in another research by

Otte et al (2008). From a study of 402 motorcycle accidents in the Hannover region, the mean

speed of the motorcycle was 40km/h. It was however revealed that 80% of collisions occurred at

an impact speed of 62km/h or more for the motorcycle.

The situation seems better in Australia as compared to Germany even though over speeding was

also found to be a cause of motorcycle accidents. In Australia, from a sample of 1,790 accident

cases that were considered in 2003, it was revealed that excessive speeding was a contributing

factor in up to 58% of the accidents (Clarke et al, 2004).

Also a study of accidents among motorcyclists rendering courier services in Brazil published in

the Scientific World Journal of 13th

March, 2012, revealed that over speeding was responsible

for 45.2% of the accidents recorded (Scientific World Journal, 2012).

In Africa, Johnson (2012) in a research looking at the „Prevalence and patterns of road traffic

accidents among commercial motorcyclists in Southern Nigeria” among 200 male commercial

22

motorcyclists, found out that eighty eight of them representing 64.7% attributed their last

accidents to excessive speeding.

Finally, in Ghana the GNA reported that a 20 year old motor rider died on the spot as a result of

over speeding at Atwebanso in the Western Region (GNA, retrieved on September 2, 2012).

Web Bike World (2010) revealed that speeding remained a main cause of motorcycle accidents

because the motorcycle operator does not pay attention to the speed limit, thereby limiting the

amount of control he has over the vehicle.

Also, in Britain a study by the Department for Transport (DfT) in May 2005 among 117

motorcyclists found out that 147 of them representing 79.6% considered observing the speed

limit as being one of the least important safety measures they would take while riding

(DfT, 2005).

These reasons may explain why motorcyclists are often involved in accidents as a result of

speeding.

2.6 SOCIAL EFFECTS OF MOTORCYCLE ACCIDENTS IN THE SOCIETY

Road traffic accidents including motorcycle accidents have indirect costs on the individual such

as the loss of both employment and property (WHO, 2010).

Motorcycle accidents results in loss of life. For example, the USA‟s National Center for Injury

Prevention and Control revealed that motorcycle-related deaths increased every single year

between 1997 and 2008, with a 150% increase. It also added that motorcycle crashes killed 5,290

people in 2008 alone (Clake et al, 2004).

Also, in Britain 26,192 motorcyclists and pillion passengers were involved in accidents in 1999

and out of this number, 547 people were reported dead (DETR, 2000). The report also added that

23

motorcyclists were approximately 28 times more likely to be killed or seriously injured on the

roads in Great Britain than car drivers.

Again, in Tanzania the acting Chairman for the Road Safety Committee, reports that in Dares

Salaam alone, there were 64 deaths and 615 causalities from the period January to June 2010.

These fatalities were due to motorcycle related accidents, involving both riders and passengers

(Mustapha, 2010).

In Ghana, the Upper East regional manager of the National Road Safety Commission asserted

that 59 deaths were recorded from motorbike accidents in 2008 as against three in car accidents

(GNA, 2009).

Motorcycle accidents also results in unemployment. For instance, a study by Okara (2010)

among “Okada” riders in Kaduna State revealed that some victims of motorcycle accidents had

to become unemployed because they could no longer ride.

Also, Aikins et al (2011) in the study of the economic impact of motorcycle in the Bolgatanga

municipality also confirmed this assertion. A discussant said she had still remained unemployed

because the week she secured a job with one of the telecommunication companies, her boy friend

had a motorcycle accident and was transferred to Duayaw Nkwanta Hospital in Brong Ahafo

region. She had to follow him there thereby losing the job opportunity that came her way

(Aikins et al, 2011).

Furthermore, motorcycle accidents affect social relationships. Medetsky and Parnes (2003) found

out that survivors of motorcycle accidents in the USA often displayed increased levels of

irritability and lower tolerance, leading to aggressive behavior.

Also, Clarke and Langley (2005) found out that 24% of motorcycle accidents showed evidence

of some type of behavioral aberration that caused significant interpersonal problems. They added

24

that such interpersonal behavior was likely to be a marked reduction in the frequency and

duration of social contact with significant others, which could lead to total social rejection

(Clarke & Langley, 2005).

In addition to this enforced absence from the social context, the injured person may have lost the

ability to participate in the activities that lead to social relationships (e.g. hobbies or sports). For

instance, Clarke and Langley (2005) again found out that 76% of their samples of motorcycle

accident survivors were unable to resume their previous sporting activities. Thus, friendships that

were based on these shared social worlds were no longer sustainable, and new friendships were

unlikely to form.

Also, Sachs & Ellenberg (2002) stated that with the occurrence of an accidental injury, the roles

within a family unit changed considerably. They stated that the roles that the victim prior to the

accident performed had to be shifted to others.

Lezak (2008) also stated that as a result of the long periods of inactivity, boredom, restriction to

the family home, and increased irritability or fatigue, this dependence placed a great deal of

strain on family members.

2.7 ECONOMIC EFFECTS OF MOTORCYCLE ACCIDENTS

In financial terms, the cost of motorcycle accidents is very high. The World Health Organization

estimates that most countries in the world lose between 1% to 2% of their Gross Domestic

Product (GDP) in direct costs to all forms of road accidents (WHO, 2010).

For instance, it is estimated that the economic burden of injuries and deaths from motorcycle

related crashes in one year totaled $12 billion for the USA government (National Center for

Injury Prevention and Control, 2012).

In Ghana, the National Road Safety Commission estimates that road traffic accidents which

25

includes motorcycle accidents cost the country 1.6% of her Gross Domestic Product (GDP)

which is translated to US$ 165 million (GNA, 2012).

Also, motorcycle accidents negatively affect productivity. For instance, Max et al in 2000 looked

at productivity losses resulting from California motorcycle fatalities. The research revealed that

about 80 percent of the motorcyclists who died were under 40 years of age. It was also revealed

that companies lost up to 36 per cent of production, as a result of their workers nursing injuries

from the accidents (Max et al, 2000).

Also, a courier service operating company in Brazil revealed that some of their customers

withdrew their services as a result of their staff constant involvement in accidents and this had

affected their output (Scientific World Journal, 2012).

Furthermore, victims of motorcycle accidents may also lose their jobs. Bried et al in a study

among 71 hospital admitted patients in a British hospital found out that 12 of them lost their jobs

while still under treatment due to the nature of their injuries (Bried et al, 2004).

Additionally, statistics from “Okada” unions in Enugu revealed that unemployment rose to 27.6

percent among former “Okada” riders in the year 2000 and this increased to nearly 31.9% in the

year 2010. The drop in employment was given as a result of the long recovery times and

potential long-term nature of motorcycling injuries (nigeriannewsworld.com, 2011).

2.8 CHAPTER SUMMARY

The literature reviewed brought to the fore motorcycle accidents across the globe and it also

explored the views of various scholars on the causes of these accidents. A critical review of the

literature however revealed that it was Eurocentric since most of the works were from Europe

with only a few from Africa. This was so because data from Europe were readily available while

the direct opposite was the case in Africa. This seemed to confirm Okedara‟s (2004) assertion

26

that data on motorcycle accidents were not readily available in developing countries especially

Africa.

Additionally, in bringing to the fore speeding as a cause of accident, the literature reviewed

failed to state categorically the speed limit at which the riders should have been moving.

Finally, although the literature established that some people might become unemployed as a

result of their involvement in accidents and others also dying as result of that, it did not give the

age categories of the dead and the kind of work those who had become unemployed did prior to

the accident.

It is therefore suggested that future studies take these lapses into consideration and remedy these

obvious gaps in the studies reviewed.

27

CHAPTER THREE

PRESENTATION AND ANALYSIS OF DATA COLLECTED FROM THE FIELD.

3.0 INTRODUCTION

This chapter of the research work did an analysis of the data collected from the field for the

purpose of obtaining the objectives of the study.

The main objective of the study was to establish the causes and effects of motorcycle accidents

in Ghana. The sample size of the study was hundred respondents (ninety users and ten victims)

and there was a 100% response rate since the target population was readily available. Data

collected from the field was presented with the aid of frequency distribution tables, pie charts

and bar charts for easy visualization and comprehension. The collected data was analyzed under

the sub-sections below.

3.1 THE SOCIO-DEMOGRAPHIC CHARACTERISTICS OF THE RESPONDENTS.

This part looked at the personal characteristics of the respondents. Among the personal

characteristics of the respondents delved into were the gender, age range and the occupation of

the respondents. Sections 3.1.1 to 3.1.3 captured these characteristics.

3.1.1 GENDER OF RESPONDENTS

The pie chart below represented the gender of the respondents. Studies by Reeder et al in New

Zealand in 1998 revealed that 80% of all motorcycle riders in that country were males

(Reeder et al, 1999). The researcher therefore sought to find out if the same differences existed in

Navrongo and what might have accounted for this difference.

28

Figure 3.1.1 GENDER OF RESPONDENTS

Source: Researcher‟s Fieldwork, 2013.

As evident from the pie chart above, majority of the respondents which is fifty-eight out of

ninety people representing 64% were males while the remaining thirty-two representing 36%

were females. This information therefore showed that majority of motorbike riders in Navrongo

were males.

This finding confirmed a study by Olugbenga et al (2012) in a study on motorcycle usage in

Nigeria which revealed that motorcycle riders are dominated by males when compared with

female motorcycle riders. The reason why more males than females ride motorbikes may be that

the women feared to ride or they do not have money to buy one since they are expensive.

3.1.2 AGE RANGE OF RESPONDENTS

Studies by Peden et al (2004) in the USA in 2002 showed that majority of the riders were the

younger ones (between ages 14-25). The researcher therefore sought to find out if the same

applied in Navrongo. The information collected is carefully presented below.

Male 64%

Female 36%

29

Figure 3.1.2 AGE RANGE OF RESPONDENTS


From the bar chart above, it can be seen that majority of the respondents fell within the age range

25-29 years (twenty-nine people) while twenty-six people fell within the age range 20-24.

Fourteen people fell within the age group 30-34 years while ten people were below 20 years.

Finally, four people each fell within age groups 35-39 and 40-44 respectively while only three

people fell within age range 45-49.

It can therefore be seen that majority of the riders were young (20-29). One of the respondents

who was forty-four years tried to explain this disparity. He said some of the old folks did not

know how to ride while those who knew how to ride feared to do so because of the rampant

incidence of accidents in the town.

3.1.3 OCCUPATION OF RESPONDENTS

A study by Solagbenu et al (2006) in Nigeria showed that motorcycles were often patronized by

workers and students. The researcher therefore sought to confirm or deny this earlier study. The

details are presented in the table below.

30

Table 3.1.3 OCCUPATION OF RESPONDENTS

Occupation Frequency Percent

Government employee 39 43.3

Self employed 23 25.6

Unemployed 8 8.9

Student 20 22.2

Total 90 100.0


On occupation of the respondents, the table above revealed that majority (43.3%) of the riders

were government employees while 25.6% were self employed.

Also, 22.2% of the respondents were students while the remaining 8.9% were unemployed. The

reason why majority of the respondents were government employees may be because the town is

the district capital, and so there are lots of formal sector workers such as administrators, teachers

and nurses who work there. Most of them however commute to work daily from their homes

which are most often far away from the town hence resorting to the use of motorbikes. The

25.6% representing the self employed may be an indication that many people are into their own

businesses in the town.

Finally, the 22.2% representing students may be because there are three tertiary institutions in the

town and most of the students commute daily to school on motorbikes since there are few

commercial transport vehicles in the town.

These results confirmed the study by Solagbenu et al (2006) in Nigeria which revealed that

motorcycles are often patronized by workers and students who have to get to work early in the

midst of traffic jams.

31


Alcohol consumption is said to cause accidents across the world. For instance, statistics from the

National Highway Traffic Safety Administration (NHTSA) of the USA in 2005 revealed that of

the number of motorcycle accidents recorded (4,553), 41% of all single vehicle motorcycle

crashes were as a result of rider intoxication (NHTSA, 2006). This section therefore sought to

analyze responses from respondents to see if alcohol consumption resulted in motorcycle

accidents in Navrongo.

TABLE 3.2.1 DRUNK RIDING.

Alcohol consumption and riding afterwards.

Variables Do you ride after drinking?

Total Yes No

Do you take any

alcoholic beverage?

Yes 49 40 9 49

No 41 - - 41

Total 40 9 90


As evident in the table above, it can be seen that forty-nine out of ninety people took alcoholic

beverages while the remaining forty-one did not. Of the forty-nine people that drunk, forty of

them representing 81.63% rode afterwards while only nine people representing 18.37% did not

ride after drinking.

This confirmed a study in Nigeria conducted by Okedare (2004) in Ondo State among

motorcyclists in 2002 which revealed that up to 30% of the riders engaged in drunk riding

(Okedare, 2004).

32

It also confirmed another study by Iribhogbe (2009) who researched into the “Driver-Related

Risk Factors in Commercial Motorcycle (Okada) Crashes in Benin City, Nigeria” among 996

“Okada riders”, which also revealed that a total of 39.8% of the “Okada” riders had consumed

alcohol prior to their involvement in an accident. Although this study confirmed the above

studies in Nigeria, the statistics seemed higher in Navrongo.

This high consumption of alcohol among the riders may be confirming a study by a Community

Based Organization, Friends of the Future that rated the youth of the town as high consumers of

alcohol among five districts in the region. The survey also revealed that the town had the highest

number of drinking spots in the region with about 236 “Akpeteshie” drinking bars. Also

Moskowitz (2008) revealed in a research carried out in the US that alcoholic beverages were

frequently available and promoted where motorcycles were ridden and at events targeted at

motorcyclists. These two factors when put together seemed to explain the high number of people

who drunk and rode in the town.

TABLE 3.2.2 INVOLVEMENT IN MOTORCYCLE ACCIDENTS AS A RESULT OF

ALCOHOL CONSUMPTION.

Responses Frequency Percentage

Yes 22 55%

No 18 45%

Total 40 100.0


From the table above, it can be seen that of the forty people who rode after consuming alcoholic

beverages, twenty-two of them representing 55% had been involved in accidents as a result of

33

that. Interestingly, a large minority of eighteen people representing 45% had not been involved in

accidents even though they drunk and rode.

This result confirmed a study carried out in 2004 by the Department for Transport in Britain

which revealed that alcohol consumption contributed to motorcycle accidents in that country.

The difference in Navrongo however was that the percentage of those involved in motorbike

accidents as a result of drunk riding and those not involved in accidents although they drunk and

rode was very marginal (55% against 45%). It can therefore be concluded that although alcohol

consumption was found to be high in the town, its contribution to accidents could not be said to

be so.

3.3 SPEEDING AS A CAUSE OF MOTORCYCLE ACCIDENTS.

There is also evidence to show that speeding could lead to accidents. For instance, the Center for

Accident Research and Road Safety in 2012 revealed that between 2006 and 2010 speeding was

responsible for 39% of motorcycle accidents in Australia. This section therefore sought to find

out if this factor also contributed to motorcycle accidents in Navrongo.

34

TABLE 3.3.1 OBSERVANCE OF SPEED LIMITS AND WHERE THESE

REGULATIONS WERE LEARNT.


From the table above, it can be seen that a total of sixty-one people representing 67.78% said

they observed speed limits whiles riding while only twenty-nine people representing 32.22% did

not observe speed limits when riding.

As to where they learnt these regulations, a majority (forty-nine people) learnt them from friends,

seventeen people learnt them through the media, sixteen people from books and only eight

people learnt them from a riding agency.

Interestingly, those who did not observe speed limits when riding also learnt the regulations

giving an indication that they should know the regulations. Fourteen of them said they learnt

them from friends, six people each learnt them from books and the media and only three people

from a riding agency. The reasons why most people learnt the regulations from friends may be

because there is only one riding agency in town and it may also be that some people do not even

Observing speed limits and where these regulations were learnt.

Where did you learn these regulations?

Total

Variables from a riding

agency from friends from books Media

Do you observe speed

limits when riding?

Yes 5 35 10 11 61

No 3 14 6 6 29

Total 8 49 16 17 90

35

know there was such a facility in the town. Others too may not willing to pay for the services

rendered by the riding agency.

TABLE 3.3.2 RESPONDENTS INVOLVEMENT IN ACCIDENTS AS A RESULT OF

SPEEDING

Response Frequency Percent

Yes 47 52.2

No 43 47.8

Total 90 100.0


As evident in the table above, 52.2% of the respondents said they had been involved in accidents

as a result of speeding as against 47.8% who said they had not had any accident as a result of

speeding. Even though this confirmed Clarke et al‟s (2004) study which revealed that 58% of

accidents from a sample of 1,790 accidents that occurred in Australia in 2003 were due to

speeding and a study by Johnson (2012) among 200 male commercial motorcyclists in Nigeria

which revealed that 64.7% of the motorcyclists attributed their last accidents to speeding there

are some differences here. In this study, the minority that had not had accidents as a result of

speeding was also large (47.8%).

Also, it is interesting to observe that majority (sixty-one out of ninety) of respondents said they

observed speed limits when riding so the understanding is that there will be a lesser number

involved in accidents. On the contrary however, majority (52.2%) of the people were involved in

accidents as a result of speeding.

This is also contrary to a study by the Department for Transport (DfT) in Britain which revealed

that those involved in motorcycle accidents were those who did not observe the regulations

36

(DfT, 2005). The reason for this peculiarity may be because majority of the people learnt these

regulations from friends and it may be that their friends did not also know the rules well enough.

3.4 SOCIO-DEMOGRAPHIC CHARATERISTICS OF MOTORCYCLE ACCIDENT

VICTIMS.

This aspect looked at the personal characteristics of the ten (10) victims of motorcycle accidents

that were purposively sampled for the study. Characteristics looked at included the gender, age

range, marital status and the occupation of the respondents. The results are presented in tables 1

to 4 below.

3.4.1 GENDER OF VICTIMS

There seemed to be disparities in the number of men and women who are involved in motorcycle

accidents. For instance, Reeder et al (1999) revealed that in New Zealand, 67% of all motorcycle

accident victims in that country were males as against 33% females. The researcher therefore

sought to find out if these same disparities existed in Navrongo and what might have accounted

for these disparities. The results were presented in the table below.

TABLE 1 GENDER OF VICTIMS


From the table above, it can be seen that 70% of the victims were males while only 30% were

females. This might be so because the earlier part of this study which focused on the causes of

Gender Frequency Percent

Male 7 70.0

Female 3 30.0

Total 10 100.0

37

motorcycle accidents found out that 64% of the riders were males as compared to 36% females.

This was also collaborated by Olugbenga et al (2012) in a study of motorcycle usage in Nigeria

which revealed that motorcycle riders were dominated by males when compared with female

motorcycle riders.

There was therefore the possibility that more males than females would be involved in accidents

since more males than females rode.

This high number of male victims confirmed a study by Aikins et al (2011) who looked at the

economic burden of motorcycle accidents in the Bolgatanga municipality and revealed that 71%

of the victims were males while 29% of them were females.

3.4.2 AGE RANGE OF VICTIMS

A study by Reeder et al (1999) in New Zealand revealed that 67% of the victims of motorcycle

fatalities were between ages 15-24. The researcher therefore sought to find out if the victims in

Navrongo fell within the same age category or otherwise. The responses were presented in the

table below.

38

TABLE 2 AGE RANGE OF VICTIMS

Age range Frequency Percent

20-24 2 20.0

25-29 2 20.0

30-34 2 20.0

35-39 1 10.0

40-44 2 20.0

45-49 1 10.0

Total 10 100.0


As evident in table 2, four of the victims were between ages 20-29 while the remaining six were

between ages 30-49. This showed that all the respondents‟ fell within the productivity age

group. This confirmed a study by Aikins et al (2011) who looked at the economic burden of

motorcycle accidents in the Bolgatanga municipality. The study revealed that the majority of

fatalities occurred among people within the productive age group. The contradiction however is

that in the study by Aikins et al (2011) majority (71%) of the victims were between ages 20–39

whereas in Navrongo it can be seen that 40% of the victims were between ages 40-49. This

implied that in Navrongo a large minority of the elderly ones were also involved in motorcycle

accidents.

3.4.3 OCCUPATION OF THE VICTIMS.

The researcher wanted to find out whether the kind of work the rider did had a bearing on his or

her involvement in an accident. The responses were presented in the following table.

39

TABLE 3 OCCUPATION OF THE VICTIMS

Occupation Frequency Percent

Government employee 4 40.0

Self employed 5 50.0

Student 1 10.0

Total 10 100.0


As evident in table 3, five of the victims representing 50% were self employed while four of

them were government employees and only one was a student. Altogether 90% of the victims

were workers. This outcome confirmed a study by Solagbenu et al (2006) in Nigeria which

revealed that motorcycles are often patronized by workers and students who have to get to work

early in the midst of traffic jams.

Workers involvement in accidents may be because most workers wait till about the time they are

to report to work before leaving the house. In their hurry to get to work, they may not observe

road regulations and this may lead to their involvement in accidents.

3.4.4 MARITAL STATUS OF THE VICTIMS

There seemed to be a relationship between marital status and accidents. Aikins et al (2011) found

out that in the Bolgatanga municipality the young single ones were involved in accidents than the

married people. This aspect therefore sought to find if the victims in Navrongo were single or

married. The results were presented in the table below.

40

TABLE 4 MARITAL STATUS OF THE VICTIMS

Marital status Frequency Percent

Married 4 40.0

Single 6 60.0

Total 10 100.0


The table (4) above revealed that majority of the victims (six) were single while four of them

were married. It was revealed in table (2) above that majority of the victims (six out of ten) were

between ages 20-34. This showed that they were young and this might be the reason why most of

them are single since there is a correlation between age and marriage. It may also be so since the

married people think about the negative consequences injuring themselves or dying through

accidents may have on their wives and children so they are always careful when riding.

3.8 SPEEDING AS A CAUSE OF MOTORCYCLE ACCIDENTS

This part sought to find out from the victim if speeding was the cause of his/ her involvement in

the motorcycle accident.

41

TABLE 5 OBSERVING SPEED LIMITS AND WHERE THESE REGULATIONS WERE

LEARNT.

Observing speed limits and where these regulations were learnt.

Count

Where did you learn these regulations?

Total from friends from books Media

Do you observe speed

limits when riding?

Yes 5 1 0 6

No 1 1 2 4

Total 6 2 2 10


From table 5, it can be seen that six of the victims observed speed limits when riding while only

four do not. Of the six that observed speed limits, five of them learnt these regulations from

friends while only one person learnt them from books.

Interestingly, those who do not observe speed limits also learnt the rules. One of them learnt

them from friends, one from books and two through the media. It can be seen that majority of the

respondents, both those who observe speed limits and those who do not observe speed limits

learnt the regulations from friends(six out of ten) while two people each learnt them from books

and the media respectively. Put together they all learnt these regulations from informal sources.

TABLE 6 VICTIM’S INVOLVEMENT IN ACCIDENT AS A RESULT OF SPEEDING

Responses Frequency Percent

Yes 3 30.0

No 7 70.0

Total 10 100.0

42

From the table above, it can be seen that seven of the respondents representing 70% were not

involved in the accident as a result of speeding. This showed that only a few (30%) of the

victims were involved in accidents as a result of speeding. Even though this confirmed a study

by Johnson (2012) in Nigeria, the numbers seemed huge in that study than here. In that study on

the “Prevalence and patterns of road traffic accidents among commercial motorcyclists in

Southern Nigeria” among 200 male commercial motorcyclists, it was revealed that 64.7% of the

riders attributed their last accidents to over speeding.

The situation in Navrongo is quite thought-provoking because most of the respondents (six) said

they do not observe speed limits and the understanding is that once they do not observe these

regulations they may be involved in accidents. The results however revealed a direct opposite of

the expected outcome.


This part also sought to find out if alcohol consumption was the cause of the victim‟s

involvement in the motorcycle accident.

TABLE 7 DRUNK RIDING.

Alcohol intake and riding afterwards

Variable

Do you ride after drinking?

Total Yes no

Do you take any

alcoholic beverage?

Yes 0 5 1 6

No 4 0 0 4

Total 4 5 1 10


43

From table 7, it can be seen that six of the victims take alcohol while only four do not. This high

intake of alcohol may be confirming a study by a Community Based Organization (CBO),

Friends of the Future that rated the youth of the town as high consumers of alcohol.

However of the six that take alcohol, only one does not ride after drinking while the remaining

five do so.

TABLE 8 ACCIDENTS AS A RESULT OF DRUNK RIDING

Have you ever been involved in an accident after taking the

alcoholic beverage?

Responses Frequency Percent

Yes 3 60.0

No 2 40.0

Total 5 100.0


As evident in the table above, out of the five respondents who engaged in drunk riding, three of

them representing 60% were involved in accidents while two of them representing 40% were not

involved in accidents. This confirmed a study by the Royal Malaysia Police (PDRM) which

revealed that in 2005, 69% of accidents that occurred in Malaysia were as a result of drunk

riding. It also confirmed another study by Okedare (2004) in Ondo State, Nigeria in 2002 which

revealed that 30% of the motorcycle accident victims were under the influence of alcohol.

3.7 SOCIAL EFFECTS OF THE MOTORCYCLE ACCIDENT ON THE VICTIM

This part sought to find out if the relationship that existed between the victim and his significant

others is affected as a result of the accident.

44

TABLE 9: THE RELATIONSHIP BETWEEN A PERSON’S INVOLVEMENT IN

ACCIDENT AND HIS FAMILY MEMBERS’ ATTITUDE TOWARDS HIM AFTER

THE ACCIDENT.

Whether the respondents are able to perform their household duties as they did before

the accident and their family members' attitude towards them as a result of the accident.

Question

Has your family members' attitude towards you changed as

a result of the accident?

Total Yes some of them not at all

Are you able to perform

your household duties

as you did before the

accident?

Yes 0 1 2 3

some of them 0 4 1 5

not at all 1 1 0 2

Total 1 6 3 10


From table 9, it can be seen that five of the victims could not perform all their household duties

as they did before the accident while three of them could still perform their household duties

after the accident while only two people could no longer perform any of their household duties.

It can be deduced that the accident has affected most of the victims (seven) in the performance of

their household duties.

This confirmed Sachs and Ellenberg‟s (2002) assertion that with the occurrence of an accident,

the roles within the family will change. Implying that due to the inability of the victims to

perform their roles, they have to be shifted to others.

45

Again, a total of six people said some of their family members‟ attitude had changed towards

them as a result of the accident while three said their family members‟ attitude had not changed

towards them and only one said his family members‟ attitude has changed towards him.

This may be because the other members of the family get bored for taking care of the victim and

also having to run errands for him or her. This confirmed Lezak‟s (2008) assertion that as a result

of the long periods of inactivity, boredom, restriction to the family home and increased

irritability or fatigue places a great deal of strain on the family members.

TABLE 10 VICTIM’S ABILITY TO GO TO PLACES WITH FRIENDS AS USED TO

DO BEFORE ACCIDENT AND WHETHER THE VICTIM HAS LOST PHYSICAL

CONTACT WITH FRIENDS AS A RESULT OF THE ACCIDENT.


As evident in table 10, seven of the victims said they cannot go to places with their friends as

they did before the accident while three said they still could. By implication, it meant that those

who had serious accidents were unable to go to places with their friends as they used to.

Going to places with friends after accident and losing physical contact with them.

Question

Has the accident made you lose physical

contact with your friends?

Total Yes some of them not at all

Are you able to go to

places with your friends

the way you did before

the accident?

Yes 0 0 3 3

No

1 3 3 7

Total 1 3 6 10

46

Again, six people said they had not lost physical contact with their friends after the accident;

three of them said they had lost physical contact with some of their friends while only one person

said he/she had lost physical contact with his/her friends. It can be deduced that majority of the

victims (six) have not lost physical contact with their friends even though they are unable to go

to places with them as they used to do. This may be an indication of the level of solidarity that

exists among people in the town.

This result therefore sharply contradicts Clarke and Langley‟s (2005) findings that friendships

that were based on social worlds were no longer sustainable and new friendships were unlikely

to form as a result of a person‟s involvement in a motorcycle accident.

3.8 ECONOMIC EFFECTS OF THE MOTORCYCLE ACCIDENT ON THE VICTIM.

This section also sought to find out the economic impact of the accident on the victim.

TABLE 11 PROPERTIES LOST AS A RESULT OF THE ACCIDENT AND THE

AMOUNT OF MONEY SPENT ON MEDICAL TREATMENT.

Properties lost and amount of money used for treatment.

Question

How much did you spend in treating

yourself?

Total

less than 100

cedis 300-500 cedis

600-1000

cedis

Have you lost any

property as a result of

the accident?

Yes 1 4 2 7

No 2 1 0 3

Total 3 5 2 10


47

As evident in table 11, seven of the victims said they had lost some properties as a result of the

accident while only three of them said they had not lost anything. All the victims spent some

amount of money in treating themselves. Specifically, five of them said they spent between 300-

500 cedis on treatment while three spent less than 100 cedis on treatment and the other two spent

between 600-1000 cedis on treatment.

This outcome confirmed a study by Aikins et al (2011) which revealed that victims of

motorcycle accidents lose some properties and also spend some substantial amount of money on

treatment.

TABLE 12 VICTIM’S ABILITY TO ENGAGE IN ECONOMIC ACTIVITY AFTER THE

ACCIDENT AND BECOMING UNEMPLOYED AS A RESULT OF HIS INABILITY TO

PERFORM THESE ECONOMIC ACTIVITIES.

Victim’s ability to carry out economic activity and becoming unemployed

as result of the accident.

Question

Have you become

unemployed as a result of

the accident?

Total Yes No

Are you able to carry

out your economic

activities after the

accident?

Yes 0 6 6

some of them 1 2 3

not at all 0 1 1

Total 1 9 10


48

As evident in table 12, six of the victims said they were still able to carry out their economic

activities while three of them said they were only able to carry out some of them while only one

person said he is not able to carry out his economic activity at all.

Again, one person said he had become unemployed as a result of the accident while nine said

they had not become unemployed. This may be so because the victims as shown in table 4 are

mostly government employees and self employed. Hardly are government employees sacked and

also because the others are self employed they are not accountable to anyone. This may explain

why they have not lost their employment status.

This outcome contradicted a study by Bried et al (2004) in Britain which revealed that victims

become unemployed as a result of the accident.

49

CHAPTER FOUR

4.0 SUMMARY OF FINDINGS, RECOMMENDATIONS AND CONCLUSION

4.1 INTRODUCTION

The study was conducted to obtain information from respondents to ascertain the causes and

effects of motorcycle accidents.

The study sought to achieve the following objectives; finding out if speeding and alcohol

consumption lead to motorcycle accidents in Navrongo. It also sought to look at the economic

and the social effects the accidents had on the victim.

This chapter summarizes the results of the various variables and the extent to which they were

met and also made recommendations for its improvement.

4.2 SUMMARY OF FINDINGS

First and foremost, the study revealed that majority (61.1%) of the riders were young male adults

between ages 20-29 while the majority (60%) of the victims were also males aged 30-49.

The research also revealed that 68.9% of the riders were workers (government employees and

self employees) while 22.2% were students.

This confirmed a study by Solagbenu et al (2006) in Nigeria which revealed that motorcycles are

often patronized by workers and students who have to get to work early in the midst of traffic

jams.

The study further revealed that majority (51.1%) of the respondents learnt to ride in two weeks

while it was also revealed that insurance of the motorcycle and possession of riding license by

the riders was very low. It was found that only 20% of the respondents had riding license while

only 35.6% of them had insured their motorbikes.

50

On the causes of the accidents from the perspective of the riders, the study revealed that all the

respondents knew the speed regulation since they all said they had learnt it but from different

sources. Majority of them (67.78%) said they observed speed limits when riding and yet 52.2%

of them had been involved in accidents as a result of that.

This confirmed Clark et al‟s (2004) study which revealed that 58% of accidents from a sample of

1,790 accidents that occurred in Australia in 2003 were due to speeding and a study by Johnson

(2012) among 200 male commercial motorcyclists in Nigeria which revealed that 64.7% of the

motorcyclists attributed their last accidents to speeding.

The study further revealed that there was a high level of drunk riding in the town as it was

revealed that 81.63% of the riders engaged in such an act. It was however revealed that only 55%

of such people had been involved in accidents as a result of that.

Additionally, it was revealed that most of the victims had their accidents through drunk riding

(60%).

On the social effects of the accident on the victim, it was revealed that there had been changes in

social relations between the victim and some of his family members because of their inability to

perform their roles. It was however revealed that most of them (60%) had not lost physical

contact with their friends even after the accident.

Finally, on the economic effects of the accident on the victim, the study revealed that 70% of the

victims had lost their properties as a result of the accident while all of them spent some amount

of money ranging from 100-1000 cedis on medical treatment while a majority of them (90%) had

not become unemployed and this was attributed to the fact that most of the victims were self

employed and government employees who are hardly dismissed.

51

This outcome contradicts a study by Bried et al (2004) in Britain which revealed that victims

become unemployed as a result of the accident.

4.3 CONCLUSION

The incidence of motorcycle accidents and their effects on the victim is a contemporary issue

that is attracting global attention. Different authors have come out with different findings from

researches and different views on the topic.

This study however revealed that most of the riders were males and that the major cause of

motorcycle accidents was speeding. It also revealed that drunk riding was high in the town.

Additionally, accidents from this phenomenon resulted in property losses and also strained the

relationships between a victim and his family because of his inability to perform his duties.

This phenomenon affects every facet of our lives and so policy makers and implementers should

put in place measures such as the recommendations given below to help control this social

problem.

4.4 RECOMMENDATIONS

The study revealed that drunk riding and speeding are common practices among

motorcyclists in the town. There should therefore be stiffer punishments for those who

engage in these acts to serve as deterrence to both the offenders and others.

The study also revealed that most people observed speed limits while riding yet most of

them were still involved in accidents as a result of the same reason. It is therefore

recommended that the National Road Safety Commission intensifies its public education

in that direction to enable riders know the regulations well. Non-Governmental

Organizations involved in road safety such as the Akwaaba Foundation should also cast

their nets wider to include motorcyclists in their public education programmes.

52

Furthermore, it was revealed that 40% of the victims were between ages 20-29, it is

therefore recommended that an age limit should be set so that young ones below 24 years

should not be allowed to ride.

Finally, the study revealed that some family members of the victims had changed their

relationship with them as a result of their inability to perform their household duties due

to their involvement in the accident. It is therefore recommended that people are educated

not to change their relationship with their relations who are involved in accidents since

this could have psychological effects on them.

4.5 SUGGESTED AREAS FOR FURTHER STUDIES

The researcher realized that most riders did not possess a riding license and most

motorbikes were also not insured, a research into that area would be ideal.

The researcher again observed during the study that most riders did not wear helmets. It

is therefore suggested that a study be conducted in this area.

Finally during the course of the study, the researcher realized that there was an upsurge in

the use of motorcycles in the town; he therefore recommends that a study be conducted

on the contribution of motorcycle usage to the development of the Kasena Nankana East

District.

53

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59

APPENDIX

QUESTIONNAIRE

This study is strictly for academic purposes. The aim of the study is to examine the causes and

effects of motorcycle accidents in Navrongo from the perspective of motorcycle users and

victims of motorcycle accidents. Answers provided will be treated with strict confidentiality and

anonymity.

SECTION A: SOCIO-DEMOGRAHIC CHARACTERISTICS

1. Gender { } Male Female { }

2. Age group { } Below 20 { } 20-24 { } 25-29 { } 30-34

{ } 35-39 { } 40-44 { } 45-49 { } 50 and above

3. Religion { } Christian { } Islam { } Traditional

Other (Specify) ---------------------------------------

4. Marital status { } Married { } Divorced { } Single

{ } Separated Other (Specify) -----------------------------------

5. Occupation { } Government employee { } Self- employed

{ } Unemployed { } Student

SECTION B: GENERAL QUESTIONS ON MOTORCYCLE USAGE

6. For how long have you been riding?

{ } Less than two weeks { } Less than 6 months { } 1-3 years

{ } 5-10 years { } More than 10 years

7. Where did you learn how to ride a motorcycle?

{ } A driving school { } Friends { } Relatives { } On my own

8. How long did the training take?

60

{ } Less than 2 weeks { } 1 month { } 3 months { } 6 months

9. Do you have a valid riding license?

{ } Yes { } No

10. If no, have you ever been arrested by the police for not possessing a license?

{ } Yes { } No

11. Is the motorbike insured?

{ } Yes { } No

SECTION C: SPEEDING AS A CAUSE OF MOTORCYCLE ACCIDENTS.

12. Do you observe speed limits when riding?

{ } Yes { } No

13. Where did you learn these regulations?

{ } From a riding agency { } From friends { } From books

Other (specify) ----------------------------------------------

14. Have you ever been involved in a motorcycle accident as a result of speeding?

{ } Yes { } No

15. Who or what was involved?

{ } Another motorbike { } Pedestrian { } An animal

{ } A car Others (specify) ---------------------------------------------------

SECTION D: ALCOHOL CONSUMPTION AS A CAUSE OF MOTORCYCLE ACCIDENTS

16. Do you take any alcoholic beverage?

{ } Yes { } No

17. Do you ride after drinking?

{ } Yes { } No

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18. If you do, are you able to get to your destination?

{ } Yes { } No

19. Have you ever been involved in an accident after taking the alcoholic beverage?

{ } Yes { } No

SECTION E: SOCIAL EFFECTS OF MOTORCYCLE ACCIDENTS ON THE VICTIM

20. Are you able to perform your household duties as you did before the accident?

{ } Yes { } Some of them { } Not at all

21. Has your family members‟ attitude towards you changed as a result of the accident?


22. Are you able to go to places with your friends the way you did before the accident?

{ } Yes { } No

23. Has the accident made you lose physical contact with your friends?


SECTION F: ECONOMIC EFFECTS OF MOTORCYCLE ACCIDENTS ON THE VICTIM

24. Have you lost any property as a result of the accident?

{ } Yes { } No

25. Are you able to carry out your economic activities after the accident?


26. Have you become unemployed as a result of the accident?

{ } Yes { } No

27. How much did you spend in treating yourself?

{ } Less than 100 cedis { } 300- 500 cedis { } 600 – 1000 cedis

{ } above 1000 cedis

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