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nigeria road safety code manualThe basic question has always been that do these motorcyclists comply with basic requisite safety rules. This paper therefore examined the level of compliance with some basic road traffic regulations among commercial motorcyclists commonly called Okada riders. The data for the analysis were collected from 334 commercial motorcyclists from Samaru-Zaria in Northern Nigeria through structured questionnaire triangulated with observation and inspection. The data were analysed using descriptive statistics and phi-coefficient. The study found total (100) compliance with mini-mum age limit, number plate registration and motorcycle engine capacity but found 64, 16 and 45 per cent compli-ance rate with driver license, crash helmet usage and legal passenger permissive respectively. The phi coefficients reveal that there is no single factor that has all-through association with license holding, helmet usage and High-way Code awareness. Union membership has negative association with two of the cases, which confirms the anti-regulation compliance posture of the okada union in the study area. The paper recommends the overhauling of the driver licensing system; enforcement of road traffic rules to enhance compliance and enactment of state traffic regula-tions to reinforce the national regulations.Abstract Motorcycles account for one out of every four vehicles involved in crashes in Nigeria. The basic question has always been that do these motorcyclists comply with basic req uis it e s afe ty rules. Th is pa per th ere fo re exa min ed the level of compliance with some basic road traffic regulations among commercial motorcyclists commonly called Okada riders. The da ta for t he analy sis we re co lle cte d f rom 33 4 commercial motorcyclists from Samaru-Zaria in Northern Nigeria through structured questionnaire triangulated with observation and inspection. The data were analysed using descriptive statistics and phi- coef?cient.http://www.sbsinsure.co.in/userfiles/craftsman-atv-jack-manual.xml

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The study found total (100) compliance with mini - mum age limit, number plate registration and motorcycle engine capacity but found 64, 16 and 45 per cent compli- ance rate with driver license, crash helmet usage and legal passenger permissive respectively. The phi coefficients reveal that there is no single factor that has all-through association with license holding, helmet usage and High- way Code awareness. Union membership has negative association with two of the cases, which con?rms the anti- regulation compliance posture of the okada union in the study area. The paper recommends the overhauling of the driver licensing system; enforcement of road traffic rules to enhance compliance and enactment of state traf?c regula - tions to reinforce the national regulations. Key words: Informal transport; Safety; Regulations; Compliance; Nigeria Resume La Moto compte pour un des quatre vehicules impliques dans des accidents au Nigeria. La question a toujours ete que ne motocyclistes se conformer a ces regles elementaires de securite requises. Ce document a donc examine le niveau de conformite avec certaines regles de base de la route parmi les motocyclistes communement appeles Okada. Les donnees pour l’analyse ont ete recueillies a partir de 334 motocyclistes commerciaux de Samaru-Zaria au nord du Nigeria par le biais questionnaire structure triangulees avec observation et de controle. Les donnees ont ete analysees a l’aide de statistiques descriptives et phi-coef?cient. L ’etude a revele total, ce qui est de 100, le respect de la limite d’age minimum, la plaque d’immatriculation nombre et la capacite de moteur de moto, mais trouve 64, 16 et 45 pour cent le taux de conformite avec le permis de conduire, l’utilisation du casque et le passager juridique permissive, respectivement. Les coef?cients phi revelent qu’il n’ya pas de facteur unique qui a tout-a travers l’as - sociation avec la licence detention, le port du casque et de sensibilisation code de la route.http://chilebesttour.com/userfiles/craftsman-atv-lift-manual.xml Adhesion a l’Union a une association negative avec deux des cas, ce qui con?rme le respect de la posture anti-reglementation de l’union okada dans la zone d’etude. Aro sa nyi n Godw in Tund e, Olo wo sul u Ad ek unl e Tai wo, Oy ey emi Gafar Matanmi (2012). Compliance with Road Safety Regulations Among Commercial Motorcyclists in Nigeria. Canadian Social Science, 8 (1), 92-100. Ever since, it has been a major killer in Nigeria. The attempt There are various categories of road users namely vehicle owners including moto rcyclists, and pedestrians. The use of motorcycles for passenger transport gained accelerated momentum in Nigeria after the economic recession of the early 1980s. The economic down turn of the 1980s in Nigeria and the subsequent introduction of Structural Adjustment Programme in 1986 led to cut in employment in both the public sector and the organized private sector thereby leading to an upsurge in the activities and relevance of the informal sector of which motorcycle passenger transport is a part. The lack of a dequ ate and sust aina ble public tran spor t cu m po or urban planning in most Nigerian cities created a transport gap for the motorcycles to ?ll in passenger transportation. A substantial number of road crashes in Nigeria involve motorcyclists. Stakeholders have advocated for outright ban on their operations; some called for restrictions; while others blamed the menace on inef?cient road traf?c law enforcement. While the above positions cannot be disputed, it is however imperative to investigate the level of compliance of these commercial motorcyclists with road traffic regulation. The activities to achieve the above goal will take place at local, national, regional and global levels (WHO, 2011). This paper therefore examines the level of compliance with road traf?c regulations among commercial motorcy - cle operators and reasons for non-compliance using sam- ple drawn from Samaru-Zaria, Nigeria.http://superbia.lgbt/flotaganis/1653010688 The regulations examined in this paper are age restriction, motorcycle capacity, driver license and helmet usage and number of passenger carried per trip. 1. COMPLIANCE, ROAD SAFETY AND ECONOMIC DEVELOPMENT It has been estimated that about 1.3 million people die annually as a result of road crashes-over 3000 deaths per day. Ninety per cent of road deaths occur in low- and mi ddle i ncome count ries, w hich h arbou rs less than half of the world’s registered vehicle fleet. Road crash injuries are among the three leading causes of deaths for people between 5 and 44 years of age. The economic burden of ro ad crashes has been put at be tween 1 and 3 per cent of the Gro ss N ati onal Pro duct (GN P) (WHO, 2011:4). The failure of drivers to comply with basic road safety legislations is the main cause of serious crashes (EC, 2003:17). Compliance in road safety is the act of obedience to rules guiding the usage of the roads by road users. The sequential objectives of these rules are; to avoid con?icts among road users; prevent events that are unpleasant to the road users; and mitigate the effects of the unpleasant events. Non-compliance carries penalty. Penalties as de?ned by the road traf?c regulation agencies differ from country to country. Penalties in road traffic law enforcement, in order of severity, range from; no action, written or verbal warning, fines to prosecution or arrest (Southgate and Mirrlees-Black, 1991; Zaal, 1994). The deterrence mechanism could either be specific or general. Specific deterrence relates to compliance based on the assumption that road users will be discouraged from committing or exh ibi tin g n on- com pli an t be hav iou r; whi le gener al deterrence relies on the assumption that road users who become aware of the risk of apprehension and punishment adopt compliant behaviour to avoid the consequences of enforcement (Zaal, 1994).http://clinicafootcenter.com/images/canon-powershot-g9-manual-mode.pdf A high compliance rate will lead to improved safety on the roads, ceteris paribus, which will in turn reduce the destruction of human and material resources required for economic growth and development. The schematic link between compliance rate, road safety and economic growth and development is shown in Figure 1. A typical illustration is the case of crash helmet. W earing it correctly can reduce the risk of fatal or serious head injuring by 50 per cent (EC, 2003:24); thereby freeing medical resources, productive man-hour, etc., which can be deplored for other economic and social advancement of the society. It has been found that medical charges for un-helmeted motorcycle in-patients suffering brain injuries were 2.25 times higher than for those without brain injuries (NHST A, 1996). The rules and their enforcement form a vital component of the tripod of road transport regulations namely economic, service and safety regulations. Economic regulation seeks to promote fairness among competitors in the road industry; service regulation involves ensuring that regulated carriers provide services that are consistent with their operating rights; while Studies on seat belt usa ge a nd e ffec tiv enes s a re c omm on a mon g mo tor ists (Evans and Frick, 1986; Morgan, 1999; Elvik and Vaa, 2004; Norle n, et al. 2010 ) while safety helme t usage is common among motorcyclists. The brief review in this section will be limited to compliance with road safety regulations as they pertain to motorcyclists. Motorcycling is the mode of transport involving by far the greatest risk (EC, 2003:32). Figure 1 Sc h em a ti c L i nk b e tw e en Com p li a nc e w it h R o ad Traf?c Laws and Economic Gr owth Source: Authors’ illustration. In a study of 500 motorcyclists in Kagang, Selangar Malaysia, it was found that 54.4 of the motorcyclists used h elmets prope rly; 2 1.4 u sed it improp erly w hile 24.2 did not wear helmets. Age, gender,race, formal education, prior accident, experience and type of licence held were found to be signi?cantly related to the usage of crash helmet (Kulanthayan, et al. 2000). A rural study of crash helmet usage in Nigeria has found zero compliance rate (Owoaje, et al 2005). Apart from helmet usage, other studies on compliance with regulations such as Arosanyin (2007a) found compliance rate with driver licence at 57 among commercial motorcyclists in Ilorin, Nigeria. The non compliance was e stim ated at 43 . The main reas ons give n for not having driver’s licence were high cost of acquisition and weak enforcement. The same survey also found total compliance with the minimum age requirement and engine capacity. In terms of crash helmet the compliance rate was estimated at 13.5 due to weak enforcement (Arosanyin 2007b). Iribhogbe, et al. (2009) found among 996 commercial motorcyclists in Benin City, Nigeria that 26.5 had no driver licence while 73.5 had it. Only 27.2 5 of those who had licence actually took a road test before they were issued the licence. Incidences of under-aged drivers were also recorded as the minimum age found in the study was 16 years against the stipulated legal minimum of 18 years. Evidences of the use of motorcycles with lower capacity were found in the works of Oluwadiya, et al. (2009). The range of engine capacity was between 85cc and 125cc. In the study about 15 of the operators carry more than one passenger; and 96.5 were found not wearing safety helmet. 2. METHODOLOGY 2.1 Analytical T ool In examining the compliance rate of commercial motorcyclists in thi s paper, two bro ad analytical tools were employed. The first is descriptive statistics, which gives the percentage of those who complied with the provisions of the regulations. If the proportion of compliance and non-compliance are statistically adequate for categorical analysis, then the data are subjected to phi analysis (see Liebetrau 1983; Agresti 1996). The main analytical tool due to the categorical nature of the data is therefore the Phi coef?cient. The phi coefficient is a measure of the degree of association between two cate gorical variables, especially when the two variables are binary. Therefore, phi statistic is a chi-square based measure of association between two variables measured at nominal level. The phi computation in this paper relates to driver licence holding, Highway Code awareness and crash helmet usage. The independent variables used are age, educational status, marital status, household size, ownership status, type of motorcycle purchased, mode of operation and union membership. The square of the phi-coefficient gives a measure of Since phi-coef?cient has a known distribution, it is possible to compute its standard error and therefore determine its signi?cance. 2.2 Source of Data The data for this paper was sourced randomly from 334 c ommer cial m otorc yclis ts in Samar u, Za ria, w here the main campus of Ahmadu Bello University, Zaria is located. The main campus, 13km Northwest of Zaria City, is bounded on the north by the Kubani River. It covers a land area of over 21km 2 (2133 hectares). The camp us h as a pop ulat ion o f ab out 34 t hous and students and staff, excluding economic and social service providers. The population moves to various destinations on campus and to Samaru the host community in Zaria us- ing private transport and commercial motorcycles. Motor- cycle transport belongs to Class IV of the Classes of infor- mal transport mode (Cervero, 2000:24). The i nforma tion required for this study was obtained from primary data sourced through administration of carefully designed questionnaire, which was triangulated with observation and inspection. The Ahmadu Bello University Security Unit is respon- sible for regulating commercial motorcycle operation on campus. It gave the total population of registered motor - cycle operators on the campus as 716 at the time of the survey. The study chose the sample using simple random sampling technique. The procedure adopted was the use of odd-even number relying on their registered number. Fifty percent of the operators were sampled based on this procedure. The expected questionnaire was therefore 358. However only 334 were returned, which is about 47 per cent of the operators. The questionnaires were mostly administered personally to the operators, except few who collected and ?lled themselves. The difference in the ex - pected and actual was as a result of those who collected but failed to return. They were however not replaced, since over 93 per cent of the expected questionnaires were returned. 2.3 Data Measurement The data for this paper were measured categorically. Ever since it has been a public health concern based on the number and magnitude of persons killed and injured. Between 1960 through to 2006, a total of 969,618 road crashes were reported leading to a casualty figure of 1,159,642 persons distributed as 292,703 persons killed and 866,939 persons injured 1. The above figures of crashes and casualties are underestimation of the realities on Nigerian roads as it has been studied that there are high incidences of non- reporting and under recording of road crashes (see Arosanyin, 2004). The economic burden of road crashes is in the neighbourhood of 2.46 per cent of the Gross Domestic Product (GDP) using human capital costing method. This burden is more given that the estimate covers only casualty component only (see Arosanyin, 2008 for details). The category of vehicles and their proportion of involvement are shown in T able 1. 1 The data was sourced from the Nigeria Police and the Federal Road Safety Commission (FRSC).Adherence to road traffic regulations and codes of conduct as enshrined in the Highway Code reduces the risk of occurrence, but road users often ?out these crash prevention and impact mitigation rules. The traffic law enforcement agencies restore discipline by apprehending violators and applying sanctions based on the principles of the theory of deterrence. The Federal Road Safety Commission (FRSC) has 37 offence and penalty schedule. In some of the offences, no points are attached probably because they are institutional offences. Such offences are Hospital Rejecting Accident Victims (HRA V) and Inadequate Construction Warning sign (ICW). Source: FRSC, Abuja. The above ?gures on road traf?c offences apprehended provide indication on the level of non compliance to traffic rules in Nigeria.Section 22(8) made it an offence for an unlicensed person and a person below 18 years to drive a vehicle or ride a motorcycle on the highway (FRN, 2004: B192). The study found that no operation was below the stipulated minimum age of 18 years. About 91.8 of the operators were within the age bracket of 18 and 40 ye ars w hil e th e r es t f el l b et wee n th e a ge br ac ket s of 41 and 58 years. It therefore depicts a 100 percent or total compli ance. Only 72.4 p ercen t had l icense to rid e motorcycle, whether currently valid or expired, while only 27.6 percent did not have at all. In terms of currency or validity of driver license, only 88.7 of those who have license were found to be valid. The compliance rate for valid driver license holding is therefore estimated at 64.2 percent. Part IV of the 2004 Regulations deals with number plates in respect of commercial motorcycles. The speci?c requirements are in Part IV: Section 21(1and2a). Genera lly for a motorcycle, one number plate shall be ?xed in front and one at the rear with the plate hav ing white background but blue lettering for private; green lettering for the Federal, State and Local Government; black lettering for the Armed Forces, Paramilitary services; and red lettering for commercial (FRN, 2004: B189). The dimension of number pl ates for mo torcycle is 228.6mm by 101.6mm. It is an offence for any vehicle, private and commercial, not to have vehicle identi?cation number plates- Section 21(16) (FRN, 2004). In terms of number plate requirement, which is a secondary safety issue, s ince it has implications for database management and security, all surveyed operators were found to have registered number plates i.e. 100 percent or total compliance. Part VI: Section 41 of the regulations deals with the issues of use and construction of motorcycle (FRN 2004: B199). Section 41(a) stipulates the capacity of motorcycle for hire or rewards on any road to be between 100cubic capacity (cc) and 200cc. Section 41(1c) stipulates that the motorcycle shall carry only the rider and one passenger; Section 41(1d) states that the motorcycle shall not carry any other load on the tank in front of the rider or in betw een t he r ider and pass enge r; w hile Sect ion 41(1 e) stipulates that both the rider and the passenger shall wear safety crash helmet while on motion. In terms of motorcycle capacity measured in cubic centimetre (cc), all the motorcycles used by operators were found to be 100cc. High capacity motorcycles above 200cc were no t found. This may be attributed to cost of acqui sit ion an d i ts impli cat ion s o n r unn ing and maintenance cost. It shows 100 percent or total compliance with the provision of the law. The study also found that about 84 per cent of the operators did not use crash helmet while only 16 used it while riding their motorcycles. The compliance rate stood at 15.8 percent. The number of passenger stipulated by regulation for motorcycle in Nigeria is one. In 99.1 percent of the cases sampled, only one passenger was carried, while 0.9 carried two. A further retrospective inquiry into the number of passengers usually carried revealed that 55. 5 p erc ent of the op era tor s u sua lly ca rry mo re t han one passenger. This therefore makes the compliance rate to be 44.5 per cent using retrospective analysis. Evidence of motorcycles taking more than one passenger in contravention of the regulation is very common in the survey area given the fact that the area is an institutional town hosting several educational institutions, research institution, etc. The results of phi analysis of license holding, Highway Code awareness and helmet usage are shown in T able 4. The association too is weak and negative at -0.108. Union membership has a small percentage (1.1) imp ro vem en t i n p re dic ti ng High way Co de aw ar ene ss among commercial motorcyclists. Four factors were however found to be significant for helmet usage. They are educational status of operators, ownership type, mode of operation and union membership. Education and ownership had positive association of 0.184 and 0.12 2 res pecti vely, wh ile m ode o f ope ratio n and unio n membership has negative association of -0.124 and -0.142 respectively. Educational status has the highest predictive value of 3.4; f ollowed by both unio n membership (2.0) and mode of operation (1.54) while ownership type has the least at 1.49. What can be inferred from the overall results of the phi-coefficients is that there is no single factor that was found to be significant across the three cases. Mode of operation was found to be signi?cant in two of the three cases namely license holding and helmet usage but with different signs. Union membership was found to have a significant but negative association in two of the three cases namely, Highway Code awareness and helmet usage. They have consistently opposed some rules particularly crash helmet usage. They asked their membe rs not to wear it. In Nigeria, States where the law on crash helmet have been implemented are States with legislations on it, which reinforces the National Regulations and also where the State government is apolitical with respect to Commercial Motorcyclists Unions. 5. IMPLICA TIONS The results presented above have implications on road safety in Nigeria at three levels. One, driver licensing procedure is faulty. The fact that about 42 of the motorcyclists are not aware of the ex - istence of the Highway Code which is expected to guide their conduct on the road is indicative of the fact that they did not pass through the theory and practical test required for issuing driver license. The administration of driver license in Nigeria should be overhauled. No matter how good your licensing system may be, non adherence to guideline before certi?cation will jeopardise the intention. Most Vehicle Inspection Offices (VIO) in Nigeria has been reduced to revenue generation out?t instead of safety promotion and inspection agencies. Testing grounds and facilities for the conduct of theory and practical sessions before issuance of driver licenses are not longer available. These facilities should be built and put to use. The cur - rent reliance on licensed private driving schools for the certi?cation has just shifted the corruption from the public domain to the private sector, which are usually not moni- tored. These private schools are really not equipped for the training of motorcycle riders. The general overhauling of the licensing system should be done collectively by the responsible agencies such as the Federal Road Safety Commission (FRSC), State V ehicle Inspection Of?ces and the Licensed Private Driving Schools. Secondly, the results further confirm that traffic law enforcement is still below optimal. About 36 of the motorcyclists did not have a valid driver license; 84 did There should be impro vemen t in en force ment. T he Fed eral R oad Sa fety Commission (FRSC), State V ehicle Inspection Of?ce and the Nigeria Police should deplore patrol resources ef - fectively in order to ensure high compliance with traf?c regulations. The enforcement agencies should also flush out corrupt of?cers among them who collect bribes to cir - cumvent enforcement. Thirdly, there is the need to control the overbearing in?uence of the Okada Union. Some of the members even believe that they do not require driver license; do not see the need to wear helmet; etc. to operate. The members of this union are mostly members of one political party or another, who are crucial in determining winners of elec - tions. So most State governments who rely on them for support often turn their enforcement eye away from their unsafe attitudes. The State governments should enact laws on some of these safety issues to reinforce the National Regul ation s; an d also remai n apo litic al in deali ng wi th Okada unions. CONCLUSION The paper has shown that compliance with traffic regulations by commercial motorcyclists is mixed. While there is total compliance with some rules such as minimum age limit, motorcycle capacity and number plate, there are varying degrees of compliance with others, especially with respect to driver license holding, crash helmet usage, Highway Code awareness and number of passengers carried per trip. The paper suggests the overhauling of the driver licensing scheme and improved enforcement by the agencies concerned. The role of public enlightenment should be explored using the commercial motorcyclist union as a rallying point given the negative in?uence of unions on compliance issues. REFERENCES Agresti, Alan (1996). Introduction to categorical data analysis. New Y ork: John Wiley and Sons. Arosanyin, G.T. (2004). Road Accident Data Problems in Ni - geria: An Agenda for Reform. Indian Journal of Transport Management, 28 (4), 478-504. Arosanyin, G.T (2007a). Are Okada Operators Licensed to Ride in Nigeria. A Preliminary Finding. In: Proceedings of 14 th Road Safety on Four Continent, Bangkok, Thailand 14-16 November, 2007. LinKong: VTI, Sweden, 1 179-1248. Arosanyin, G.T. (2007b). Commercial Motorcycles and Number Plates in Nigeria. A Preliminary Investigation. Journal of Logistic and Transport, 1 (1), 96-104. Accident Analysis and Preven - tion, 12 (3), 213-216. Assum, T. (1986). Deterrent Effects of Imprisonment and Fines for Driving while Impaired. Paper presented at the 10 th International Conference on Alcohol, Drugs and Traffic Safety, Amsterdam: The Netherlands. Bailey, J. P. M. (1991). An Evaluation of Community and Re - gional P rogrammes for the Control of Drink Driving Ac - cidents in New Zealand. Int ernat iona l Med ical A dviso ry Group Conference. Gold Coast, Australia, October 2, 1991. In: Proceedings of Road Safety and Traf?c Environment in Europe, Gothenburg, Sweden September, 26-28, 1990 VTI rapport; 365A, 122-145. Dingle, V. (1985). Deterring Traf?c Offenders through License Actions and License Administration Procedures. In: P ro - ceedings of the International Conference on the Prevention of Traf?c Crime, Riyadh, Kingdom of Saudi-Arabia, 72-86. Elvik, R and V aa, T (2004). The Handbook of Road Safety Meas- ures. Amsterdam: Elsevier Science. European Commission (EC) (2003). Saving 20,000 Lives on Our Roads: A Shared Responsibility. Luxembourg: Of?ce for the Of?cial Publications of the European Communities. Evans, L. (1991). Traf?c Safety and the Drivers. Journal of Safety Research, 17, 143-154. Federal Republic of Nigeria (FRN) (2004). National Road Traf- ?c Regulation 2004. Lagos. The Federal Government Press. Federal Republic of Nigeria (FRN)( 2008). Nigeria Highway Code. Abuja: Federal Road Safety Commission. Goodman, L. A. and W. H. Kruskal, W.H. (1972). Measures of Association for Cross-Classification IV. Journal of the American Statistical Association, 67, 415-421. Pre-hospital and Disaster Medicine, 24 (4), 356-359. Kulanthayan, S., Radin Umar, R. S. et al. (2000). Compliance of Proper Safety Helmet Usage in Motorcyclists. Med. J. Ma- laysia, 55 (1), 40-44. Liebetrau, A. M. (1983). Measures of Association.W ashington DC.: NHTSA. NHTSA (1996). The Crash Outcome Data Evaluation System (CODES). Technical Report. DOT HS 808338 Washington D C: NHTSA. Oluwadiya, K.S., Kolawole, I.K., Adegbehingbe, O.O., Olasinde, A.A., Agodirin,O and Uwaezuoke,S.C.(2009). Motorcycle Crash Characteristics in Nigeria: Implication for Control. Home Of?ce Research Study: 121. Ministry of Transportation of Ontario, Canada. Rosenberg, M. (1968). The Logic of Survey Analysis. Meth- od to Evaluate the Effectiveness of Safety Belt Use by the Rear Passengers on the Injury Severity of Front Seat Pas - sengers. Accident Analysis and Prevention, 37, 5-17. Journal of Behaviour Modi?cation, 49 (2), 102-1 17. World Health Organization (WHO) (2011). G loba l Pl an for the Decade of Action for Road Safety 2011-2020. Geneva: WHO. Zaal, D. (1994). Traf?c Law Enforcement; A Review of the Lit - erature. Report No 53 Clayton, Victoria: Monash University Accident Research Centre. Road crashes started in Lagos, Nigeria in 1906. Ever since, it has been a major killer in Nigeria (Tunde, et al., 2012). The attempt to reduce the number and severity of road crashes necessitated the formulation of road traffic regulations to guide operation, conduct and other issues relating to the road and the road users... There are various categories of road users ranging from vehicle owners, motorcyclists, cyclists, tricyclists and pedestrians. The use of motorcycles for commuting passengers gained accelerated momentum in Nigeria after the economic recession of the early 1980s (Tunde et al., 2012). The study will add knowledge on understanding what rules and regulation risk factors contribute to the occurrence of road traffic accidents and related injuries in a restricted risk area in Minna metropolis.. Analysis of the Extent of Red Light Running in Minna, North-Central Nigeria Article Full-text available Nov 2017 Samuel Medayese Mohammed Tauheed Alfa Abd'Razack Nelson FAITH O.