Analysis of Road Transport Dynamics in Gombe City, Gombe State, NigeriaAJSERJournal
Road transportation, particularly in developing world continuous to be among the crucial factors of global
change in the 21st century affecting the physical dimension of cities. As such, the paper examines the road transport
development in Gombe city. In order to achieve the objectives of this research, road maps of Gombe metropolis of
1996, 2005 and 2014 were acquired to determine the changes in road network development using alpha, beta and
gamma indices and 282 copies of questionnaire were distributed to assess the effects of road transport development on
commercial activities in the study area. The results of the computation of gamma: 56.9%, 57.9% and 60.0%, beta: 1.61,
1.70 and 1.80 and alpha 31.3%, 35.3% and 38.9% indices indicated that there is a significant increase in road
connectivity in Gombe metropolis from 1996 through the 2005 to 2014. Further results revealed 95% of the
respondents indicated that improvement in road network affects movement and economic activities in many ways
which include: provision of access to commercial outfits which bring about profit by locating along major roads,
junctions and roundabouts which in turn result to increase in income, improvement in standard of living and reduction
in poverty. It is therefore, concluded that road transport development dictate the pattern of urban commercial outfits
and also affects commercial activities positively. The study discovered the importance of road transport infrastructure
to the improvement of commercial activities in the study area. It is consequently, recommended that more roads should
be constructed, renovated and dualyzed in order to improve and diversify the commercial nature of Gombe metropolis.
The study further exposed that urban roads are given more priority in Gombe State. Thus, recommended that rural
roads should be improved to harness the economic potentials in the state at large.
Road Accident Analysis and Prevention in Nigeria: Experimental and Numerical ...IJASRD Journal
This paper empirically analysed road accident and its prevention in Nigeria. Data for road traffic crashes trend was sourced from Federal Road Safety Corps in Nigeria from 1960 - 2017. The data was tested for stationarity using Augmented Dickey Fuller (ADF) test, while the co-integration was conducted using Johansen’s methodology. Least Square estimate was employed for the empirical analysis. The results show that there is long run equilibrium relationship between total number of casualties, total number of fatal cases and total number of minor cases of accidents in Nigeria. The results show that there is positive and significant relationship between fatal cases, severe cases and total number of casualties, while minor cases have negative and significant relationship with total number of casualties. The study therefore recommends that government should invest massively in road transportation infrastructure in order to repair dilapidated roads, expand narrow roads and construct new ones. Government should legislate and enforce installation of speed limit devices for all vehicles operating on Nigerian roads to reduce reckless speeding on the highways which will definitely reduce total number of accidents and casualties on Nigerian roads.
Analysis of Road Transport Dynamics in Gombe City, Gombe State, NigeriaAJSERJournal
Road transportation, particularly in developing world continuous to be among the crucial factors of global
change in the 21st century affecting the physical dimension of cities. As such, the paper examines the road transport
development in Gombe city. In order to achieve the objectives of this research, road maps of Gombe metropolis of
1996, 2005 and 2014 were acquired to determine the changes in road network development using alpha, beta and
gamma indices and 282 copies of questionnaire were distributed to assess the effects of road transport development on
commercial activities in the study area. The results of the computation of gamma: 56.9%, 57.9% and 60.0%, beta: 1.61,
1.70 and 1.80 and alpha 31.3%, 35.3% and 38.9% indices indicated that there is a significant increase in road
connectivity in Gombe metropolis from 1996 through the 2005 to 2014. Further results revealed 95% of the
respondents indicated that improvement in road network affects movement and economic activities in many ways
which include: provision of access to commercial outfits which bring about profit by locating along major roads,
junctions and roundabouts which in turn result to increase in income, improvement in standard of living and reduction
in poverty. It is therefore, concluded that road transport development dictate the pattern of urban commercial outfits
and also affects commercial activities positively. The study discovered the importance of road transport infrastructure
to the improvement of commercial activities in the study area. It is consequently, recommended that more roads should
be constructed, renovated and dualyzed in order to improve and diversify the commercial nature of Gombe metropolis.
The study further exposed that urban roads are given more priority in Gombe State. Thus, recommended that rural
roads should be improved to harness the economic potentials in the state at large.
Road Accident Analysis and Prevention in Nigeria: Experimental and Numerical ...IJASRD Journal
This paper empirically analysed road accident and its prevention in Nigeria. Data for road traffic crashes trend was sourced from Federal Road Safety Corps in Nigeria from 1960 - 2017. The data was tested for stationarity using Augmented Dickey Fuller (ADF) test, while the co-integration was conducted using Johansen’s methodology. Least Square estimate was employed for the empirical analysis. The results show that there is long run equilibrium relationship between total number of casualties, total number of fatal cases and total number of minor cases of accidents in Nigeria. The results show that there is positive and significant relationship between fatal cases, severe cases and total number of casualties, while minor cases have negative and significant relationship with total number of casualties. The study therefore recommends that government should invest massively in road transportation infrastructure in order to repair dilapidated roads, expand narrow roads and construct new ones. Government should legislate and enforce installation of speed limit devices for all vehicles operating on Nigerian roads to reduce reckless speeding on the highways which will definitely reduce total number of accidents and casualties on Nigerian roads.
The study investigated the nature and direction of causality among road transport infrastructure development, economic growth and poverty level in Nigeria. These were with the view to providing information on the extent to which road infrastructure development influence economic growth and poverty reduction in Nigeria. The study used secondary source of data collection of annual time series data from 1980 to 2012 and VECM techniques was adopted. The findings showed that, road transport infrastructure development and economic growth were the sources of poverty reduction in the long run (F = 5.7, p>0.05) and that poverty reduction and economic growth could influence one another in the short run (F= 3.0, p>10). Therefore, the study concluded that road transport infrastructure development and economic growth could be seen as useful policy as it has the potential to contribute to the pace of poverty alleviation and vice-versa in the Nigerian economy.
Abstract: The study investigated the nature and direction of causality among road transport infrastructure development, economic growth and poverty level in Nigeria. These were with the view to providing information on the extent to which road infrastructure development influence economic growth and poverty reduction in Nigeria. The study used secondary source of data collection of annual time series data from 1980 to 2012 and VECM techniques was adopted. The findings showed that, road transport infrastructure development and economic growth were the sources of poverty reduction in the long run (F = 5.7, p>0.05) and that poverty reduction and economic growth could influence one another in the short run (F= 3.0, p>10). Therefore, the study concluded that road transport infrastructure development and economic growth could be seen as useful policy as it has the potential to contribute to the pace of poverty alleviation and vice-versa in the Nigerian economy.
A Review of Strategies to Promote Road Safety in Rich Developing Countries: t...IJERA Editor
Road safety policies, strategies and action plans, along with trends in road traffic injuries (RTIs) in the oil-rich Gulf Cooperative Council (GCC) countries were examined to appraise their road safety work with an overall objective of identifying key measures and initiatives that would reduce RTA and their resulting consequences in these countries. Data on RTIs was obtained from police and from vital statistics and was analyzed. Research papers, policy documents, and strategies, obtained from relevant stakeholders in the six GCC countries, were reviewed and discussed. Traffic Safety Programs and action plans, which were the most fundamental documents in the development of the GCC countries’ road safety policies and strategies, were reviewed. Policy documents on road safety and traffic related issues were searched on the websites of related authorities. Published research on road safety in GCC countries was searched using available databases. Analysis of accident data shows that the fatality rates in all the GCC countries are much higher than developed countries with good safety records. The six administrations started the fundamental traffic safety programs to combat the increase in RTIs, with some succeeding in reducing RTI rates by implementing vast road safety improvements. However, RTIs increased again mainly because of increasing traffic volume and high-risk driving behavior. Developing and implementing national road safety strategies in some GCC countries was successful in reducing the RTI rates. The road safety situation in the six GCC countries was assessed showing high crash and fatality rates compared to developed countries. Most GCC countries still suffer from sustainable increase in traffic crashes despite the efforts to reduce their magnitude and severity. Some of these countries have developed and implemented national road safety strategies, while countries like Oman still need to develop such a long-term strategy. Following the review of the current progress in road safety initiatives developed or implemented, it is apparent that there is still considerable room for improvement. In view of the fact that the oil-rich GCC countries have similar economic, social, and political background, a number of specific areas of action common to all countries were identified to achieve a safer road environment in the studied countries.
A Review of Strategies to Promote Road Safety in Rich Developing Countries: t...IJERA Editor
Road safety policies, strategies and action plans, along with trends in road traffic injuries (RTIs) in the oil-rich Gulf Cooperative Council (GCC) countries were examined to appraise their road safety work with an overall objective of identifying key measures and initiatives that would reduce RTA and their resulting consequences in these countries. Data on RTIs was obtained from police and from vital statistics and was analyzed. Research papers, policy documents, and strategies, obtained from relevant stakeholders in the six GCC countries, were reviewed and discussed. Traffic Safety Programs and action plans, which were the most fundamental documents in the development of the GCC countries’ road safety policies and strategies, were reviewed. Policy documents on road safety and traffic related issues were searched on the websites of related authorities. Published research on road safety in GCC countries was searched using available databases. Analysis of accident data shows that the fatality rates in all the GCC countries are much higher than developed countries with good safety records. The six administrations started the fundamental traffic safety programs to combat the increase in RTIs, with some succeeding in reducing RTI rates by implementing vast road safety improvements. However, RTIs increased again mainly because of increasing traffic volume and high-risk driving behavior. Developing and implementing national road safety strategies in some GCC countries was successful in reducing the RTI rates. The road safety situation in the six GCC countries was assessed showing high crash and fatality rates compared to developed countries. Most GCC countries still suffer from sustainable increase in traffic crashes despite the efforts to reduce their magnitude and severity. Some of these countries have developed and implemented national road safety strategies, while countries like Oman still need to develop such a long-term strategy. Following the review of the current progress in road safety initiatives developed or implemented, it is apparent that there is still considerable room for improvement. In view of the fact that the oil-rich GCC countries have similar economic, social, and political background, a number of specific areas of action common to all countries were identified to achieve a safer road environment in the studied countries
Towards Smart Cities Development: A Study of Public Transport System and Traf...sarfraznawaz
Increasing number of privately owned vehicles are depicting Malaysians preferred mode of mobility and lack of interest in the public transport system. In most developing countries such as Malaysia, motorized vehicles are the major contributors to air pollution in urban zones. Air pollution is a silent killer as it infiltrates the vital organs, leading to serious diseases and death. This research critically analyses the emissions of air pollutants such as CO, NO2, SO2, hydrocarbon, and PM from various sources in Malaysia with emphasis mainly on the emission of pollutants from motor vehicles. This research also discusses the public transport initiatives undertaken by the government of Malaysia such as enhancing the bus and rail system, transforming Malaysia’s taxi system, managing travel demand and enhancing the integration of urban public transport system. Furthermore, considering the smart cities initiatives, this research identified that weather, safety, security and inappropriate infrastructure are major barriers in Malaysia’s move towards the implementation of smart and eco-friendly mobility practices such as cycling, carpooling and car sharing.
International Journal of Humanities and Social Science Invention (IJHSSI)inventionjournals
International Journal of Humanities and Social Science Invention (IJHSSI) is an international journal intended for professionals and researchers in all fields of Humanities and Social Science. IJHSSI publishes research articles and reviews within the whole field Humanities and Social Science, new teaching methods, assessment, validation and the impact of new technologies and it will continue to provide information on the latest trends and developments in this ever-expanding subject. The publications of papers are selected through double peer reviewed to ensure originality, relevance, and readability. The articles published in our journal can be accessed online
Nowadays, road crashes become a growing worldwide problem and result in around 1 million deaths now occurs in developing countries. Huge economic losses are now being incurred annually in the ASEAN countries as a direct result of road crashes and the most recent research suggests annual losses across the region are now in excess of US dollar 14 billion per year (around 2.1% of annual GDP of ASEAN region). In Myanmar, thousands of healthy lives are lost by road accidents comparing with other ASEAN countries. A research was conducted on a section of Pyay road with its high-accident locations to study and evaluate the cause of its frequent accidents. Initial study indicated that most of the accidents were attributed to human elements. This was included by the fact that a high percentage of accident was caused by the collision of moving vehicle and pedestrian. Identifying and removing hazardous spots to improve road safety will primarily requires well documented record on those roads with high-accident locations. These data base can inform to urban transport planner for road safety improvement. Kyaing"Road Accident Study on Some Areas in Yangon" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-2 | Issue-5 , August 2018, URL: http://www.ijtsrd.com/papers/ijtsrd15944.pdf http://www.ijtsrd.com/engineering/civil-engineering/15944/road-accident-study-on-some-areas-in-yangon/kyaing
Analysis of Traffic Law Violations and Traffic Accidents with their Enforceme...AI Publications
More than about 1.24 million of people killed each year due to road traffic crashes worldwide. Out of these deaths, more than one fifth occur among pedestrians Promoting the level of road traffic law enforcement plays a great role in reducing traffic crashes. For assessing of traffic law enforcement, the registered data of traffic violation for the years 2015-2017 were taken from the Traffic Police Department to describe the activities of traffic police personnel in enforcing traffic laws. The violations were categorized into four groups: -those related to driving, vehicle, parking and others, and Traffic Law Enforcement into safety and other traffic law enforcement activities. The types of vehicles involved in the violations were categorized as cars, small load vehicles, motor-cycles, Bajaj and other. Traffic Police had registered a total of 77 traffic-law violation in the year 2015,65 in the year 2016, and 86 in the year 2017. Driving violation was the highest registered violation in the three years, and it was slightly higher in 2017. The categories of cars and small load vehicles were the highest registered vehicles in number of violations with in the three years. For motorized two wheeler vehicles the highest number of registered violation in the three years were the one that related to driving. Out of all vehicle related and other violations were registered more commonly for cars in 2015 and 2016 respectively. From the registered violations, parking related violation was occurred only in 2017. The safety related traffic law enforcement was 89.96 % of the total traffic law enforcement activity.
The implementation of government subsidies and tax incentives to enhance the ...Fardeen Ahmed
In this research paper (a riview of literature), I illustrated the effect of government subsidies and tax incentives to accelerate the overall sales and production of Electric vehicle (EVs) in Bangladesh. I would like to thank my professor Gamal Atallah, who is an Associate Professor at the Economics department of University of Ottawa, for guiding me throughout the semester to complete this paper.
Car Effect On Human Daily LifeJiaheng Li (He.docxwendolynhalbert
Car Effect On Human Daily Life
Jiaheng Li (Henry)
Student number:227406
Instructor: Nikole Pascetta
Running Head: CAR EFFECT1
CAR EFFECT8
York University
Car Effect On Human Daily Life
Introduction
The number of cars worldwide exceeded one billion in the year 2010 according to wardsauto.com. This means that more people prefer to use cars when travelling or moving around. More cars are being manufactured and there are improvements as technology continues to advance. A professor of History explains the history of gasoline powered vehicles in the online article ‘The Automobile and the Environment in American History.’ The article notes that the first gasoline powered car was manufactured in Germany in the year 1886 (Melosi, n.d.). Professor Melosi adds that these vehicles gained popularity over vehicles powered by steam and electricity because gasoline was easily available. The History professor lists the changes made to the vehicles which are; the designs, the size, the weight, and how powerful the engines are. A report on world’s auto industry indicates that in in 1970, the number of cars reached two hundred and fifty million (Sousanis, 2011). The report adds that 1986, the number of cars reached 500 million, in 2009, cars totaled 980 million, while in 2010, the number of cars exceeded one billion. This growth shows that more and more cars will be in use as years go by. There are advantages as well as disadvantages to increased use of cars which need to be carefully addressed as they affect human daily life. Although cars are important to human life, increased use causes traffic congestion which affects the economy, and human health.
The Advantages of Cars and the Future of Cars
Cars are a major part of life, they bring many advantages and make life easier. Two major advantages of using cars are; transport and speed. According to three researchers who focus on improving urban mobility, these has been a significant change in the transport sector as more people own private vehicles (Almeida, Silva & Leite, 2017, p. 32). Almeida and his two research colleagues add that the increased use of private cars has resulted in greater accessibility. Crane, Ecola, Hassel and Nataraj (2012) note that today, cars have become affordable and as a result, they provide mobility which helps people shop for groceries, go to school, attend religious institutions, and vacation (p. 19). Therefore, mobility and accessibility provided by cars has made movement easier, freer, and faster. All in all, this makes daily life better.
Cars offer us both positive and negative effects. The positive effects are experiences arising from a reverse of the disadvantages of the use of cars. According to Abelsohn, Bray, Vakil and Elliott (2005), there has been an increase in the use of cars and as a result, there is “a corresponding increase in smog, air pollution, fatalities and the related health affects” (p. 6). This means is that if there are no cars, the quality of daily hum ...
CHARACTERIZING HAZARDOUS ROAD LOCATIONS AND BLACK SPOTS ON ROUTE N8 (DHAKA-BA...Fayaz Uddin
Road traffic accidents and corresponding causality are the most concerning issues in the transportation sector of a developing
country like Bangladesh where road crashes are remarkably high. According to police reported road traffic accident database,
every year about 2800 or more accidents occur in Bangladesh. This research analyzes the various accident data from year 2007
to 2012 using Microcomputer Accident Analysis Package (MAAP5) software in route N8 (Dhaka – Mawa – Barisal – Patuakhali
National Highway) in Bangladesh. This research reveals accident prone locations which are commonly termed as black spot and
Hazardous Road location (HRL) on the route N8 followed by establishing maps by Geographic Information System (GIS). Headon,
rear-end, overturning, side-swipe and hit-pedestrian are the most dominant types of accidents. Analysis shows that maximum
number of accidents occurred in fair weather in route N8. The result clearly indicates that buses contribute mostly in the
accidents.
The study investigated the nature and direction of causality among road transport infrastructure development, economic growth and poverty level in Nigeria. These were with the view to providing information on the extent to which road infrastructure development influence economic growth and poverty reduction in Nigeria. The study used secondary source of data collection of annual time series data from 1980 to 2012 and VECM techniques was adopted. The findings showed that, road transport infrastructure development and economic growth were the sources of poverty reduction in the long run (F = 5.7, p>0.05) and that poverty reduction and economic growth could influence one another in the short run (F= 3.0, p>10). Therefore, the study concluded that road transport infrastructure development and economic growth could be seen as useful policy as it has the potential to contribute to the pace of poverty alleviation and vice-versa in the Nigerian economy.
Abstract: The study investigated the nature and direction of causality among road transport infrastructure development, economic growth and poverty level in Nigeria. These were with the view to providing information on the extent to which road infrastructure development influence economic growth and poverty reduction in Nigeria. The study used secondary source of data collection of annual time series data from 1980 to 2012 and VECM techniques was adopted. The findings showed that, road transport infrastructure development and economic growth were the sources of poverty reduction in the long run (F = 5.7, p>0.05) and that poverty reduction and economic growth could influence one another in the short run (F= 3.0, p>10). Therefore, the study concluded that road transport infrastructure development and economic growth could be seen as useful policy as it has the potential to contribute to the pace of poverty alleviation and vice-versa in the Nigerian economy.
A Review of Strategies to Promote Road Safety in Rich Developing Countries: t...IJERA Editor
Road safety policies, strategies and action plans, along with trends in road traffic injuries (RTIs) in the oil-rich Gulf Cooperative Council (GCC) countries were examined to appraise their road safety work with an overall objective of identifying key measures and initiatives that would reduce RTA and their resulting consequences in these countries. Data on RTIs was obtained from police and from vital statistics and was analyzed. Research papers, policy documents, and strategies, obtained from relevant stakeholders in the six GCC countries, were reviewed and discussed. Traffic Safety Programs and action plans, which were the most fundamental documents in the development of the GCC countries’ road safety policies and strategies, were reviewed. Policy documents on road safety and traffic related issues were searched on the websites of related authorities. Published research on road safety in GCC countries was searched using available databases. Analysis of accident data shows that the fatality rates in all the GCC countries are much higher than developed countries with good safety records. The six administrations started the fundamental traffic safety programs to combat the increase in RTIs, with some succeeding in reducing RTI rates by implementing vast road safety improvements. However, RTIs increased again mainly because of increasing traffic volume and high-risk driving behavior. Developing and implementing national road safety strategies in some GCC countries was successful in reducing the RTI rates. The road safety situation in the six GCC countries was assessed showing high crash and fatality rates compared to developed countries. Most GCC countries still suffer from sustainable increase in traffic crashes despite the efforts to reduce their magnitude and severity. Some of these countries have developed and implemented national road safety strategies, while countries like Oman still need to develop such a long-term strategy. Following the review of the current progress in road safety initiatives developed or implemented, it is apparent that there is still considerable room for improvement. In view of the fact that the oil-rich GCC countries have similar economic, social, and political background, a number of specific areas of action common to all countries were identified to achieve a safer road environment in the studied countries.
A Review of Strategies to Promote Road Safety in Rich Developing Countries: t...IJERA Editor
Road safety policies, strategies and action plans, along with trends in road traffic injuries (RTIs) in the oil-rich Gulf Cooperative Council (GCC) countries were examined to appraise their road safety work with an overall objective of identifying key measures and initiatives that would reduce RTA and their resulting consequences in these countries. Data on RTIs was obtained from police and from vital statistics and was analyzed. Research papers, policy documents, and strategies, obtained from relevant stakeholders in the six GCC countries, were reviewed and discussed. Traffic Safety Programs and action plans, which were the most fundamental documents in the development of the GCC countries’ road safety policies and strategies, were reviewed. Policy documents on road safety and traffic related issues were searched on the websites of related authorities. Published research on road safety in GCC countries was searched using available databases. Analysis of accident data shows that the fatality rates in all the GCC countries are much higher than developed countries with good safety records. The six administrations started the fundamental traffic safety programs to combat the increase in RTIs, with some succeeding in reducing RTI rates by implementing vast road safety improvements. However, RTIs increased again mainly because of increasing traffic volume and high-risk driving behavior. Developing and implementing national road safety strategies in some GCC countries was successful in reducing the RTI rates. The road safety situation in the six GCC countries was assessed showing high crash and fatality rates compared to developed countries. Most GCC countries still suffer from sustainable increase in traffic crashes despite the efforts to reduce their magnitude and severity. Some of these countries have developed and implemented national road safety strategies, while countries like Oman still need to develop such a long-term strategy. Following the review of the current progress in road safety initiatives developed or implemented, it is apparent that there is still considerable room for improvement. In view of the fact that the oil-rich GCC countries have similar economic, social, and political background, a number of specific areas of action common to all countries were identified to achieve a safer road environment in the studied countries
Towards Smart Cities Development: A Study of Public Transport System and Traf...sarfraznawaz
Increasing number of privately owned vehicles are depicting Malaysians preferred mode of mobility and lack of interest in the public transport system. In most developing countries such as Malaysia, motorized vehicles are the major contributors to air pollution in urban zones. Air pollution is a silent killer as it infiltrates the vital organs, leading to serious diseases and death. This research critically analyses the emissions of air pollutants such as CO, NO2, SO2, hydrocarbon, and PM from various sources in Malaysia with emphasis mainly on the emission of pollutants from motor vehicles. This research also discusses the public transport initiatives undertaken by the government of Malaysia such as enhancing the bus and rail system, transforming Malaysia’s taxi system, managing travel demand and enhancing the integration of urban public transport system. Furthermore, considering the smart cities initiatives, this research identified that weather, safety, security and inappropriate infrastructure are major barriers in Malaysia’s move towards the implementation of smart and eco-friendly mobility practices such as cycling, carpooling and car sharing.
International Journal of Humanities and Social Science Invention (IJHSSI)inventionjournals
International Journal of Humanities and Social Science Invention (IJHSSI) is an international journal intended for professionals and researchers in all fields of Humanities and Social Science. IJHSSI publishes research articles and reviews within the whole field Humanities and Social Science, new teaching methods, assessment, validation and the impact of new technologies and it will continue to provide information on the latest trends and developments in this ever-expanding subject. The publications of papers are selected through double peer reviewed to ensure originality, relevance, and readability. The articles published in our journal can be accessed online
Nowadays, road crashes become a growing worldwide problem and result in around 1 million deaths now occurs in developing countries. Huge economic losses are now being incurred annually in the ASEAN countries as a direct result of road crashes and the most recent research suggests annual losses across the region are now in excess of US dollar 14 billion per year (around 2.1% of annual GDP of ASEAN region). In Myanmar, thousands of healthy lives are lost by road accidents comparing with other ASEAN countries. A research was conducted on a section of Pyay road with its high-accident locations to study and evaluate the cause of its frequent accidents. Initial study indicated that most of the accidents were attributed to human elements. This was included by the fact that a high percentage of accident was caused by the collision of moving vehicle and pedestrian. Identifying and removing hazardous spots to improve road safety will primarily requires well documented record on those roads with high-accident locations. These data base can inform to urban transport planner for road safety improvement. Kyaing"Road Accident Study on Some Areas in Yangon" Published in International Journal of Trend in Scientific Research and Development (ijtsrd), ISSN: 2456-6470, Volume-2 | Issue-5 , August 2018, URL: http://www.ijtsrd.com/papers/ijtsrd15944.pdf http://www.ijtsrd.com/engineering/civil-engineering/15944/road-accident-study-on-some-areas-in-yangon/kyaing
Analysis of Traffic Law Violations and Traffic Accidents with their Enforceme...AI Publications
More than about 1.24 million of people killed each year due to road traffic crashes worldwide. Out of these deaths, more than one fifth occur among pedestrians Promoting the level of road traffic law enforcement plays a great role in reducing traffic crashes. For assessing of traffic law enforcement, the registered data of traffic violation for the years 2015-2017 were taken from the Traffic Police Department to describe the activities of traffic police personnel in enforcing traffic laws. The violations were categorized into four groups: -those related to driving, vehicle, parking and others, and Traffic Law Enforcement into safety and other traffic law enforcement activities. The types of vehicles involved in the violations were categorized as cars, small load vehicles, motor-cycles, Bajaj and other. Traffic Police had registered a total of 77 traffic-law violation in the year 2015,65 in the year 2016, and 86 in the year 2017. Driving violation was the highest registered violation in the three years, and it was slightly higher in 2017. The categories of cars and small load vehicles were the highest registered vehicles in number of violations with in the three years. For motorized two wheeler vehicles the highest number of registered violation in the three years were the one that related to driving. Out of all vehicle related and other violations were registered more commonly for cars in 2015 and 2016 respectively. From the registered violations, parking related violation was occurred only in 2017. The safety related traffic law enforcement was 89.96 % of the total traffic law enforcement activity.
The implementation of government subsidies and tax incentives to enhance the ...Fardeen Ahmed
In this research paper (a riview of literature), I illustrated the effect of government subsidies and tax incentives to accelerate the overall sales and production of Electric vehicle (EVs) in Bangladesh. I would like to thank my professor Gamal Atallah, who is an Associate Professor at the Economics department of University of Ottawa, for guiding me throughout the semester to complete this paper.
Car Effect On Human Daily LifeJiaheng Li (He.docxwendolynhalbert
Car Effect On Human Daily Life
Jiaheng Li (Henry)
Student number:227406
Instructor: Nikole Pascetta
Running Head: CAR EFFECT1
CAR EFFECT8
York University
Car Effect On Human Daily Life
Introduction
The number of cars worldwide exceeded one billion in the year 2010 according to wardsauto.com. This means that more people prefer to use cars when travelling or moving around. More cars are being manufactured and there are improvements as technology continues to advance. A professor of History explains the history of gasoline powered vehicles in the online article ‘The Automobile and the Environment in American History.’ The article notes that the first gasoline powered car was manufactured in Germany in the year 1886 (Melosi, n.d.). Professor Melosi adds that these vehicles gained popularity over vehicles powered by steam and electricity because gasoline was easily available. The History professor lists the changes made to the vehicles which are; the designs, the size, the weight, and how powerful the engines are. A report on world’s auto industry indicates that in in 1970, the number of cars reached two hundred and fifty million (Sousanis, 2011). The report adds that 1986, the number of cars reached 500 million, in 2009, cars totaled 980 million, while in 2010, the number of cars exceeded one billion. This growth shows that more and more cars will be in use as years go by. There are advantages as well as disadvantages to increased use of cars which need to be carefully addressed as they affect human daily life. Although cars are important to human life, increased use causes traffic congestion which affects the economy, and human health.
The Advantages of Cars and the Future of Cars
Cars are a major part of life, they bring many advantages and make life easier. Two major advantages of using cars are; transport and speed. According to three researchers who focus on improving urban mobility, these has been a significant change in the transport sector as more people own private vehicles (Almeida, Silva & Leite, 2017, p. 32). Almeida and his two research colleagues add that the increased use of private cars has resulted in greater accessibility. Crane, Ecola, Hassel and Nataraj (2012) note that today, cars have become affordable and as a result, they provide mobility which helps people shop for groceries, go to school, attend religious institutions, and vacation (p. 19). Therefore, mobility and accessibility provided by cars has made movement easier, freer, and faster. All in all, this makes daily life better.
Cars offer us both positive and negative effects. The positive effects are experiences arising from a reverse of the disadvantages of the use of cars. According to Abelsohn, Bray, Vakil and Elliott (2005), there has been an increase in the use of cars and as a result, there is “a corresponding increase in smog, air pollution, fatalities and the related health affects” (p. 6). This means is that if there are no cars, the quality of daily hum ...
CHARACTERIZING HAZARDOUS ROAD LOCATIONS AND BLACK SPOTS ON ROUTE N8 (DHAKA-BA...Fayaz Uddin
Road traffic accidents and corresponding causality are the most concerning issues in the transportation sector of a developing
country like Bangladesh where road crashes are remarkably high. According to police reported road traffic accident database,
every year about 2800 or more accidents occur in Bangladesh. This research analyzes the various accident data from year 2007
to 2012 using Microcomputer Accident Analysis Package (MAAP5) software in route N8 (Dhaka – Mawa – Barisal – Patuakhali
National Highway) in Bangladesh. This research reveals accident prone locations which are commonly termed as black spot and
Hazardous Road location (HRL) on the route N8 followed by establishing maps by Geographic Information System (GIS). Headon,
rear-end, overturning, side-swipe and hit-pedestrian are the most dominant types of accidents. Analysis shows that maximum
number of accidents occurred in fair weather in route N8. The result clearly indicates that buses contribute mostly in the
accidents.
Palestine last event orientationfvgnh .pptxRaedMohamed3
An EFL lesson about the current events in Palestine. It is intended to be for intermediate students who wish to increase their listening skills through a short lesson in power point.
Embracing GenAI - A Strategic ImperativePeter Windle
Artificial Intelligence (AI) technologies such as Generative AI, Image Generators and Large Language Models have had a dramatic impact on teaching, learning and assessment over the past 18 months. The most immediate threat AI posed was to Academic Integrity with Higher Education Institutes (HEIs) focusing their efforts on combating the use of GenAI in assessment. Guidelines were developed for staff and students, policies put in place too. Innovative educators have forged paths in the use of Generative AI for teaching, learning and assessments leading to pockets of transformation springing up across HEIs, often with little or no top-down guidance, support or direction.
This Gasta posits a strategic approach to integrating AI into HEIs to prepare staff, students and the curriculum for an evolving world and workplace. We will highlight the advantages of working with these technologies beyond the realm of teaching, learning and assessment by considering prompt engineering skills, industry impact, curriculum changes, and the need for staff upskilling. In contrast, not engaging strategically with Generative AI poses risks, including falling behind peers, missed opportunities and failing to ensure our graduates remain employable. The rapid evolution of AI technologies necessitates a proactive and strategic approach if we are to remain relevant.
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A Strategic Approach: GenAI in EducationPeter Windle
Artificial Intelligence (AI) technologies such as Generative AI, Image Generators and Large Language Models have had a dramatic impact on teaching, learning and assessment over the past 18 months. The most immediate threat AI posed was to Academic Integrity with Higher Education Institutes (HEIs) focusing their efforts on combating the use of GenAI in assessment. Guidelines were developed for staff and students, policies put in place too. Innovative educators have forged paths in the use of Generative AI for teaching, learning and assessments leading to pockets of transformation springing up across HEIs, often with little or no top-down guidance, support or direction.
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Macroeconomics- Movie Location
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The Roman Empire A Historical Colossus.pdfkaushalkr1407
The Roman Empire, a vast and enduring power, stands as one of history's most remarkable civilizations, leaving an indelible imprint on the world. It emerged from the Roman Republic, transitioning into an imperial powerhouse under the leadership of Augustus Caesar in 27 BCE. This transformation marked the beginning of an era defined by unprecedented territorial expansion, architectural marvels, and profound cultural influence.
The empire's roots lie in the city of Rome, founded, according to legend, by Romulus in 753 BCE. Over centuries, Rome evolved from a small settlement to a formidable republic, characterized by a complex political system with elected officials and checks on power. However, internal strife, class conflicts, and military ambitions paved the way for the end of the Republic. Julius Caesar’s dictatorship and subsequent assassination in 44 BCE created a power vacuum, leading to a civil war. Octavian, later Augustus, emerged victorious, heralding the Roman Empire’s birth.
Under Augustus, the empire experienced the Pax Romana, a 200-year period of relative peace and stability. Augustus reformed the military, established efficient administrative systems, and initiated grand construction projects. The empire's borders expanded, encompassing territories from Britain to Egypt and from Spain to the Euphrates. Roman legions, renowned for their discipline and engineering prowess, secured and maintained these vast territories, building roads, fortifications, and cities that facilitated control and integration.
The Roman Empire’s society was hierarchical, with a rigid class system. At the top were the patricians, wealthy elites who held significant political power. Below them were the plebeians, free citizens with limited political influence, and the vast numbers of slaves who formed the backbone of the economy. The family unit was central, governed by the paterfamilias, the male head who held absolute authority.
Culturally, the Romans were eclectic, absorbing and adapting elements from the civilizations they encountered, particularly the Greeks. Roman art, literature, and philosophy reflected this synthesis, creating a rich cultural tapestry. Latin, the Roman language, became the lingua franca of the Western world, influencing numerous modern languages.
Roman architecture and engineering achievements were monumental. They perfected the arch, vault, and dome, constructing enduring structures like the Colosseum, Pantheon, and aqueducts. These engineering marvels not only showcased Roman ingenuity but also served practical purposes, from public entertainment to water supply.
"Protectable subject matters, Protection in biotechnology, Protection of othe...
A490108.pdf
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American Research Journal of Humanities Social Science (ARJHSS)
E-ISSN: 2378-702X
Volume-04, Issue-09, pp-01-08
www.arjhss.com
Research Paper Open Access
Vehicle Emission Control Measures for Environmental
Sustainability (Pollution Control) Regulation: Case of The Gambia
1
Morro Krubally*, 2
Harcharanjit Singh, 3
Momodou Mustapha Fanneh
1
Senior Lecturer, School of Business and Public Administration Department of Economics
University of the Gambia, Gambia
2,
Associate Professor, AzmanHashim International Business School, UniversitiTeknologi Malaysia,
Kuala Lumpur, Malaysia.
3,
Assistant Professor, School of Business and Public Administration Department of Economics
University of the Gambia, Gambia
Abstract: According United Nations (UN), world urbanization and its resultant population growth have
risenapproximately fivefold between 1950 to 2011 (from 0.75 Billion to 3.6 Billion). The Gambia’s population
was61.27% higher as of 2018 the highest value over the past 58 years. The Gambia has a high level of
urbanizationthrough the urban drift; Greater Banjul, Brikama areas carry 60% of the population. Similarly, motor
vehicle activitycontinues on fast growth trajectory. Reports in 2018 showed that the Gambia ranked 170 ($22.5
Million) in vehicleimports in the world. Western and certain Eastern countries that are categorized as developed,
enacted stronglegislation for the primary reduction of automobile emissions and enhanced better air quality.
However, vehicularemission in developing countries including the Gambia has not received similar attention.
Failure to controlvehicular emissions has been reported to result in significant effects on health levels (e.g.,
diseases related torespiration, the heart, cerebrovascular, severe obstructive pulmonary, lower respiratory
infections, and cancers). Inspite of that, there is a significant increase in vehicle registration in the Gambia (i.e.,
2.23 %) in 2013 for the last fiveyears, thus Gambia must have experienced a significant rise in daily traffic.
Keywords:Climate Change, Gambia, Sustainability, Emission Control, Pollutants.
I. Introduction
According to the United Nations (2012) report, world urbanization and its resultant population growth have
risen approximately fivefold in the period from 1950 to 2011 from 0.75 billion to 3.6 billion. According to
IndexMundi (2018), the urban population (% of total population) in The Gambia was 61.27% as of 2018 the highest
value over in the past 58 years. Meanwhile, its lowest value was 12.13% in 1960. The Gambia has a high level of
urbanization a direct result of the urban drift; the primary reason the Greater Banjul, Brikama area carry 60% of the
population (African Development Bank, 2013). Similarly, motor vehicle activity remains on a fast growth trajectory
(Aggarwal & Jain, 2016; Badami, 2004; Das, et. al, 2018). Sub-Sahara African (SSA) has seen a rapid rise in
vehicle ownership because of a progressive increase in the importation of relatively low priced second hand autos
from Europe and North America. The emission levels of the same second hand vehicles do not meet the standards in
their originating countries. Therefore, poor emission coupled with inherent culture of poor maintenance by vehicle
owners in SSA is the primary source of pollution in urban SSA (Amegah&Agyei-Mensah, 2017). Moreover, a report
in 2018 indicated that The Gambia ranked 170 ($22.5million) in vehicle imports in the world (IndexMundi, 2018).
Exxon Mobile (2013) projected that by 2040 the world population is likely to reach nine billion (Das et al., 2018).
Therefore, energy demands around the world are expectedly projected to grow by 30 percent from 2016 to 2040
(Exxon Mobil, 2013).
In spite of that, the global air quality is reported to progressively get poorer mainly due to vehicular
emissions as one of the major causes of pollution (Guo et al., 2016). The quality of air in sub-Saharan African (SSA)
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cities is growing poorer because of the quickly growingpopulationcoupled with the industrial expansion taking place
in these parts of the world(Guo et al., 2016). Furthermore, SSA along with other developing countries reported a
steep rise in fine particulate levels in the world (Amegah&Agyei-Mensah, 2017). A rise in the emissions is a direct
result of a significant rise in population, urban, social and growth of the economy (Guo et al., 2016; Wu et al.,
2017). Increasing fuel use by vehicles results in greenhouse gases like carbon dioxide (CO2), nitrous oxides (N2O),
methane (CH4) and additional injurious pollutants like hydrocarbon (HC), particulate matters (PM), oxides of
nitrogen (NOx) and sulfur dioxide (SO2) (Das et al., 2018). According to Netz, et al. (2007), in 2004, 23% of the
CO2 emission in the world was contributed by the transport sector and 74 % of CO2 emissions contributed by on-
road vehicles. In addition, the increased emission is caused by old vehicles with poor maintenance records, high
congested traffic, fuel contamination and bad roads (Das et al., 2018). Furthermore, Albeit Kirchstetter et al. (1999)
posited that heavy-duty diesel vehicles (HDDV) are responsible causes significant air pollution problems. Road
vehicles are also responsible for emissions of acid deposits, ozone layer reduction and climate change (Das et al.,
2018).
Western and similar countries in the East enacted strong legislation for the primary reduction of vehicular
emissions and enhancements to improved air quality (Zhang et al., 1995). However, vehicular emission in
developing countries, including The Gambia has not received enough attention. In the case of the Gambia, there is a
significant increase in vehicle registration over the last five years (African Development Bank, 2013) causing the
increase in the number of vehicles and resultant increase in daily traffic numbers in the Gambia. Therefore, it is not
arguable that increased number of vehicles cause major air pollution in the Greater Banjul Area.
A study by The Roads Transport Policy in May 2011, indicated that according to the Gambia Revenue
Authority (GRA), approximately 33,500 vehicles were on the road in 2010. According to African Development
Bank (2013), Gambia’s rate of motorization was approximately 51 people per vehicle in 2011. In 2007 however, the
projected fleet size is far lower than the record of 42,000 registered vehicles provided by the police data; and higher
than the estimated fleet of some 15,556 vehicles in 2011 as per data collected from the Gambia Bureau of Statistics
(GBoS) (African Development Bank, 2013). The road vehicles (excluding motorcycles) fleet growth rate was
reported at an annual average 2.23 % and, approximately 73.0% of the motor vehicle fleet comprised light vehicles
(car, van/station wagon, mini-bus). Table 1.0 illustrates the estimated vehicle type and numbers of the vehicle fleet
in The Gambia (African Development Bank, 2013).
Table 1.0: Estimated Vehicle Type Fleet Numbers in The Gambia
This conceptual paper provides an overview of the global policies and practices in the management and
control of vehicular pollution. The lessons learned will provide a road map for legislative and regulatory
promulgation/consideration for a standardized air quality scheme for the key urban areas in The Gambia.This
conceptual (perspective) paper aims to provide empirical evidence for the pioneering adoption of annual vehicular
emission controls (test) in The Gambia. Air pollution poses significant health hazards as well as environmental risks
(Franco et al., 2013).
A Gambia development strategy and investment program indicated that the transport sector has the
potential to support the productive capacity and long term expansion of the economy (Gambia, 2011). Hence, the
“objective of the government to improve the transport sector’s adaptation to climate change and mitigation of
greenhouse gas emissions” (Gambia, 2011. p. 8). According to African Development Bank (2013), during the period
2003 to 2011, approximately 20% of the vehicles registered annually in The Gambia were imported second hand
vehicles. Likewise, on average, cars in the national fleet of The Gambia were older than five years (Africa
Development Bank, 2013).
Although The Gambia is reported to have a tax reduction policy for importing cleaner vehicles. The
Gambia, has high tariffs based on the age of the car; but Gambia has no age restrictions for imported vehicles; and
does not have a serious roadworthiness test mandates (Abdoun, 2018; Amegah&Agyei-Mensah, 2017). There is also
a growing concern on Sulphur limits in gasoline. For example, the report for maximum Sulphur limits in gasoline in
Northern and Western Africa in 2018, showed Tunisia and Morocco has the lowest sulfur limit (0-10ppm and 31-
50ppm respectively). Meanwhile, other countries struggle to tighten diesel quality. The Gambia ranked among the
highest with 501-3500 ppm, and maximum sulfur limits on diesel in Northern and Western Africa in 2018. The
literature reviewed showed that The Gambia has among the highest Sulphur limits in gasoline with 2000-10000
ppm; while Morocco registered the lowest with 10-15ppm (Abdoun, 2018).
II. Literature review
In the years to come, road transportation is expected to continue as a significant contributor to air pollution
(Wang et al., 2019), particularly in urban areas. Hence, this is one reason why major efforts have been made for the
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reduction of pollution; especially emissions caused by road transport vehicles. Moreover, these efforts include
several such as new powertrains and vehicle technology enhancements, fuel refinement optimization of urban traffic
management and the implementation of tighter emission standards (European Commission, 2011).
Global air quality is reported to be significantly worsening; primarily due to vehicular emission (Guo et al.,
2016). In 2004 the world transportation sector was responsible for contributing 23% of the world's CO2 emissions
and 74% of on-road CO2 emissions (Das et al., 2018). In addition, other reports indicate this to be closer to 26% of
the global CO2 emissions. Nevertheless, the increased emission is primarily due to old and poorly maintained
vehicles, traffic congestion, fuel contamination and poor roads (Das et al., 2018). Although heavy-duty diesel
vehicles (HDDV) are proportionally fewer, their emission contribution is considerably high. (Kirchstetter, 1999).
In an effort to control vehicular pollution, Prior to the year 2000, China, for example, effected
standardization of emission and better fuel quality standards. Subsequently, the standards were made tighter every 3
to 5 years. In just less than 13 years, China 1; the equal of Euro 1, and China 5, the equal of Euro V standard was
formulated (Das et al., 2018). In preventing pollution, China formulated an amendment of the emission standard
together with punitive consequences to dissuade owner behavior from tampering emission standards (Zhang et al.,
2014). Beijing undoubtedly pioneered in the control of on the road emission (Wu et al., 2011).
In 2017, China’s Ministry of Environmental Protection came up with a remote sensor instrument for
national regulation that inspects and measures high emitting diesel vehicles (Das et al., 2018; Yang et al., 2015). The
Swedish have also succeeded in vehicle inspection and maintenance practices in Gothenburg, Sweden, and found to
have surpassed even Los Angeles, California and Melbourne in emissions control (Zhang et al., 1995). In Nepal for
example, the Department of Transportation Management (DoTM) is a singular organization that conducts vehicle
emission tests in Nepal (Das et al., 2018). Vehicle inspection is an annual mandated requirement with the exception
of commercial vehicles, which are mandated to test twice a year with six-month intervals. Moreover, the vehicles
that pass the emission test are issued a green sticker. Nevertheless, to pass the emission test often requires a vehicle
owner to carry out particular repairs (Das et al., 2018). Besides that, vehicles that fail the road-side emission tests are
charged a nominal penalty for this failure. Approximately 33-40 percent of diesel vehicle emissions can be reduced
after appropriate repairs (Faiz, Ale, &Nagarkoti, 2006). Therefore, vehicle maintenance policy is important for
emission control.
The government of China through subsidies and tax breaks, improved electric vehicles (EV) purchase,
energy savings reduces vehicular pollution. Yellow-label vehicles were phased out in China through a scrappage
program that provided proper subsidies/incentives (Das et al., 2018; Yang et al., 2015). Hence, through this
program, Beijing was able to remove the older vehicles from the national fleet (Wu et al., 2011). Equally, Europe
offers huge subsidies and significant tax breaks to encourage electric vehicle sales. In countries such as Norway for
example, the excise tax reduction ranged from 39% to 67%; meanwhile in Halland, France and England excise tax
was reduced from 10% to 40% (EuropeanCommission, 2017). Hence, many countries have made provisions to raise
electric vehicle sales by removing customs and sales taxes for the purchase of these cars (Das et al., 2018).
The rising danger of global warming and climate change, which is primarily attributed to increasing
greenhouse gases, has brought carbonomics as focal point of research. Although Kyoto Protocol recognized six
types of green gases, CO2 emission is by far the most substantial because it contributes up to 70% in excess of
atmospheric concentration, contrasting methane (CH4) and nitrous oxide (N2O) with about 24% and 6%
contributions, respectively. CO2 has an extensive life cycle with an atmospheric lifetime estimated of 200 years as
against CH4, with an estimated atmospheric lifetime of 10 years (Solarin, 2014). Human activities are responsible
for annual releases of nearly 30 Billion tons of CO2 into the atmosphere (Houghton, 2003; Iwata and Okada,
2014;Safaai et al., 2011). Besides that, the significant rise in energy consumption occurs in lower developed
countries, which are also responsible for much of the growth of emissions and are projected to surpass the
Organization for Economic Co-operation and Development. (OECD) as the top contributor to global CO2 fossil fuel
emissions. This recent trend has led to the call for CO2 reduction in developing countries, which has been hitherto a
subject among developed countries (OECD, 2007; OPEC, 2011).
Likewise, African nations are experiencing rising emissions of up to 70% increase, which was 265.7
million tons in 1971 and 927.5 million tons in 2009 (EIA, 2011). The African ecosystems singularly contribute 40%
of fire emissions, typically from the burning of the savannah. Nevertheless, Africa’s contribution is less than 4% of
the global fossil fuel emissions, the continent's role in the global carbon cycle is progressively being recognized as a
matter of concern (Solarin, 2014). South Africa is presently the 8th
largest per capita emitter and 11th
biggest emitter
of CO2 in the world. Globally, among nations, Egypt ranks high with rapid growth in greenhouse gas (GHG)
emission. Nevertheless, Africa receives scant attention from global policymakers mainly due to the absence of
studies on African countries (Solarin, 2014).
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The Gambian Nationally Appropriate Mitigation Actions (NAMA, 2011) listed eight priority areas (Gambia, 2011).
“The Low Carbon Development Strategy (LCDS) is meant to fill the void presented by the non-availability of a
climate change policy and strategy which leads to the ad-hoc to no implementation of sustainable Climate Change
Convention in the Gambia.” (Gambia, 2011. p. 13). According to the 2019 Environmental Performance Index, The
Gambia ranked 156th
out of 180 countries. As of 2020, The Gambia has no emission control scheme in place.
According to Amegah&Agyei-Mensah (2017), imposing higher vehicle importation standards helps reduce the
ownership of old vehicles and controlling the air pollution that emanates from these vehicles. Ghana, Cote d'Ivoire,
Gabon, The Gambia, Eritrea, Lesotho, Niger and Mozambique have placed restrictions against the importation of
over-aged vehicles above five years either by way of legislating a ban on importing or imposing stiff import taxes
and levies (Amegah&Agyei-Mensah, 2017). These measures, however, have been found to not be effective in
Ghana and Gambia (Amegah&Agyei-Mensah, 2017).
This paper aims to examine the institutionalization of vehicle emission control regime for The Gambia; and
how this is possible by regulation for on-road vehicle emissions inspection. Therefore, the Institutional Theory is
appropriate to support the present research framework. According to Sirmon, Hitt, and Ireland (2007), Institutional
Theory postulate the survival of firms/agencies is contingent on their ability to conform to institutional
requirements. Besides that, Institutional Theory focuses on the relationship between organizations/agencies with
formal or informal institutions (Oliver, 1991).
III. Research Design andMethod
Based on the literature review the conceptual framework in Figure 1 was developed. The conceptual
framework explains therelationship between emissions testing and emission control of road transport vehicles
resulting in good environmental performance.
Figure 1:
The vehicle emission testing concept is new to The Gambia. There is paucity of research on the pollutant
emissions and the activity that causes them. As a great start, vehicle emission testing would evaluate the condition of
the vehicle; especially for the second hand vehicle imported from around the world which have failed their vehicle
safety or emission standard and brought in to the third world countries like the Gambia. As such, on the road vehicle
emissions inspection is one way that to curb the sub-standard vehicles from the roads in the Gambia. Besides, that
regulatory bodies in Gambia must play an active role to fight against importation of sub-standard vehicles which
pollute the Gambian air and lowers the quality of life of the people.
Measuring the constructs of the proposed conceptual framework is most attainable through the use of a
quantitative methodology. A quantitative methodology provides a research design that allow for collection of data
through survey method (questionnaire) [1].The design of the present research would use regression analyze
measuring both the structural model (model A) and measurement model (Model B). Through PLS-SEM data
analysis software the researcher may test the hypotheses following establishment of composite reliability and
validity.
IV. Results and Discussion
According to WHO (2011), outdoor air pollution causes approximately 1.3 million deaths annually
globally. Empirical evidence has established a source apportionment study that road transport is singularly
responsible for vehicular emission pollutants (Franco et al., 2013; Maykut, Lewtas, Kim, & Larson, 2003).
Moreover, in decades to come, road transport is highly probable to cause major contribution to air pollution,
especially in urban dwellings. Hence, it is a good reason for significant efforts to be taken globally for the reduction
of pollution caused by vehicular emission. These efforts include new powertrains and vehicle technology
improvements, optimized fuel refinements of urban traffic management and the application of tighter emission
standards. (Franco et al., 2013).
Exponential growth in urbanization and aggregate rise of car exhaust gas emissions on the roads is a grave
threat to air quality, principally in urban areas (Neeft, Makkee, &Moulijn, 1996; Yang, Wang, Shao, &Muncrief,
2015). Moreover, the small-scale processes, burning of wood and coal in open fires and stoves and the use of
engines for transport purposes, are most common in densely populated areas. As such, it is not surprising that these
are held mainly responsible for the high concentrations of pollutants found in urban environments (Menkvelde et al.,
2002). Modern-day air concentrations of pollutants are CO, HC, NO, and particulates are higher in urban than in
rural areas, because of urban traffics emissions of these compounds (Amegah&Agyei-Mensah, 2017; Wang et al.,
2019). In a comparative study of the possible effect of air pollution on cancer mortality incidence in the rural and
urban areas, Neeft et al. (1996) found that high emissions concentrations may be responsible for adverse health
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issues such as decreased lung function or lung cancer. Nevertheless, cancer mortality in cities appears to be
significantly higher compared to rural areas (Neeft, Makkee, &Moulijn, 1996).
In the 1970s, The United States of America and Europe pioneer in the first introduction of Automotive
Regulations Standards (Neeft, Makkee, &Moulijn, 1996). These pioneering standards were first functional and
purposefully applicable to light-duty passenger cars. These standards began with expression in grams of regulated
compounds per mile and were easily met by passenger cars because they were not stringent prior. However, in the
years that followed post the 1970s, these standard regulations became tighter, which led to the development of the
three-way catalyst (Neeft, Makkee, &Moulijn, 1996). A growing number of countries had developed diesel emission
standards based on the emission standards for the European Commission (EC), USA or Japan. However, they are
less strict than the USA Federal emission standards. California, for example, has the most stringent standards in the
world (CONCAWE, 1994).
Recognizing on the road pollution as one of the primary means to improve the air quality, China formulated
and effected an action plan to mitigate air pollution (CHINE 2013). “The emission standard for HDDV for China 5
stage were 4.0 g/kWh CO, 0.55 g/kWh HC, 2.8 g/kWh NOx, and 0.03 g/kWh PM (Das et al., 2018). In India, the
government recently set up Bharat Stage (BS)-IV norms for vehicle emissions control. The maximum permissible
limits for HDDV were 1.5 g/kmhr CO, 0.96 g/kmhr HC, 3.5 g/kmhr NOx and 0.02 g/kmhr PM. However, BS III
norms were 2.1 g/kmhr CO, 1.6 g/kmhr HC, 5.0 g/kmhr NOx and 0.10 g/kmhr PM” (Daset al., 2018. p. 77).
Likewise, European nations similarly formulated strict emission standards that tightened standards for heavy-duty
vehicles (Das et al., 2018). The emission standards for NOx for Euro I, Euro II, Euro III, Euro IV, Euro V and Euro
VI were 8 g/km, 7 g/km, 5 g/km, 3.5 g/km, 2.0 g/km and 0.4 g/km respectively (Vestreng et al., 2009). Similarly, in
United States, in 2016, the emission standards for heavy-duty highway vehicles (Spark-Ignition) were 0.195-0.230
g/mi NMHC, 0.2-0.4 g/mi NOx, 0.02 g/mi PM, and 7.3-8.1 g/mi CO depending upon the vehicle weight (USEPA,
2016).
On the other hand, SSA and other advancing regions were reported to have the highest fine particle levels
in the world (Brauer et al., 2012). PM2.5 concentrations in SSA cities has been estimated at around 100 mg/m3
compared to <20 mg/m3 in most European and North American cities (Brauer et al., 2012). Despite that, a rapidly
growing population in SSA cities led to increased vehicle ownership, a rise in the use of solid fuels for cooking and
heating, and poor waste management practices. Hence, such poor situations coupled with increased industrial
emissions and unpaved roads in several neighborhoods caused severe urban air pollution in SSA (Amegah&Agyei-
Mensah, 2017). Notwithstanding, the introduction of vehicle emission standards in Africa has proven arduous due to
the undeveloped institutional and monitoring systems (Abdoun, 2018).
V. Conclusion
“There is a clear lack of urgency from SSA governments in addressing the deteriorating urban air quality
situation in the region which is possibly due to the absence of (1) reliable data on air pollution levels due to weak
and non-existent air quality monitoring networks in countries, and (2) local evidence on the environmental and
human health impact of air pollution, and the magnitude of the associated health risk.” (Amegah&Agyei-Mensah,
2017. p. 739). Therefore, this paper is groundbreaking for The Gambia as African nations’ emission control become
more important for much-needed attention in this era of rapid urbanization and high dependence on auto vehicles.
Nonetheless, the paper provides some empirical bases for government of The Gambia to consider instituting and
annual vehicle emission test standard. The paper provides much-needed knowledge for The Gambia government on
the standardization criterion for on-road vehicle emission. Hence, providing a rationale for research in the
environmental management in The Gambia. Furthermore, this paper provides support for the government of The
Gambia. to give greater focus in the aspects of environmental management and sustainability. The government
efforts in the future will not only protect the environment but will ensure better lifestyles and vehicles management
in The Gambia.
Table 1.0: Estimated Vehicle Type Fleet Numbers in The Gambia
Vehicle Type Number %
Cars 20,896 62.4
Van/Station Wagons 2,902 8.7
Minibus 12-22 pax 474 1.4
Bus > 22 pax 2,618 7.8
Good Vehicles 1,626 4.8
Others 2,397 7.2
Government/Diplomatic 2,587 7.7
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Total 33,500 100
Source: [2]
Figure 1. Research Framework; Underpinned by Institutional Theory
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