Prevalence, knowledge, attitude and practice of speeding in two districts in Kenya: Thika and Naivasha

Abstract

, RTIs had the second highest increase in disability-adjusted life years between 1990 and 2010, compared to other conditions. This study aims to determine the prevalence, knowledge, attitudes and practices for speeding in Thika and Naivasha districts in Kenya. METHODS:Direct observations of vehicle speed were conducted at various times during the day and different days of the week on six roads selected based on a multi-stage sampling method in two districts to determine the prevalence of speeding. Roadside KAP interviews were administered to drivers, at motorcycle bays, petrol stations, and rest areas. RESULTS:Eight rounds of speed observations and four rounds of KAP interviews were conducted between July 2010 and November 2012. Results from the speeding observational studies show an overall high proportion of vehicles speeding above posted limits in both districts, with an average of 46.8% in Thika and 40.2% in Naivasha. Trend analysis revealed a greater decline in this prevalence in Thika (OR: 0.804, 95% CI: 0.793-0.814) than in Naivasha (OR: 0.932, 95% CI: 0.919-0.945) over the study period. On average, 58.8% of speeding vehicles in Thika and 57.2% of speeding vehicles in Naivasha travelled at 10 km/h or higher above speed limit. While the majority of respondents agreed that speeding is a cause of road traffic crashes in both Thika (70.3%) and Naivasha (68.7%), knowledge of speed limits at the location of the interview was limited. Enforcement levels also remained low, but subsequent rounds of data collection showed improvement, especially in Thika. CONCLUSIONS:This study demonstrates an improvement in the prevalence of speeding in two districts of Kenya over 2010-2012. It also highlights the need for further action to be taken to address the problem, and represents new data on speeding in Kenya and Africa.

Road Safety in Low-Income Countries: State of Knowledge and Future Directions

“…In Kenya, the low prevalence of motorcycle helmet use remained unchanged, with around 30% of motorcycle riders correctly using helmets following the introduction of a traffic amendment bill in 2012, highlighting the need for a multi-faceted strategy that includes media campaigns and widespread enforcement in addition to legislative change for improving helmet use [66]. The authors reached a similar conclusion after studying the prevalence and attitudes towards drink driving in Cambodia, as Bachani et al [67] concluded that a multi-pronged and coordinated approach would be needed to effectively address this issue, including social marketing and public education campaigns, and enhanced enforcement measures.…”

The rôle of knowledge in system risk identification and assessment: The 2014 Ebola outbreak

“…Knowledge risk (Ishikawa and Naka, 2003;Massingham, 2010) is an analytical objective in many application domains such as IT (Varajao, et al, 2017), disaster risk management (UNISDR, 2014(UNISDR, , 2105aSpiekermann et al, 2015), fisheries (McDonald et al, 2017), supply chains (Raut et al, 2017), social risk, ecological (Asfaq, 2017;Lou et al, 2017), safety at sea (Goerlandt et al, 2017), safety critical systems (Scott-Parker and Oviedo-Trespalacios, 2017;Bachani et al, 2017) and indeed in the effectiveness assessment of Knowledge Management itself (Boy and Barna, 2005;Benoit, 2011;Ruzic-Dimitrijevic, 2014).…”

Self‐reported involvement in road traffic crashes in Kenya: A cross‐sectional survey of a nationally representative sample

“… 5 , 6 In addition, injuries from RTCs in Kenya had the second highest increase in DALYS between 1990 and 2010. 7 The lack of formalized resilient post‐injury psychosocial support systems in LMICs additionally aggravates the personal resource losses arising from RTCs beyond physical debilitation, financial incapacitation to mental distress. 8 Saidi and Mutisto 9 estimated the average duration of hospital stays (away from work) following RTCs in Kenya at 24.3 days at an average cost of Kenyan shillings 31,783 (US$282).…”

“… 15 The lack of preventive education campaigns, poorly monitored and uncoordinated road safety interventions, lack of coalition among road safety stakeholders, an increasing number of motorcycles, and poorly designed roads in congested urban areas ‐ are major contributing factors to RTCs in Kenyan settings. 9 , 12 , 13 For instance, whereas 57%−58% of cars in Kenya's main cities are driven above local speed limits, 7 seat belt use among drivers and passengers is reported at 12.5%. 1 Furthermore, helmet use is at 33% and 3% among motorcyclists and their passengers, respectively, 14 despite the known severe head injury risk for non‐helmet use.…”