Rider Behavior Research Articles

Safer Road Users: Investigating the Influence of Prime Road Markings on Motorcycle Rider Behaviour

Safer Road Users: Investigating the Influence of Prime Road Markings on Motorcycle Rider Behaviour

Determinant of Safety Riding Behavior of Motorcycle Riders

Traffic accidents are still a global problem today. Indonesia is one of the countries that has a high level of traffic accidents. The number of traffic accidents in Jambi City in 2020 was 327 accidents, while traffic accidents in Paal Merah District were 53 accidents. To prevent accidents, drivers must apply safety riding in driving. The purpose of this study was to determine the factors associated with safety riding behavior on motorcyclists in Paal Merah sub-district. The study used a cross sectional design. The research was conducted in June 2021 on the Paal Merah sub-district highway located at the Paal Merah gas station in Jambi City. The research sample was motorcycle riders in Paal Merah District as many as 96 riders. The sampling technique was accidental sampling. The research instrument is a questionnaire. Data were analyzed using chi square test. A total of 53.1% of respondents have good safety riding behavior, 51.0% of respondents have good knowledge, 51.0% of respondents have good attitudes and 65.6% of respondents have good perceptions. Bivariate analysis showed that there was a relationship between knowledge (p=0.000), attitude (p=0.000) and perception (p=0.000) with safety riding behavior in Paal Merah District, Jambi City in 2021. It is expected that motorcycle riders always do safety riding when driving. even at close range and there is no inspection from the police.

Investigation of Motorcycle Trajectories in 2-lane Horizontal Curves

Most of the road design guidelines assume that the vehicles traverse a trajectory that coincides with the midline of the traffic lane. Based on this assumption the thresholds of various features are determined such as the maximum permissible side friction factor. It is therefore important to investigate the extent to which the trajectory of the vehicles is similar to the horizontal alignment of the road or substantial differences exist. To this end, a naturalistic riding study was designed and executed with the use of an instrumented motorcycle which measured the position of the motorcycle with great accuracy in a rural 2-lane road segment. The derived trajectories were then plotted against the horizontal alignment of the road and compared with the 3 consecutive elements which form a typical horizontal curve i.e., the entering spiral curve, the circular curve, and the exiting spiral curve. Linear equations were developed which correlate the traveled curvatures with the distance of each horizontal curve along the road segment under investigation. The process of the data revealed that the riders differ their trajectory compared to the alignment of the road. However, in small radius horizontal curves is more likely to observe curvatures that are similar to the geometric one. Moreover, the riders perform more abrupt maneuvres in the first part of the horizontal curves while they straighten the handlebars of the motorcycle before the end of the curve. The present paper aims to shed light on the behavior of motorcycle riders on horizontal curves and hence to contribute to the reduction of motorcycle accidents, particularly the single-vehicle ones.

A Methodology to Investigate Powered Two-Wheeler Rider’s Comfort over Road Sections with Skew Superelevation

The proper surface water drainage not only affects vehicle movement dynamics but also increases the likelihood of an accident since inadequate drainage is associated with potential hydroplaning and splash and spray driving conditions. Nine solutions have been proposed to address hydroplaning in sections with inadequate drainage e.g. augmented superelevation and longitudinal slope, reduction of runoff length, and skew superelevation. The latter has been extensively implemented in highways recently, enhancing the safety level in the applied road segments regarding the effective drainage of the rainwater. However, the concept of the skew superelevation has raised concerns regarding the level of driver’s comfort when traveling over skew superelevation sections particularly with high speeds. These concerns were alleviated through the concept of the round-up skew superelevation which reduces both the lateral and the vertical acceleration imposed on the drivers and hence, improves comfort and traffic safety. The present study investigates the behaviour of power two-wheeler riders since they are susceptible to any changes on the pavement surface and therefore a comparison between the traditional superelevation practice and the skew superelevation concept is of paramount importance. The methodology is based on the utilization of sophisticated software to design the model of the road for several values of longitudinal slopes. Based on the values of the slopes and the use of mathematical equations, the accelerations imposed on the wheel of the motorcycle were calculated. Since the final aim of the study is the influence of the skew superelevation to the rider, it was deemed necessary to convey the calculated accelerations from the wheel to the rider. That was accomplished by implementing the quarter car suspension model adjusted to the features of two-wheeler vehicles. Finally, the accelerations derived from this process evaluated according to specific thresholds based on the literature which correspond to certain levels of comfort. The most important conclusion drawn is that the comfort of the riders is not dependent to a great extent on the form of the road gradient because the vertical acceleration imposed on the riders took similar values regardless of the value of the longitudinal slope.

Patterns of risk-taking behaviors among motorcyclists at signalized intersections in Taiwan

Motorcyclists1 are the fastest-moving vulnerable road users, which made them overrepresented in road injuries and fatalities. In Taiwan, motorcyclists account for approximately 60% of total road fatalities each year, but little is known about the prevalence of risk-taking behaviors among motorcyclists. In the present study, a roadside observation was carried out to examine their unsafe riding behaviors, such as secondary task engagement, helmet non-use, and traffic violations. 4030 motorcyclists were observed at three signalized intersections in Tainan, Taiwan: 593 in a residential district, 1034 in a business park, and 2403 in the city center. 7.3% of them were engaged in at least one secondary task, with phone use (3.5%) being the most common one, followed by chatting with others (1.6%). Although nearly all riders were helmeted (98.9%), the majority of the riders used non-standard helmets: 65.2% wore an open-face helmet, 21.0% half helmet, and only 12.6% full-face helmet. 5.9% of all motorcyclists were observed breaking at least one traffic rule at the intersections, and the violations that occurred the most often were turn signal neglect (2.8%) and red-light running (2.6%). These risky riding behaviors were also associated with contextual variables and rider characteristics. The likelihood of distracted riding increased at a red light, in the city center, when riders were younger, male, delivery workers, and riding with an adult passenger. Traffic violations were more frequent in the city center, in the afternoon, and on a two-lane road. Furthermore, risk-taking behaviors were more prevalent in un-helmeted riders. Observations in different weather conditions, more traffic contexts, and locations are recommended for future studies to further understand their impact on motorcyclists' adaptive riding behaviors.

Research on Carbon Emissions Reduction Strategy Considering Government Subsidy and Free Riding Behavior.

Government subsidy can greatly encourage supply chain enterprises to reduce carbon emissions. To quickly occupy the market, supply chain enterprises form alliances. However, enterprises in the alliance have speculative psychology, and the impact of such free riding behavior on the carbon emissions reduction willingness of supply chain enterprises is still unclear. In this article, government subsidies and free riding behavior parameters are introduced to build a carbon emissions reduction decision model for the government, manufacturers, and suppliers, and the impact of government subsidies and free riding behavior on the decision making of supply chain enterprises is analyzed through evolutionary game theory. The analysis shows that government subsidies have an incentive effect on carbon emissions reduction of supply chain enterprises. After the market stabilizes, even if the government subsidies are gradually withdrawn, the carbon emissions reduction of supply chain enterprises still converges to Pareto optimal equilibrium. The influence of free riding behavior on supply chain enterprises depends on the carbon emissions reduction profit. When the carbon emissions reduction profit is different, the decision of manufacturers and suppliers will be different. The above conclusions provide a reference for governments to strengthen control or enterprises to make decisions on carbon emissions reduction.

A Cross-Sector Framework to Boost the Sustainable Implementation of Integrated Transport and Spatial Strategies to Improve Safety and Mobility of Moto-Taxi Riders

Globally, motorcycle riders make up the biggest percentage of vulnerable road user fatalities. The percentages are higher in African cities where moto-taxi transport is not only the most readily available mode of transport but also a source of income for many especially the youth. Many African cities are re-strategizing on how to sustainably deal with problems like traffic congestion, unplanned development, flooding, air and noise pollution. The authors carried out a questionnaire survey targeting a variety of road safety stakeholders to identify road safety solutions that they think best fit the current situation. Another questionnaire survey targeting moto-taxi riders was carried out, and the data analyzed by SEM to identify how different solutions interact to affect the behavior of riders. Results show that education and training programs have the biggest effect on improving behavior of riders as they adapt to new city regulations such as zoning. Other aspects such as presence of customers, behavior of other road users, road environment were also explored. Currently, city authorities in some developing nations are looking to introduce spatial regulations such as zoning and traffic management strategies such as exclusive lanes. Therefore, the contribution of this study is a proposal of a combination of solutions that different road safety stakeholders in developing countries can contribute toward the sustainable improvement of the safety of riders.

Adolescent Riding Behavior During the COVID-19 Pandemic in Urban Area, Indonesia: A Cross-sectional Study.

According to police reported crash, in 2020 there have been 510 road traffic accidents among adolescents aged 16-25 years. The problem is that although restrictions on social activities have been implemented, 9.80% of accidents have caused deaths in Semarang City. There were many factors that influence the occurrence of road traffic accidents; one of those is the poor knowledge about safe riding behavior. The aim of this study is to determine the factors that contribute to the occurrence of road traffic accidents in adolescents during the pandemic. This was a cross-sectional study, collected data using an online questionnaire distributed to adolescents aged 15-20 years in Semarang City, Indonesia. It was distributed during February-April 2021. The data included participant's demographic information, riding behavior, and knowledge about safe riding. We analyzed using chi-square and logistic regression to determine the most influential factors. The sample included 725 participants with a mean age of 17.4 years (SD=0.97); 260 (35.9%) males. We have found that gender was associated with the incidence of road traffic accidents (AOR=1.455, 95% CI [1.048-2.020], P=0.025) after adjusting for experience road safety education, vehicle type, and knowledge of safe riding. It is necessary to carry out Road Safety Education efforts to male students during the pandemic to reduce the incidence of traffic accidents.

Description of Safety Riding Behavior and Knowledge in Adolescents in The South Tangerang Area

Advances in science and technology make the growth rate of vehicles increasing and bring a positive impact on human welfare. The increasing use of vehicles also harms the highway, such as traffic density and vehicles have a very high level of accidents so that motor vehicles become one of the human killers through traffic accidents. Descriptive research method with qualitative approach with phenomenology method. Samples in this study as many as four (4) teenagers consisting of family and Relatives This study wants to explore the phenomenon experienced by teenagers in riding motorcycles. Factors that are the cause of traffic accidents are behavioral factors, knowledge factors, road factors (facilities and infrastructure), and weather factors, where human factors become the highest factors as the cause of traffic accidents. Driving a two-wheeled vehicle needs to be supported by good driving knowledge, gar traffic order can be carried out so that road safety can be realized, in addition to the enforcement of driving standards need to be considered such as the use of helmets and driving papers.

Weekday bicycle traffic and crash rates during the COVID-19 pandemic

IntroductionOne of the most consequential effects of the COVID-19 lockdowns was a dramatic reduction in travel during peak hours. Transportation modes also shifted—in particular, travel by car became more rare while bicycling saw a resurgence. Given that a typical year sees the most severe bicycle crashes in peak commuter traffic, the shift toward bicycle travel that occurred in 2020 will likely have been accompanied by unique changes in rider behavior (e.g., where and when they choose to ride) as well as the frequency and severity of vehicle-bicycle crashes. MethodsThe current study compared weekday bicycle traffic and crashes in Arlington, VA from March–December 2020 with the same period from years prior, 2013–2019. Bicycle traffic data were obtained from 16 embedded counters placed throughout the study area, in both off-road trails and on-road bike lanes. ResultsWe found that 2020 midday traffic nearly doubled compared to the year before, increasing from an average of 68 riders per hour to 120 (+76%). By contrast, morning traffic fell from an average of 87 riders per hour to just 45 (−49%). Change in evening traffic depended on the location of the counters: more evening bicycles were counted on off-road, multi-use trails (+6%) but fewer on on-road lanes (−27%). The changes to 2020 bicycle traffic patterns were also associated with a 28% reduction in bicycle injury crash rate per counted cyclist. ConclusionThe reduced crash risk observed in 2020 was likely due in part to the reduction of morning, on-road bicycle travel, which past research has found to be particularly dangerous for riders. Conversely, the availability of multi-use off-road trails seems to have been a protective factor against bicycle-motor vehicle crash risk in the face of greater bicycle travel volume.

Risky motorcycle riding behaviour among young riders in Manipal, India

BackgroundMotorcycles are one of the most commonly used transportation modes in low and middle-income countries. In India, motorized two-wheelers comprise 70% of the total vehicle population, and motorcycle users are considered the most vulnerable road users. It is essential to understand the risky riding behaviour and associated factors among the motorcyclists to develop evidence-based traffic safety programs targeting motorcycle riders. The purpose of the current study was two-fold. First, it aimed to determine the appropriate structure of a modified version of the MRBQ among young riders in Manipal, India. Second, it assessed to what extent MRBQ factors were associated with self-reported crash involvement and violations.MethodsThe motorcycle rider behaviour questionnaire (MRBQ) is a 43-item scale that assesses five aspects of risky motorcycle rider behaviour, i.e., violations, control errors, traffic errors, stunts, and protective equipment. The MRBQ, along with measures of socio-demographic variables and the number of motorcycle crashes, was filled out by 300 young motorcycle riders who were in the age group of 18–25 years and had been riding for at least the past three years (93% males, 92.3% students).ResultsFive factors emerged out of the MRBQ after an exploratory factor analysis: traffic errors, control errors, stunts, protective equipment, and violations. Cronbach’s alpha for these factors ranged from .66 to .82. Reports of performing stunts and committing violations were positively associated with self-reported near-crash experiences over the past three months. Riders reporting stunts, violations and using a motorcycle of 125-200 cc reported having received more fines in the last three months. These findings were confirmed in both univariate and multivariate binary logistic regression models.ConclusionThe study assessed the factor structure of a modified version MRBQ and the extracted factors associations with self-reported crash involvement. The factor structure revealed in the current study is consistent with MRBQ factor structures found in other countries. However, the support for a relationship between MRBQ factors and self-reported crashes was less significant. The findings suggest that if replicated by future studies, local policymakers are advised to focus on the five MRBQ factors while planning future interventions to achieve a reduction in the number of road crashes among motorcyclists.

Exploring Performances of Electric Micro-Mobility Vehicles and Behavioural Patterns of Riders for In-Depth Accident Analysis

(1) Background: Electric micro-mobility vehicles (i.e., e-bikes and e-scooters) represent a fast-growing portion of the circulating fleet, leading to a multiplication of accident cases also attributable to risky behaviours adopted by the riders. Still, data on vehicle performance and rider behaviour are sparse and difficult to interpret (if not unavailable). Information regarding the overall accident dynamics can, however, aid in identifying users’ risky riding behaviour that actually led to a harmful event, allowing one to propose efficient strategies and policies to reduce the occurrence of road criticalities. (2) Methods: Speed and acceleration data of six cyclists of traditional and electric bikes were extracted from six closed-circuit experiments and real road tests performed in the city of Florence (Italy) to derive their behavioural patterns in diverse road contexts. (3) Results: The application of analysis of variance and linear regression procedures to such data highlights differences between men and women in terms of performance/behaviour in standing start; additionally, the use of e-bikes favours a higher speed ride in correspondence to roundabouts and roads with/without the right of way. To thoroughly assess the rider’s responsibilities in an eventual accident, an ancillary procedure was highlighted to evaluate whether a micro-mobility vehicle complies with the applicable regulations. (4) Conclusion: With these results, the prospective recognition of rider behaviour was facilitated during the investigation process, and the abilities to extract such relevant information from in-depth accident data wereconsequently enhanced.

Gender‐Related Operational Issues Arising from On‐Demand Ride‐Hailing Platforms: Safety Concerns and System Configuration

Female user (driver and rider) safety is a serious concern for ride‐hailing platforms. One way to address this concern is to migrate from the traditional “pooling” system that matches riders with drivers without considering gender to a “hybrid” system with a “female‐only” option. Will such a hybrid system result in a win‐win‐win outcome for all involved parties (riders, drivers, and the platform)? To answer this question, we investigate the performance of the two operational systems: a pooling system and a hybrid system. For each system, we analyze a two‐stage queueing game to determine the equilibrium “joining” and “participating” behavior of riders and drivers, and then derive the platform's optimal pricing and wage decisions. We posit a mismatch cost incurred by a safety‐concerned female user when she is matched with a male counterpart in a ride. By comparing the equilibrium outcomes associated with the pooling and the hybrid systems, we draw the following conclusions: when safety‐concerned female users’ mismatch cost is above a certain level, switching from a pooling system to a hybrid system can result in a win‐win outcome for safety‐concerned female users and the platform. However, male and safety‐unconcerned female users might be worse off due to this change in the system configuration. Our results also help us to rectify some of our intuitions about these two systems. One, in the pooling system, reducing the mismatch cost associated with safety‐concerned female drivers may not lead to more female riders joining the pooling system, even though it boosts the platform's profit in general. Two, in the hybrid system, it is not necessary for female riders to pay a higher price when they opt for female drivers instead of male drivers. We also relate our results to certain system configurations adopted by various ride‐hailing platforms to address female safety concerns in different countries.

397 All-Terrain Vehicle Exposure and the Effect of Training Course Certification on Adolescent Safety Behaviors and Crash Experiences

All-terrain vehicle (ATV) training certification courses are recommended for adolescents who will ride ATVs, but there is little data regarding how it effects subsequent safe riding behaviors. Our study objectives were to determine adolescents’ exposure to ATVs and their crash and injury experiences, and to determine factors associated with having completed an ATV safety training course and its impact on riding behaviors.

Self-reported Motorcycle Riding Behavior in Southeast of Iran

Background: Motorcyclists are among the greatest vulnerable individuals of road accident victims. Their behavior has a significant correlation with increased injury and mortality rate. Determining the risky and unsafe behaviors of motorcycle drivers is necessary for preventing riders and other citizen from potential accident risks. Objectives: The aim of this study was to determine the risky driving behaviors of motorcyclists in Iran. Methods: A cross-sectional study was done in 2019 in Sistan and Baluchestan Province as the second widest province of Iran. Using randomized sampling method, we included 613 motorcyclists from the province. To collect data, the Persian version of Motorcycle Riding Behavior Questionnaire (MRBQ), as a standard questionnaire, was used. For data analysis, descriptive and analytical statistics such as one-way analysis of variance (ANOVA), t-test, and linear regression were used by SPSS software version 21. Results: The age range of 57% of the motor riders was 15 - 30 years, and 50% of them did not use any safety equipment. About 58% of the subjects had started motorcycle riding under 18 years old, and 73% of them did not have a motorcycle riding license. Moreover, more than 50% of motorcyclists used mobile phones while driving. The mean score of driving behavior (106 ± 22) was desirable. Based on multivariate analysis, job, average amount of riding, lacking a riding license, type of motor, alert from police, non-fasting helmet band, exceeding speed limits, fatigue, and hand-free riding were the main predictors of risky riding score (P < 0.05). Conclusions: According to our results, the riding behavior of motorcyclists was desirable; however, many people used motorcycles without a license and safety equipment, which increases high-risk behaviors. Considering the potential dangers of motor riders, it seems necessary to hold training courses to obtain motorcycle certification and how to use safety equipment.

The rider behavior questionnaire to explore associations of motorcycle taxi crashes in Cartagena (Colombia)

Objective This study aimed to identify the association between behavioral factors and crashes of motorcycle taxi riders using the Motorcycle Rider Behavior Questionnaire (MRBQ). Methods This study was a cross-sectional survey of motorcycle taxi riders in Cartagena. The MRBQ was adapted to the socio-cultural context and contained 45 items. The survey was conducted between February 2019 and May 2019. The items of the MRBQ were processed using factor analysis. Four logistic regression models were used to analyze the association between behavioral factors and aspects of demographics, operating conditions, and experiencing near-crashes, crashes, traffic tickets, and at-fault crashes. Results Four hundred and thirty-eight motorcyclists participated. The exploratory factor analysis extracted five elements: stunts, speed violations, traffic errors, control errors, and safety, explaining 42% of the variance. The increase in riding per week showed significant differences with stunts, speed violations, and traffic errors. Riding experiences, traffic errors, control errors, and safety were significantly associated with crashes and near-crashes. Stunts were the strongest factors related to traffic tickets. Speed violations were the strongest factors associated with at-fault accidents. Conclusions The study showed recent results considering behavioral, exposure, and operational conditions in a group of motorcycle taxi riders. The study recommends some practical implications for the well-being of motorcyclists and road safety.

Assessing Self-Reported Risky Riding Behavior of Motorcyclists at Unsignalized Intersections for Sustainable Transportation

In Malaysia, as more than 50% of road collisions involve motorcyclists, the traffic safety of motorcyclists is critical and must be given priority. This study aims to understand the effects of attitudes, social influences, and control factors on the risky riding behavior of motorcyclists at unsignalized intersections in Malaysia. A motorcyclist-riding-behavior survey was conducted to collect and analyze the self-reported risky riding behaviors of motorcyclists. Three main analyses, namely, frequency and percentage, crosstabulation and test of independence (chi-squared), and logistic regression were adopted to assess the self-reported risky riding behavior and its correlation with outcomes, social influences, and factors. The obtained results show that negative outcomes (χ2 = 89.689, df = 54, p = 0.002) and negative social influences (χ2 = 32.554, df = 18, p = 0.019) are significantly associated with risky riding behavior, while control factors, inhibiting (χ2 = 66.889, df = 48, p = 0.037) and facilitating factors (χ2 = 96.705, df = 72, p = 0.028), have significant effects on risky riding behavior. A greater comprehension of motorcyclists’ risky riding behavior based on their self-reported risky riding behavior and beliefs can influence motorcyclists in making positive changes in their riding style.

Factors affecting motorcyclists’ behavior in car-following condition

Car-following (CF) maneuver plays an important role in both traffic flow analysis and road safety assessment. However, many studies on this issue have focused on the drivers’ behaviour, neglecting the different driving behaviour of the motorcycle riders and the vulnerability of this type of user. The aim of the present paper is to analyse the factors affecting the riders’ behaviour in CF condition, by using two surrogate safety indicators, Time Headway (TH) and Time To Collision (TTC). A field experiment was conducted to collect data. Twenty young motorcyclists participated in the study driving their own motorcycles, which were instrumented with a camera and a global positioning system device (GPS). A digital image processing algorithm was used to obtain CF related indicators. The results of the study showed that Time Headway (TH) and Time To Collision (TTC) are independent of each other, extending the result obtained in the literature for the four wheeled vehicles to the motorcycles. TTC and TH were therefore analyzed separately. As for TTC, it was observed that only in few cases (0.8%) the riders were found in risky condition (TTC < 5 s), confirming the role of this parameter for the detection of an impending risk. On the other hand, TH gives information about a potentially risky situation, and 99% of the riders were found in such condition (TH < 2 s). Due to the few cases in TTC risky conditions, only TH was further modelled by using the hazard-based duration analysis. Accelerated Failure Time (AFT) model specification was used, and the Weibull distribution provided the best fit of the data. The model identified four covariates affecting TH and all of them had the effect of reducing TH, increasing the collision risk. The time spent on CF condition, the speed of the motorcycle, the willingness of overtaking and the engine size of the motorcycle were the factors that reduced TH.The findings of this study could be considered in the development of microsimulation models; the factors that were found affecting the motorcyclists’ behavior in car-following condition could be considered for a more realistic simulation of the riders’ choice of Time Headway.

Analysis of potential collisions between pedestrians and personal transportation devices in a university campus: an application of unmanned aerial vehicles

Objective To identify factors that contribute to near-miss collisions between pedestrians and personal transportation devices (PTDs) in a university campus using a novel data collection method, unmanned aerial vehicle (UAV). Participants A total of 3,349 pedestrians and 173 PTD riders were detected through UAV observations. Methods The researchers employed UAV technology to capture and geocode the interactions and behavior of pedestrians and PTD riders. Then, a multilevel logistic regression model examined factors that contribute to near-miss collisions between pedestrians and PTDs. Results The model outputs indicate that higher speed, non-bicycle PTDs (eg, skateboard and scooter), and some preventive actions, like reducing speed, deviating, and weaving, increase the probability of a PTD rider getting involved in a near-miss collision. Conclusions Findings can guide campus planners to redesign the streets as a safe environment for all transportation modes and implement appropriate regulations and education programs, especially for non-bicycle PTD riders.

PREDISPOSING-PERSONAL FACTORS ASSOCIATED WITH PASSENGERSAFETY AND SAFE RIDINGBEHAVIORS AMONG CYCLISTS (BODA BODA RIDERS) IN KAMPALA

Background: Motorcycle taxis are common means of transportation in Uganda and sub-Saharan Africa which remains a major neglected public health issue that presently at any time constitutes risk for road traffic accident and injuries in low and middle income countries. This study describes the level of predisposing-personal factors associated with passenger safety and safe riding behaviors among cyclists (bodabodariders) in Kampala and the relationship between age, educational attainment and the risk of road accident. Methodology:The study design was a cross-sectional survey using a validated semi-standard questionnaire to collect data on predisposing-personal factors and safe riding behaviors measured on a 31 and 24-point reference scale respectively from 422 consenting riders in the metropolis. Data from the study was analyzed using statistical package for social sciences (SPSS) and simple descriptive statistics such as means, standard deviations, and proportions were used to describe the data all in 95% confidence interval and Analysis of variance was employed to test differences in measures across age and level of education with a cut-off set at (p≤0.05) significance level. Results: The findings showed thatmajority of the respondents were between age of 25 and 29 (35.5%) where most of them (36.0%) had secondary educational attainment. The mean score for the level of predisposing-personal factors measured on a 31-point reference scale among respondents in our study was 23.9 (CI =23.60 ± 24.20) denoting a prevalence of 77.1%while the mean score for the safe riding behaviors as measured on 24-pointscale was 9.3 (CI =9.10 ± 9.60) which translates to prevalence of 38.8%. The study further revealed that older respondents and riders with non-formal education inconsistently reported lowest scorefor predisposing-personal factors (F=3.54, p=0.007 and F=14.49, p&lt;0.0001), whereas older respondents and riders with tertiary educational attainment constantly displayed lowest scores for safe riding behaviours (F=14.86, p&lt;0.0001 and F=7.15, p&lt;0.0001). Conclusions: The level of predisposing-personal factors associated with road safety and safe riding in terms of knowledge about passenger safety, perception of risk on road accidents and health consequences as well as attitudes toward safety rules and safe riding among respondents in the study is relatively high but the level of their safe riding behaviors is low and quite unsatisfactory.Thus, this calls for education and training exercises by the regulatory agencies on the initiation of safe riding behaviorsamong riders for knowledge without practice is useless.