Oginni Fadekemi O, Ugboko Vincent I, Adewole Richard A
Department of Oral and Maxillofacial Surgery, Faculty of Dentistry, College of Health Sciences, Obafemi Awolowo University, Ile-Ife, and Lagos University Teaching Hospital, Nigeria.
Traffic Inj Prev. 2007 Jun;8(2):137-41. doi: 10.1080/15389580601058472.
This study was designed to evaluate the knowledge, attitude, and practice of some commercial motorcyclists in Nigeria in the use of crash helmet and other cycling safety measures.
At randomly selected commercial motorcycle parks from two South Western Nigerian locations (Lagos and Ile-Ife), we obtained verbal consent from commercial motorcyclists (randomly selected) and thereafter administered structured questionnaires to consenting motorcyclists. The questionnaire sought to know the respondents' biodata (age, gender, and educational attainment inclusive), cycling background, and experience (trainer, duration of training and cycling, and history of crashes). Furthermore, risk factors and practices like alcoholism, maintenance history of the motorcycle, maximum number of pillion passengers carried, and use of crash helmet were elicited. Respondents' knowledge of available safety measures was also investigated. Data was entered into an IBM compatible computer and analyzed using the SPSS 11.0 statistical software. Statistical significance was inferred at p value<0.05.
There were 224 male respondents aged 15-58 years. Their peak age was 25-29 years and mean 35.1+/-8.9 years; 8.4% had no formal education; 10.3% received formal training but the majority were either trained by self (35.5%) or an acquaintance (34.6%). Training lasted<or=1 week in 21.5% of the respondents and<or=3 weeks in 43%. Close to half (48.6%) of cyclists admitted carrying more than one (2-4) pillion passenger; 64 (30%) volunteered positive history of alcohol consumption. Only 20% supplied a crash helmet as a known safety device and 23.8% had a helmet on at the time the study was conducted. The majority (67.3%) favored the enforcement of crash helmet while others would reject the idea; 45.8% of the cyclists have been involved in crashes at one time or the other. Most of the crashes occurred with a motor vehicle or as a lone accident while they attributed most of the accidents to bad roads and failure to observe road signs.
Commercial motorcycling is essentially done by males who have not received formal training for the job; hence, they lack adequate knowledge and practice of road safety measures. Additionally, bad roads appear to also contribute to frequent crashes. However, the need to enforce all existing laws related to motorcycling is evident.
本研究旨在评估尼日利亚一些商业摩托车骑手在使用防撞头盔及其他骑行安全措施方面的知识、态度和行为。
在尼日利亚西南部两个地点（拉各斯和伊费）随机选取的商业摩托车停放处，我们获得了商业摩托车骑手（随机选取）的口头同意，之后向同意参与的骑手发放结构化问卷。问卷旨在了解受访者的生物数据（包括年龄、性别和教育程度）、骑行背景和经历（培训者、培训时长和骑行时长以及事故历史）。此外，还询问了诸如酗酒、摩托车保养历史、搭载后座乘客的最大数量以及使用防撞头盔等风险因素和行为。还调查了受访者对现有安全措施的了解情况。数据录入兼容IBM的计算机，并使用SPSS 11.0统计软件进行分析。当p值<0.05时推断具有统计学意义。
有224名年龄在15 - 58岁的男性受访者。他们的年龄峰值在25 - 29岁，平均年龄为35.1±8.9岁；8.4%没有接受过正规教育；10.3%接受过正规培训，但大多数是自我培训（35.5%）或由熟人培训（34.6%）。21.5%的受访者培训持续时间≤1周，43%的受访者培训持续时间≤3周。近一半（48.6%）的骑手承认搭载超过一名（2 - 4名）后座乘客；64人（30%）主动说出有饮酒经历。只有20%的人将防撞头盔作为已知的安全设备，在研究进行时23.8%的人佩戴了头盔。大多数人（67.3%）支持强制使用防撞头盔，而其他人则反对这一想法；45.8%的骑手曾发生过一次或多次事故。大多数事故是与机动车相撞或单独发生的事故，他们将大多数事故归因于路况差和未遵守道路标志。
商业摩托车骑行主要由未接受过该工作正规培训的男性进行；因此，他们缺乏道路安全措施的足够知识和行为。此外，路况差似乎也导致事故频发。然而，显然需要执行所有与摩托车骑行相关的现行法律。
