Road transport is the predominant mode of internal travel for most African countries, carrying about 90% of goods and persons. However unlike other modes of travel, road travel is by far the most hazardous and accident prone. In Africa, where the effort to combat the adverse effects of road transport are minimal, the incident and severity of road traffic accidents is worse than the
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other regions (WHO, 2013b). In Kenya, there are various means of road
transport, they range from buses, minibuses, matatus, tuk tuk and non-motorized
transport. However, in the last five years, commercial motorcycles (boda boda)
have come in to supplement the other means of transport.
Motorcycles injuries (MCIs,) are underreported from developing countries. Globally, Road Traffic Injuries (RTIs) are responsible for a significant proportion of overall injury and mortality (Peden, McGee, & Sharma, 2002). Motorcycle users are vulnerable on the road and represent an important group to target for reducing RTIs. Even in developed countries with low injury and death rates from MCIs, the risk of dying for every kilometre travelled from a motorcycle crash is 20 times higher than from a motor vehicle crash (Peden, et al., 2004). The likelihood of one getting killed in a motorcycle accident is very high because unlike other vehicles, motorcycles do not offer protection to the rider, in case of an accident; it is the rider that takes the full force with nothing to protect him or her (NHTSA, 2006).
According to the Department of Environment, Transport and Regions [DETR], 2000) motorcyclists have an especially poor record when compared to other road user groups. Their Killed and Serious Injury (KSI) rate in the United Kingdom (UK) per million vehicle kilometres is approximately twice that of pedal cyclists and over 16 times that of car drivers and passengers. Motorcyclists make up less than 1% of vehicle traffic but their riders suffer 14% of total deaths and serious injuries on Britain roads.
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In 1999, a motorcyclist was killed or seriously injured for every 665,894 kilometres ridden. Car drivers, however, covered an average of 18,661,626 kilometres before a serious injury of death occurred. In 1999, motorcyclists were approximately 28 times more likely to be killed or seriously injured on the roads in Britain (DETR 2000). Motorcycles have a higher fatality rate per unit of distance travelled when compared with automobiles. According to the NHTSA, in 2006, 18.06 cars out of 100,000 ended up in fatal crashes.
A national study by the Australian Transport Safety Bureau (ATS) found that motorcycle rider death rates increased among all rider age groups between 1998 and 2000. Similarly, motorcycle rider deaths were found to be nearly 30 times more than that of drivers of other vehicles. It also found that motorcycle riders aged below 40 are 36 times more likely to be killed than other vehicle operators of the same age. Motorcycle riders aged 40 years and over are around 20 times more likely to be killed than other drivers of that same age.
In Australia, in a study on fatal and serious road crashes involving motorcyclists, motorcycles accounted for 4.5% of all Australian passenger vehicle registrations and 0.9% of vehicle kilometres travelled in 2007 (Johnston, Brooks, & Savage, 2008). However, motorcycle riders accounted for approximately 15% of all road crash deaths and an even higher proportion of serious injuries. Per distance travelled, the Australian rate of motorcyclist deaths was approximately 30 times the rate for car occupants. The corresponding rate for a serious injury was approximately 41 times higher.
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Similar elevated rates were also found in other developed countries (Johnston, Brooks, & Savage, 2008).
According to NTHSA, 4,008 motorcycle occupants were killed on United States roads in 2004, an 8% increase from 2003. During that same period, drivers of automobiles showed a 10% increase in fatalities, and cyclists showed an 8% increase in fatalities. Pedestrians also showed a 10% increase in fatalities. A total of 37,304 automobile occupants were killed in the US in 2004.
In the United States of America, motorcycle fatalities represent approximately five percent of all highway fatalities each year, yet motorcycles represent just two percent of all registered vehicles in the United States (NHTSA, 2007) . One of the main reasons motorcyclists are killed in crashes is because the motorcycle itself provides virtually no protection in a crash. For example, approximately 80 percent of reported motorcycle crashes result in injury or death, a comparable figure for automobiles is about 20 percent (NHTSA, 2007). Reflecting this difference, the levels of motorcycle rider fatalities as a proportion to those injured on the roads are typically higher in low-income and middle-income countries than in high income countries. In India, for example, motorcycle users account for 27%, while in Thailand and Malaysia they account for between 70–90% and about 60% respectively (Mohad, 2002; Suriyawongpaisal & Kanchanusut, 2003).
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The global survey shows that pedestrians, cyclists and motocycle riders and their passengers account for 46% of global road traffic deaths (WHO, 2004a). Majority of the road accident victims in developing countries are vulnerable road users. In developed countries, car occupants account for for most of the victims since there are many people who own cars.
The problems of motorcycle safety are not specific to Kenya. For example, in the United Kingdom (UK) according to the Association of European Motorcycle Manufacturers (ACEM), motorcycle riders form one of the most vulnerable groups of road users and road accidents are a major social concern in
the region. Riders make up a large proportion of thoseinjured or killed on the
roads. Motorcycle riders are at an increased riskof being involved in a crash or
even killed because they often share the traffic space with fast-moving cars, buses and trucks. In addition, their lack of physical protection makes them particularly vulnerable to being injured if they are involved in a collision (ACEM, 2004 ).