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Violence in Nigeria

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Marc-Antoine Pérouse de Montclos

Part I. Trends, patterns and mapping: A quantitative analysis of violence in Nigeria

1

Trends and patterns of fatal road accidents in Nigeria (2006-2014)

Vitus Nwankwo Ukoji

Résumé

The incidence of fatal road accidents in Nigeria is staggering. Trend analysis of fatal road accidents between June 2006 and May 2014 using Nigeria Watch database shows that 15,090 lives were lost to fatal road accidents in 3,075 events. The highest number of fatalities occurred in 2013 (2,061 deaths), a 2.8% increase over the 2012 record of 1,652 deaths. However, the probability of a high fatality record in 2014 remains high considering the 964 deaths already recorded between January and May 2014. On the national scene, Lagos recorded the highest number of fatalities, while FCT (Abuja) has the highest relative number of deaths per 100,000 population. These findings are explained by the large population and continuous urbanization of Lagos and by the number of registered vehicles in the FCT (Abuja). On the regional level, a trend analysis shows that more people died in fatal road accidents in the South than in the North. Among other factors, a greater number of motor vehicles, the volume of oil distribution, and the occurrence of highway criminal activities explain why there are more fatal road accidents in the South than in the North.

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Introduction

1The 19th century industrial revolution resulted in some fundamental changes in the transport sector1 and provided more flexibility of movement, speed, and timing. Since then, there has been an upsurge in both human and vehicular motor movement, a situation that has also resulted in more fatal road accidents. The worst-hit are developing countries, a circumstance confirmed by Tawia Addo-Ashong, World Bank Global Road Safety Facility Coordinator, when she said that 1.2 million die yearly from road traffic accidents.2

  • 3 Chen, G. (2010), Road Traffic Safety in African Countries – Status, Trend, Contributing Factors, Co (...)
  • 4 Lagarde, E. (2007), Road Traffic Injury Is an Escalating Burden in Africa and Deserves Proportionat (...)
  • 5 Ibid.

2A study carried out by Chen thus show that the fatality rate in African countries ranges from 10-fold to more than 100-fold that in the United States.3 Also, Lagarde reported that Africa has an average rate of 28.3 per 100,000 population-road traffic mortality compared with 11 in Europe.4 Sub-Saharan African Transport Policy, in its report, quoted an increase of road fatalities in Africa by 350% between 1990 and 1998.5 Most of those affected by fatal car accidents are young people. One may wonder why a less motorized Africa has such a high record of fatal road accidents.

  • 6 A speech at the launch of the event, UN Secretary General by Ban Ki-Moon on May 11, 2011 during the (...)

3Concerns about the rising incidence of fatal road accidents propelled stakeholders, including the United Nations (UN) Assembly, into seeking means to curb road fatalities. On 11 May 2011, the UN adopted the period 2011–2020 as the UN Decade of Action for Road Safety, during which all efforts will concentrate on stabilizing and then reducing global road traffic fatalities by 2020. According to the UN Secretary General, Ban Ki-Moon, lives will be saved through this decade of action.6 Following the declaration by the UN in 2011, the Federal Road Safety Commission (FRSC) in Nigeria set out to adopt and domesticate the UN action plan by developing a number of programmes suitable for every road user in the country.

  • 7 Sumaila, AbdulGaniyu Femi, 2013. Road Crashes Trends and Safety Management in Nigeria, Department o (...)
  • 8 Ibid.

4Despite integrated efforts towards reducing fatal road accidents, Nigeria still remains one of the worst-hit countries. With a human population of approximately 167 million, a high level of vehicular population estimated at over 7.6 million, and a total road length of about 194,000 km (comprising 34,120 km of Federal, 30,500 km of state, and 129,580 km of local roads),7 the country has suffered severe losses to fatal car accidents. Its population density varies in rural (51.7%) and urban areas (48.3%), and this translates into a population–road ratio of 860 persons per sq km, indicating intense traffic pressure on the available road network.8 Undoubtedly, this immense pressure contributes to the high number of road traffic accidents in the country (FRSC 2012).

  • 9 Agbonkhese, O., G.L. Yisa, E.G. Agbonkhese, D.O. Akanbi, E.O. Aka & E.B. Mondigha (2013), Road Traf (...)
  • 10 Oladepo, O. & R. Brieger (2006), Road Traffic Accidents: Applying the Brake to a Killing Tree.
  • 11 Pérouse de Montclos, M.-A., Nigeria Watch: Fourth Report on Violence in Nigeria (2006–2014).
  • 12 WHO 2013 Report on Accidents in Africa.
  • 13 FRSC (2009). Traffic Digest, A Transport Digest Publication of PRS Department.

5Nigeria is ranked second-highest in the rate of road accidents among 193 countries of the world.9 Oladepo and Brieger (1986) argued that three-quarters of all accidents on Nigerian roads involve fatalities.10 Aside from the Boko Haram crisis, accidents are currently by far the main cause of violent death in Nigeria.11 The WHO adjudged Nigeria the most dangerous country in Africa with 33.7 deaths per 100,000 population every year.12 According to their report, one in every four road accident deaths in Africa occurs in Nigeria. The WHO survey and the FRSC report of 5,693 fatal road accidents in 200913 leave no doubt about the dangerous situation on Nigerian roads.

  • 14 Ibid.

6The causes of fatal car accidents in Nigeria have been categorized into human, mechanical, and environmental factors. According to Umar, the human factor accounts for up to 90% of accidents, while the mechanical and environmental factors contribute the other 10%.14 Human factors include visual acuteness, driver fatigue, poor knowledge of road signs and regulations, illiteracy, health problems, excessive speeding, drug abuse, and over-confidence while at the steering wheel. Among the mechanical factors that lead to fatal car accidents are poor vehicle maintenance, tyre blowouts, poor lights, un-roadworthy vehicles, and broken-down vehicles without adequate warning to others on the road. The environmental factors include heavy rainfall, Harmattan winds, sun reflection, heavy wind, pot-holes, and untarred roads. These factors have independently and/or collectively contributed to the high rate of fatal road accidents in Nigeria.

  • 15 Dr. Murtala Muhammad Umar, Road Transport Accidents: Causes, Effects and Prevention, General Hospit (...)
  • 16 Adekunle, J.A. (2010), Road Traffic Accident Deaths and Socio-Economic Development in Nigeria. Int. (...)
  • 17 Pratte, D. (1998), Road to Ruin: Road Traffic Accident in the Developing World, NEXUS 13: 46-62.

7The repercussions of such accidents have been colossal. Despite the happiness and change of quality of family lives associated with owning a vehicle, its possession has left many families bereft of their breadwinners or loved ones.15 According to Adekunle, the socio-economic costs of road traffic accidents in Nigeria are immense, and the direct costs of traffic casualties can perhaps be understood best in terms of the labour lost to the nation’s economy.16 This was further developed by Pratte, who argued that persons injured in accidents on Nigerian highways and streets no longer participate in the economic mainstream, and this amounts to a loss of labour of millions of person-years to the nation.17

  • 18 Agbeboh G. U. & Osabuohien-Irabor Osarumwense (2013), Empirical Analysis of Road Traffic Accidents: (...)

8In February 1988, the Federal Government established the FRSC through Decree No. 45 (1988) to reduce road mishaps. This was later amended by Decree 35 (1992) and is referred to in the statute books as the FRSC ACT cap 141, Laws of the Federation of Nigeria (Nigerian Constitution 1999).18 To achieve its objective, the commission compiles comprehensive data on road traffic accidents, including injuries and deaths ‑ unlike Nigeria Watch database, which deals only with violent deaths, including those caused by accidents. It is therefore imperative to draw conclusions after a comparative analysis of data from the FRSC and Nigeria Watch.

Contexts of road accidents in Nigeria

9Different circumstances precipitate fatal car accidents in Nigeria. Understanding these contexts (political and socio-economic) gives one a better understanding of why road accident has remained a leading cause of death in the country.

Political contexts

10Fatal road accidents in Nigeria cannot be directly attributed to politics. However, party activities, governance, budgetary allocations, contract evaluation, and so on have a direct impact on the rate at which accidents occur. The attempts of government ministries and parastatals to reduce the number of accidents have usually been frustrated by poor funding. The Federal Ministry of Works and the FRSC suffer from apparent severe budgetary constraints, leading to insufficient human and material resources and untimely acquisition of safety equipment. Furthermore, bureaucratic logjams and politicization of contract awards are rife with irregularities and inflated costs. This leads to situations where road contracts are not properly executed.

11Government functionaries and party leaders have been identified as protagonists in fatal road accidents in Nigeria. The indiscriminate use of sirens, coupled with high-speed driving by political public office holders, including governors and their convoys, has caused several road traffic accidents. A renowned Nigerian academician, Professor Iyayi, died in an accident that involved the convoy of Kogi State Governor Captain Idris Wada, who on 28 December 2012 was involved in another fatal accident along the Lokoja-Ajaokuta Road, which killed his aide de camp, Assistant Superintendent of Police Idris Mohammed. Similarly, the convoy of Governor Oshiomole of Edo State was involved in a gruesome car accident, leading to the death of three reporters, while returning from a party function in April 2012 where some members of the People’s Democratic Party (PDP) were being received into the now defunct Action Congress of Nigeria (ACN). In the same year, three political aides of Governor Al-Makura of Nasarawa State were killed in a multiple car crash involving the governor’s convoy along the Gadabuke-Keffi Road in the state. Governor Abdul Aziz Yari was involved in a fatal car accident in 2012 that claimed the life of a police officer attached to his team. In Katsina in 2011, the aide de camp to State Governor Ibrahim Shema and four others died in a road accident that involved the governor’s convoy, just 48 hours after two people died when their vehicle was involved in an accident while travelling in the convoy of Niger State Governor Babangida Aliyu for a campaign rally. The list is likely to be added to if nothing is done to manage convoys’ recklessness and careless driving.

Economic contexts

  • 19 National Bureau Of Statistics (2009), Annual Abstract Of Statistics.
  • 20 FRSC (2011), Traffic Digestion

12The rapid development of comprehensive road transportation is crucial to the economy of every nation. Opportunities to acquire and sell a variety of commodities necessary for industrial and manufacturing systems are expanded by a well-coordinated transport system. Oni (2004) argued that transport is a key element in the social and economic development of any nation. The restrictive nature of the waterways in Nigeria, the pitiful condition of the rail system, and the inability of the average Nigerian to afford the high cost of air travel make road transportation preferable in the country. In 2006, 644,387 vehicles, including government motor cars and motorcycles, private motor cars and motorcycles, and commercial motor cars and motorcycles, were registered nationwide. The number fell in 2007 to 612,867 but increased in 2008 to 746,814 and to 777,835 in 2009. In 2010, 712,938 vehicles were registered.19 Over 70% of the total movements of the registered vehicles in the country and about 80% of the freight movements take place on the road.20 The over-dependence on road transportation worsens the condition of roads, involves huge pressure on motorists, and causes many fatal road accidents.

  • 21 Ibid.
  • 22 Kayode Olagunju, 19 October 2010. Corps Commander Corps Transport Standardization Officer, Federal (...)

13The discovery of oil in Nigeria opened new frontiers of economic engagement. Statistics from the National Bureau for Statistics (NBS) (2010) show that the crude petroleum sub-sector accounts for over 80% of Nigeria’s foreign exchange. The distribution of refined oil products across the country has been a thorn in the side of many Nigerians. In 2011, the FRSC reported that Nigeria had an average of approximately 5,000 tankers involved in wet cargo haulage, moving about 150 million litres of fuel, and 2,500 ‘trailers’ in dry cargo plying Nigeria’s roads daily.21 Kayode also revealed that between 2007 and June 2010, a total of 4,017 tanker/trailer crashes were recorded on Nigerian roads, with a yearly average of 1,148 crashes, monthly average of 96 crashes, and a total of 4,076 persons killed in such crashes involving tankers and trailers.22 Due to the highly inflammable nature of Premium Motor Spirit (PMS), fatal accidents involving petrol tankers have usually been lethal.

  • 23 National Bureau for Statistics (2010).
  • 24 Ibid.

14Aside from the carnage of fire explosions involving petrol tankers, articulated vehicles have also significantly contributed to fatal road accidents in Nigeria. Trucks and trailers transport agricultural goods and industrial equipment to various locations by road. According to statistics from the NBC (2010), over 60% of the Nigerian population are engaged in agriculture.23 In 2006, about 99,030 metric tons of major agricultural crops were produced in Nigeria. The number fell in 2007 to 97,183 metric tons and in 2008 to 95,097, then increased again in 2009 to 96,050 and to 115,424 in 2010.24 Transporting these products in trucks via roads plagued with pot-holes and congestion has caused several fatal road accidents.

  • 25 Ipingbemi, O. (2008), Socio-Economic Characteristics and Driving Behaviour of Commercial Drivers in (...)
  • 26 Ibid.

15In pursuit of extra profit, commercial vehicle owners task their drivers with generating more profit, a situation that leads to careless driving and driver exhaustion. According to Olusiyi, most commercial drivers are paid daily wages of N1,000-2,500, depending on the city and the type of vehicle, a wage which drivers consider meagre. After daily or weekly accounting, such drivers are left with low incomes, which cannot adequately sustain them and their families.25 Under such circumstances, vehicles are not properly maintained. The risk of being injured, according to Agbonkhese et al. (2013), increases exponentially with speed, and the severity of accidents depends on the transfer of kinetic energy at impact.26 In an attempt to increase their productivity and therefore remuneration, drivers tend to drive as fast as possible in their poorly maintained vehicles. The result is more accidents and more fatal accidents.

Social contexts

  • 27 Christie, N. (1995b), Social, Economic and Environmental Factors in Child Pedestrian Accidents: A R (...)
  • 28 Abdalla, I.M. (1997), Statistical Investigation and Modelling of the Relationships Between Road Acc (...)

16Poverty remains a circumstantial factor in the occurrence of fatal road accidents in Nigeria and may not be directly linked to it. Poor housing conditions, social isolation, overloading of passengers in slum areas, insecurity in public places, and several other variables explain why the risk of fatal road accidents remains high among low-income earners in Nigeria. Their living conditions are in sharp contrast with those of their richer fellow-citizens, who reside in metropolitan areas with overhead bridges, secured playgrounds, and greater traffic control and safety measures. Christie argued that a link between social deprivation and high accident rate may be explained in terms of increased exposure to hazardous environments.27 This assumption was expanded by Abdalla, who argued that the casualty rates among residents from areas classified as relatively deprived are significantly higher than among those from relatively affluent areas.28 Schools located within slum areas lack overhead bridges, and pupils and pedestrians are left at the mercy of careless drivers. Instances were seen in Anambra and Lagos, where school children were crushed to death while trying to cross an expressway. When parents cannot afford the huge fees paid by high-income earners, they have to send their children to slum schools, where they are exposed to fatal road accidents

17Population density is another social factor that influences the frequency of fatal road accidents in large cities. Slum areas are mostly congested with peoples and vehicles. Lack of space is worsened by the abandonment of car wrecks along the roads. When drivers scramble for space, they often cause fatal road accidents when they manoeuvre around obstacles or other road users. Safety measures are ignored and people are killed. The cities of Lagos, Kano, Rivers, and Ibadan frequently experience fatal road accidents owing to their high number of inhabitants and socio-economic activities.

  • 29 Hancock, P.A., M. Lesch & L. Simmons (2003), The Distraction Effects of Phone Use During a Crucial (...)

18Personal relationships, family issues, and financial problems are elements that increase the frequency of fatal road accidents. A driver’s capacity to attend to hazards is essentially defined by his state of mind. Phone conversation while driving, social interaction, and peer influence undermine drivers’ sense of judgment and the speed of their responses. These in-vehicle distractions increase the likelihood of entirely missing critical events such as changes in traffic lights.29 Furthermore, drivers who are in the grip of negative emotions and stress arising from factors in their social backgrounds exhibit a high level of distraction, experience impaired observation skills, and fail to read road signs. Such distractions frequently lead to fatal accidents.

Comparing FRSC data on fatal road accidents with Nigeria Watch data

  • 30 FRSC (2007), An article on FRSC Establishment Act. www.frsc.gov.ng. 15 December 2007.

19The FRSC, as mentioned earlier, was established in 1988 as a result of the continuous increase in the number of fatal road accidents in Nigeria. It has the aim of reducing road traffic crashes and creating a safe motoring environment.30 To achieve these objectives, the commission relies on research. It has built a strong database on road crashes with a view to putting the findings to use to achieving safer roads. Using information and communication technology (ICT) for effective surveillance to capture and monitor data has been transformed into evidence-based facts to address road problems. The commission regularly publishes briefs in its Road Mirror.

Figure 1.1. FRSC and Nigeria Watch records of fatalities caused by road accidents (2007-2013)

Figure 1.1. FRSC and Nigeria Watch records of fatalities caused by road accidents (2007-2013)

20The Nigeria Watch online database has performed a similar task to the FRSC since the former’s establishment in June 2006. Unlike FRSC’s operation of a more advanced database on both fatal and non-fatal road accidents, however, Nigeria Watch focuses only on accidents that involve at least one death. Between 2006 and 2013, the FRSC recorded 41,118 deaths from road accidents, while Nigeria Watch recorded only 14,300. Despite these differences and a more restricted dataset, Nigeria Watch helps to monitor the trends and patterns of reported fatal road accidents because it records more details on each accident recorded than the official statistics of the FRSC.

Methods and materials

21Nigeria Watch data focus on reported accident cases involving at least one death between June 2006 and May 2014 in ten Nigerian daily newspapers. The data exclude non-fatal injuries. Road accidents fall under a broad category of accidents involving cars, buses, tankers, lorry/trailers, bicycles, tricycles, and trains. Extracting data that relates to the above-mentioned categories requires an event-by-event analysis. General causes of violent deaths within the period under review were analysed in order to identify the most deadly violent event. To establish the trends in fatal road accidents, secondary data was collated from the FRSC and compared with Nigeria Watch’s data. Fatal road accidents were grouped by year, region, state, city, severity index, and most dangerous route. The essence of categorizing the data extraction was to establish the patterns of fatal road accidents nationwide. Also, the relative number of deaths was calculated in order to determine the probability of someone dying from road accident per 100,000 population. The severity index was calculated by comparing the number of people killed with the number of fatal crashes. Search results were generated from the Nigeria Watch database and exported to Excel for classification. The results are presented in bar charts and frequency distribution tables.

Methodological challenges

22Despite the consistency in news reportage in Nigeria, there is a probability that some fatal car accidents, especially those that occur in rural villages, are not reported. This challenge calls into question the validity of the records of fatal road accidents when compared with FRSC data, which usually have triple the numbers found in the Nigeria Watch data on fatal road accidents (Figure 1.1).

Causes of violent deaths in Nigeria

23Many Nigerians have lost their lives in violent events. Such events cut across regions and ethnic identities. Figure 1.2 shows the main causes of violent deaths between June 2006 and May 2014.

Figure 1.2. Cumulated figures of violent deaths in Nigeria, by cause (June 2006-May 2014)

Figure 1.2. Cumulated figures of violent deaths in Nigeria, by cause (June 2006-May 2014)
  • 31 This figure is lower than the total number of casualties tabulated for each cause of violence in Fi (...)

24Approximately 61,090 people lost their lives in 14,087 events nationwide during the period under review.31 In order of public importance, accidents of various types, including road accidents, recorded the highest number of deaths in total, followed by crime, political violence, ethno-religious matters, and economic issues. Apart from the Boko Haram crisis in the North-East, accident is thus the main cause of violent deaths in Nigeria. Over 15,000 lives were lost to fatal road accidents involving cars, buses, tankers, and others articulated vehicles in 3,075 events between June 2006 and May 2014. Data from Nigeria Watch show that Lagos State recorded the highest number of fatalities, with 1,543 car accident deaths, followed by Edo with 1,201 deaths, and FCT (Abuja) with 1,026 deaths. While fatal car accidents had declined in Lagos in 2014 up to the end of May, Abuja still has the highest relative number of deaths per 100,000 inhabitants.

Mapping of fatal road accidents in Nigeria

25It is thus relevant to study the trends in car accidents. This mapping covers the period between June 2006 and May 2014. Lagos State recorded 620 crashes; Edo, 177; and FCT (Abuja), 348. While the highest number of fatal car accidents occurred in Lagos, Abuja had the highest relative number of deaths per 100,000 population, as can be seen in Map 1.1 and 1.2.

Map 1.1. Fatalities caused by road accidents in Nigeria (June 2006-May 2014)

Map 1.1. Fatalities caused by road accidents in Nigeria (June 2006-May 2014)

Map 1.2. Fatality rates related to road accidents in Nigeria, per 100,000 inhabitants (June 2006-May 2014)

Map 1.2. Fatality rates related to road accidents in Nigeria, per 100,000 inhabitants (June 2006-May 2014)

Fatal road accidents by vehicle type

26Different vehicles are involved in fatal car accidents. Figure 1.3 shows the categorization of such vehicles.

Figure 1.3. Vehicle types and road accidents in Nigeria (June 2006-May 2014)

27The results in Figure 1.3 show a total of 921 bus crashes between June 2006 and May 2014, including 142 in 2007, 133 in 2008, 109 in 2009, 110 in 2010, 127 in 2011, 11 in 2012, and 144 in 2013. Luxury and mini-buses are the most preferred means of travel for inter-city transportation in Nigeria, and fatal accidents involving them are the most prevalent on highways. Second in order of prevalence were accidents involving lorries and trucks, with 833 fatal crashes. About 15% (127) of such crashes occurred in 2013. Undoubtedly, lorries and trucks are crucial to the economic growth of the nation. Most agrarian communities in Nigeria rely on trucks and lorries to ferry their agricultural products to cities. Like buses, accidents involving trucks and lorries are reported mostly on the highways.

28Car crashes are third in order of prevalence. Cars are popular means of intra-city transportation in Nigeria. While many of them are registered for private use and for use as city cabs, others are used for inter-city transportation. However, poor maintenance and inability to observe safety measures often lead to fatal accidents. Between June 2006 and May 2014, there were 808 incidents of fatal car accidents. Accidents involving cars are reported mostly in metropolitan areas.

29Results in Figure 1.3 also show that 270 fatal crashes involving tankers occurred between June 2006 and May 2014: 16 in 2006; 30 in 2007; 37 in 2008; 18 in 2009; 45 in 2010; 22 in 2011; 25 in 2012; and 60 in 2013. By the end of May 2014, 17 crashes had so far been recorded for that year. Although the rate of tanker crashes may seem low, the impact is usually severe. Most victims are killed by fire outbreaks and explosions, and most crashes involving tankers occur on highways and roads close to farm tanks and depots.

30Aside from tanker crashes, commercial motorcycle (popularly called okada) accidents were frequent in states that still permitted their operation. There were 216 motorcycle crashes reported between June 2006 and May 2014, including 25 in 2006, 41 in 2007, 32 in 2008, 18 in 2009, 14 in 2010, 27 in 2011, 17 in 2012, and 25 in 2013. Most motorcycle accidents occur in slum areas with less access to good roads and affordable cars. The severity index of motorcycle accidents is often high due to poor safety measures by riders and passengers.

Severity index of fatal road accidents in Nigeria (June 2006-May 2014)

31The intensity of fatal road accidents varies from state to state. After comparing the number of people killed with the number of fatal crashes, states are ranked by a low, medium, or high severity index (Table 1.1).

Table 1.1. Severity index of fatal road accidents, by state (June 2006-May 2014)

Group

Rank

State

A

Low

(0.00-2.99%)

Ebonyi, Lagos

B

Medium

(3.00-5.99%)

FCT, Ekiti, Delta, Akwa Ibom, Plateau, Bauchi, Bayelsa, Kwara, Osun, Cross River, Taraba, Ogun, Abia, Nasarawa, Oyo, Anambra, Sokoto

C

High

(6.00% and over)

Imo, Jigawa, Benue, Niger, Edo, Gombe, Borno, Ondo, Enugu, Kano, Kaduna, Rivers, Zamfara, Kogi, Katsina, Kebbi, Adamawa, Yobe

Severity index = number of people killed / number of fatal crashes

32Ebonyi and Lagos states ranked low (0.00-2.99%) in the severity index of fatal road accidents that occurred between June 2006 and May 2014. Ebonyi had a severity index of 2.4% from 51 deaths in 21 crashes, while Lagos had a low severity index of 2.5% from 1,590 deaths in 620 crashes. States that are ranked medium (3.00-5.99%) include FCT (Abuja), Ekiti, Delta, Akwa Ibom, Plateau, Bauchi, Bayelsa, Kwara, Osun, Cross River, Taraba, Ogun, Abia, Nasarawa, Oyo, Anambra, and Sokoto. Those ranked with a high index (6.00-8.99%) are Imo, Jigawa, Benue, Niger, Edo, Gombe, Borno, Ondo, Enugu, Kano, Kaduna, Rivers, Zamfara, Kogi, Katsina, Kebbi, Adamawa, and Yobe. Highest in this category is Yobe State, with a severity index of 11.4%.

Monthly analysis of fatal road accidents in Nigeria (June 2006-May 2014)

33Festive periods and environmental factors are major contributors to fatal car accidents in Nigeria. Hence, some months are regarded as more dangerous than others. Table 1.2 presents the monthly analyses of fatal car accidents in Nigeria within the period under study.

Table 1.2. Number of violent deaths in Nigeria caused by road accidents, per month (June 2006-May 2014)

Month

2006

2007

2008

2009

2010

2011

2012

2013

2014

Total

January

n/a

135

184

85

183

130

117

121

190

1,141

February

n/a

150

168

97

152

193

181

143

200

1,284

March

n/a

203

142

148

327

160

197

101

294

1,572

April

n/a

118

101

180

160

129

131

346

127

1,292

May

n/a

107

258

210

131

119

86

116

153

1,180

June

66

152

66

90

154

133

39

96

n/a

796

July

258

62

193

113

232

149

282

174

n/a

1,463

August

110

120

158

111

171

146

158

182

n/a

1,156

September

200

198

161

174

95

126

147

185

n/a

1,286

October

104

145

72

187

104

167

90

162

n/a

1,031

November

173

112

150

59

108

286

78

164

n/a

1,130

December

251

300

224

275

188

101

146

270

n/a

1,754

Total

1161

1802

1877

1729

2004

1839

1652

2061

964

15,090

  • 32 Vanguard 2012 interview with the past Sector Commander of the FRSC, Mr. Tumes Sylvanus Dalop, on EM (...)

34In order of decreasing number, 1,754 deaths occurred in the month of December; 1,572 in March; 1,463 in July; and 1,292 in April. These results show that fatal accidents happen more often during festive and seasonal periods. Christians celebrate Christmas in December and Easter in April or March. Within these periods, people travel to celebrate with their loved ones. According to Tumes Sylvanus Dalop, accidents and deaths are higher during these ‘EMBER’ months because of the various festivities lined up during this period, which involve much more travelling than usual.32 This is a period when commercial drivers make more money through overloading and excessive speeding, among other factors.

35In 2013, for instance, December recorded the second-highest number of deaths, with 270 deaths in 76 incidents. The period was marked by various economic activities, including transportation of cattle from the North to the South. Approximately nine persons died in an auto crash that involved two articulated vehicles carrying passengers and cows.33 The traffic pressure on the road during the seasonal period increased fatal car accidents. Evading bad portions of the road led to fatal car accidents nationwide. In Sokoto, ten people died in an auto crash involving two J5 mini-buses. One of the vehicles had attempted to dodge pot-holes and the driver suddenly lost control.34 Another incident happened in November 2013 along the Lagos-Ibadan Expressway, where a multiple accident claimed 23 lives.35 The crash occurred when a tanker loaded with petrol lost control and rammed into trailers parked by the roadside, igniting an inferno that burnt other vehicles trapped in the pile-up.

36Similar conditions apply to the Easter period. On 3 April 2013, for instance, 70 people died after a double-decker bus, a haulage truck, and a petrol tanker collided along the Benin-Ore Expressway. The tanker exploded and killed most people on board the bus.36 Two days later, a multiple accident involving a Dangote cement-laden trailer, a tanker, and a luxury bus led to the death of 60 persons in Edo. The bus lost control and rammed into the trailer and the trailer into the tanker. The victims were burnt beyond recognition. Approximately ten motorcycles and 15 shops were destroyed by the fire.37 On the same day in Anambra, another multiple accident involving a trailer, two mini-buses belonging to the Rivers State Transport Company (RSTC), and two other vehicles claimed 25 lives.38 Within a space of two days, 155 lives were lost on the road.

37Finally, a total of 1,463 persons died in fatal road accidents in the month of July between June 2006 and May 2014. July is the peak of the rainy season, when road markings are less visible, bridges collapse, trees fall, and rivers flood.

Daily analysis of fatal road accidents in Nigeria (June 2006-May 2014)

  • 39 Smart, D., S. Vassallo, A. Sanson, S. Cockfield, A. Harris, W. Harrison & A. McIntyre (2005), In: T (...)
  • 40 Eke, N., E.N. Etebu & S.O. Nwosu (2000), Road Traffic Accident Mortalities in Port Harcourt, Nigeri (...)

38Figure 1.4 shows that 2,468 people died in 481 crashes on Mondays from June 2006 to May 2014. This was followed by Sundays, with 2,425 deaths in 477 fatal road accidents, and Saturdays, with 2,269 deaths in 465 crashes. These results confirm the assumption that more accidents happen during weekends and Monday (when people return to work). Weekends are marked by several religious and social activities that lead to huge pressure on the roads and often lead to fatal accidents. Party activities, night clubbing, and other social events occur mostly during weekends. With limited driving experience, most youths engage in drunk driving, a situation that frequently leads to fatal road accidents. Smart et al. noted that limited driving experience, night-time driving, and fatigue are particular risks for young men.39 Using data from the University of Port Harcourt, Eke et al. found that 70% of fatal accidents in Port Harcourt occur during the weekends.40 People who travel back on Sundays to resume official duties on Mondays increase traffic volume and fatal road accidents. As for commercial drivers, they often try to recoup weekend expenses when they overload passengers and over-speed to complete more trips.

Figure 1.4. Fatal road accidents by days of the week (June 2006-May 2014)

State analysis of fatal road accidents in Nigeria (June 2006-May 2014)

39Although fatal car accidents are a nationwide calamity, the frequency and intensity varies from state to state. This section analyses the trends in fatal car accidents by state (Figure 1.6 and Table 1.3).

Figure 1.5. Number of violent deaths in Nigeria caused by road accidents, by state (June 2006-May 2014)

Figure 1.5. Number of violent deaths in Nigeria caused by road accidents, by state (June 2006-May 2014)

40Data collected by Nigeria Watch show that Lagos has the highest number of fatalities on the national level with 1,579, followed by Edo with 1,129 deaths, and by FCT (Abuja) with 1,046 deaths. On the other hand, Ebonyi (51 deaths), Taraba (68 deaths), and Akwa Ibom (91 deaths) recorded far fewer fatal road accidents.

Lagos State

41The number of Lagos residents is contested. According to the 2006 census, its population stands at 9,013,534, contrary to the state government’s parallel count of 17.5 million.41 A recent World Bank demographic trend analysis reported that the Lagos State population growth rate of 8% has resulted in its capturing 36.8% of Nigeria’s urban population, which is estimated to reach 49.8 million people.42 In this context, fatal car accidents are a challenge, with 212 deaths reported in six months in 2006; 260 in 2007; and 306 in 2008. However, there was a large reduction in road accident fatality rates, with 156 and 68 deaths in 2011 and 2012, respectively. The figure went up again in 2013, with 119 deaths, but was moderate in the first five months of 2014 (Table 1.3).

Table 1.3. Yearly breakdown of road accident deaths in Nigeria (June 2006-May 2014)

State

2006

2007

2008

2009

2010

2011

2012

2013

2014

TOTAL

Abia

0

28

12

3

1

5

57

42

5

153

Adamawa

0

0

54

10

39

13

30

12

2

160

Akwa Ibom

3

17

0

3

5

8

26

22

7

91

Anambra

36

22

30

78

98

35

69

96

28

492

Bauchi

23

17

69

24

65

124

88

76

19

505

Bayelsa

1

30

19

4

0

3

3

34

10

104

Benue

19

51

12

66

18

68

40

48

4

326

Borno

0

21

13

45

17

12

18

18

11

155

Cross River

34

21

54

10

10

10

6

26

18

189

Delta

44

82

181

39

184

44

62

112

50

798

Ebonyi

2

3

5

4

5

1

3

21

7

51

Edo

47

88

164

196

11

208

85

210

120

1,129

Ekiti

0

20

11

4

8

8

24

21

11

107

Enugu

0

5

2

40

61

44

27

35

30

244

FCT

48

80

159

120

198

134

87

162

58

1,046

Gombe

20

15

19

24

40

27

5

23

0

173

Imo

26

21

71

33

17

14

20

30

7

239

Jigawa

1

24

23

14

6

10

13

32

37

160

Kaduna

43

186

24

32

28

17

48

50

18

446

Kano

36

16

31

102

49

48

13

50

28

373

Katsina

36

80

8

64

52

121

50

83

10

504

Kebbi

11

0

1

10

36

38

3

43

7

149

Kogi

33

70

58

208

172

89

86

64

56

836

Kwara

39

29

34

50

34

21

47

43

22

319

Lagos

212

260

306

148

236

156

68

119

74

1,579

Nasarawa

4

64

12

29

2

7

10

19

20

167

Niger

21

18

40

37

94

70

13

51

48

392

Ogun

82

95

87

105

92

86

227

182

28

984

Ondo

67

81

59

34

148

106

53

20

15

583

Osun

13

88

75

14

9

27

29

28

27

310

Oyo

177

23

41

77

59

114

67

107

53

718

Plateau

4

9

31

33

18

32

10

40

0

177

Rivers

43

97

51

11

55

15

174

30

0

476

Sokoto

8

44

38

12

46

8

28

19

32

235

Taraba

5

9

20

11

5

1

5

6

6

68

Yobe

6

36

38

13

62

88

40

50

78

411

Zamfara

17

52

25

22

24

27

18

37

18

240

Total

1,161 

1,802

1,877

1,729

2,004

1,839

1,652

2,061

964

15,090

42Ikeja, the capital of Lagos State, recorded the highest number of deaths from car accidents. Most lives were lost in the Ikeja axis of the Lagos-Ibadan Expressway (Table 1.4). The strategic location of the area places it at the centre of fatal car accidents, with a record of 266 car accident deaths. Another route that has claimed many lives is the ever-busy Oshodi-Apapa Expressway. Oshodi is one of the most populated areas of Lagos State, with major industries located in the LGA. Within the period under study, 180 persons died in fatal car accidents. The expressway is a major link to Tin Island, where most companies involved in oil distribution are located. The presence of these companies has kept Apapa, Mainland, Island, and Eti-Osa continuously busy with commercial activities. Oil pipelines cut through many residential areas in Lagos State. Distribution of PMS, a major cause of deaths along Apapa/Mile 2/Oshodi Expressway, has always been ongoing. The volatility of such refined products makes it fatal each time tankers have accidents. In May 2008, for instance, an explosion occurred after a bulldozer hit an oil pipe and approximately 100 people were killed by fire, including many school children.43 Aside from oil companies, other protagonists, such as government security agencies, have caused fatal road accidents in the state. In a bid to evade harassment by the police, commercial bus drivers cause fatal accidents. In addition, the police mount road blocks that have caused several fatal road accidents. Approximately 54 people died in October 2010 in a multiple road accident caused by a police checkpoint on Shangisha Bridge, between the Toll Gate and Berger Bus Stop near Otedola Housing Estate.44

Table 1.4. Summary of fatal car accidents in Lagos, by LGA and route (June 2006-May 2014)

LGA

No. of deaths

Most dangerous routes

Amuwo/Odofin

9

Satellite Town

Epe

49

Lekki-Epe Road; Epe/Ibeju Expressway

Ibeju/Lekki

49

Lekki/Epe

Ifako-Ijaye

28

Abeokuta Expressway

Kosofe

48

Lagos-Ibadan Expressway; Ketu, Mile 12

Mushin

28

Agege Motor Road; Ladipo

Ojo

58

Lagos-Badagry Expressway

Shomolu

41

Ikorodu Road; Gbagada Expressway

Lagos Mainland

29

Third Mainland Bridge

Lagos Island

44

Obalende

Ikorodu

148

Ikorodu Expressway

Surulere

55

Apapa-Oshodi Expressway; Ojuelegba

Oshodi-Isolo

180

Oshodi-Apapa Expressway

Ikeja

266

Lagos-Ibadan Expressway

Eti-Osa

62

Lagos-Epe Expressway

Badagry

143

Badagry Expressway; Eko Bridge

Apapa

72

Apapa-Oshodi Expressway; Tin Can Island

Alimosho

150

Igando Road; Lagos-Abeokuta Expressway

Agege

97

Lagos-Abeokuta Expressway

Ajeromi-Ifelodun

23

Ajegunle

Total

1,579

43However, the administration of Governor Fashola (2007-2015) has achieved reasonable success in the reduction of road accidents in Lagos State. Lagos State Traffic Management Authority (LASTMA) was created to reduce deaths, injuries, and economic losses from road accidents by employing modern traffic management techniques. The agency is empowered, among other things, to relocate tankers to industrial parks, impound tankers and cars parked indiscriminately, and ensure strict compliance with safety measures.

Edo State

44Edo State recorded the second-highest rate of fatal road accidents in Nigeria between June 2006 and May 2014, with 1,129 deaths in 177 accidents. There were 210 deaths in 2013; 208 in 2007; 196 in 2009; 164 in 2008; and 120 between January and May 2014. The strategic nature and location of Edo State as a major link to the South West, South-South, South East, and North Central place it on a list of states with a high risk of fatal car accidents. The state also serves as a major terminal to most drivers travelling to different parts of the country. Table 1.5 shows the distribution of fatal car accidents in Edo State within the period under study.

Table 1.5. Summary of fatal car accidents in Edo, by LGA and route (June 2006-May 2014)

LGA

No. of deaths

Most dangerous routes

Akoko-Edo

46

Okene-Abuja Expressway

Egor

1

Benin-Ore Road

Esan Central

12

Benin-Okene Highway

Esan North-East

10

Irrua Benin Road

Esan South-East

1

Iruekpen Road

Esan West

20

Benin-Auchi Road

Etsako East

19

Benin-Auchi Road

Etsako West

24

Ekpoma Road

Iguegben

4

Benin-Auchi Road

Ikpoba-Okha

23

Benin-Oluku By-Pass

Oredo

419

Benin-Ore-Lagos Road

Orhionmwon

33

Benin-Lagos Expressway; Benin–Auchi Road; Benin-Asaba Road

Ovia North-East

176

Benin-Ore Road

Ovia South-West

286

Benin-Lagos Expressway

Owan-East

5

Ora-Ihievbe-Warrake Road

Uhunmwonde

50

Benin-Asaba Expressway

TOTAL

1,129

45Oredo LGA recorded 419 deaths from 83 crashes; Ovia South-West had 286 deaths from 20 crashes; and Ovia North-East had 176 deaths from 24 crashes. Benin-Ore Expressway remains the most dangerous route in the state. In April 2013, for instance, an accident that involved a cement-laden Dangote trailer, a tanker, and a luxury bus along the route led to the death of 60 persons.45 The bus, after bursting a tyre, rammed into the trailer, which in turn rammed into the tanker, and the 60 victims were burnt beyond recognition within minutes. Approximately ten motorcycles, 16 vehicles, and 15 shops by the roadside were also destroyed by the fire.

46Another dangerous route in Edo State is the Benin-Auchi-Okene Highway. This route connects the state with Kogi and serves as a major route for persons travelling to the South West. The traffic volume on the road makes it the second-most dangerous route within the period under study. In 2009, for instance, an 18-seater bus collided with an oncoming trailer along the highway and killed 15 people.46 However, the recent reconstruction of some roads in the state by the Federal Government is expected to be a form of palliative measure to reduce the incidence of fatal car accidents in the state.

FCT (Abuja)

  • 47 The breakdown of Table 1.6. gives a lower number of fatalities (1,026) because the figures reported (...)

47Table 1.6 shows the distribution of fatal road accidents in FCT. FCT recorded the third-highest death toll, with 1,046 lives in 348 fatal road accidents between June 2006 and May 2014, most of which occurred along the Abuja-Kubwa and Abuja-Lokoja routes and within the urban settlements.47 Abuja Municipal recorded the highest number of fatal car accidents in the period under review, with 344 deaths, followed by Kwali with 248 deaths and Abaji with 212. While road accidents are widely distributed in FCT (Abuja), the municipal area accounted for 34% of the total road accident fatalities in the state, followed by Kwali (23%), Abaji (21%), and Gwagwalada (18%). Roads in Kuje were very peaceful, with just one death in one incident within the period under study.

  • 48 http://www.dailytrust.com.ng/daily/city-news/30374-abuja-a-city-of-good-roads-several-accidents

48Reasons for the high rate of fatal accidents in FCT (Abuja) can be narrowed down to the good state of roads and the number of registered cars in Abuja. The Abuja-Kubwa-Zuba route, awarded for construction in 2012 by the Federal Government of Nigeria, is the best and widest in the country, with ten lanes. Motorists, however, are ignorant of the dangers associated with smooth roads and have little consideration for safety measures. There is so much confidence among road users that the slightest brush leads to altercations and tailgating. Secondly, there has been a large increase in the number of vehicles plying the roads in the city, with consequent traffic chaos. Understandably, this led to a ban on the use of mini-buses for commercial purposes and the restriction of motorcycles and tricycles to the outskirts of the city.48

Table 1.6. Summary of fatal car accidents in FCT (Abuja), by LGA and route (June 2006-May 2014)

LGAs

No. of deaths

Most dangerous routes

Abaji

212

Abuja-Lokoja Highway

Abuja Municipal

344

Abuja-Kubwa-Zuba, Airport Road; Abuja-Nyanya-Keffi

Bwari

39

Abuja-Zuba Expressway

Gwagwalada

182

Abuja-Lugbe-Gwagwalada Road; Abuja–Lokoja Highway

Kuje

1

Kuje Expressway

Kwali

248

Abuja-Lokoja Highway (Yangoji)

Total

1,026

Analysis of fatal road accidents in Nigeria by region and geo-political zone

49Nigeria is broadly divided into North and South. The North is comprised of Kogi, Niger, Benue, Kwara, Plateau, Nassarawa, FCT, Taraba, Borno, Bauchi, Adamawa, Gombe,Yobe, Kaduna, Kebbi, Zamfara, Sokoto, Kano, Jigawa, and Katsina states. The South comprises Ebonyi, Enugu, Imo, Abia, Anambra, Akwa Ibom, Bayelsa, Edo, Cross River, Rivers, and Delta states. Others are Oyo, Ogun, Lagos, Ondo, and Osun states.

50Based on the 2006 census, the nation’s population is 140 million. Kano is the most populated state in the North, with 9,383,682 inhabitants, while FCT (Abuja) has the lowest population, with 1,405,201. The population of southern Nigeria is dominated by Lagos (9,031,534), while Bayelsa is the least populated state, with 1,703,358.

  • 49 The figures reported for some accidents were rounded up.

51Results in Figure 1.6 show that 8,288 (55%) of people who died in fatal road accidents were in the South and 6,792 (45%) were in the North.49 In the South, many people died on the Lagos-Ibadan, Benin-Ore, and Enugu-Port Harcourt expressways prior to recent renovations. In the North, FCT (Abuja) has one of the best road networks in the country. Yet good roads also entail over-speeding and a high risk of fatal accidents. The number of registered vehicles also determines the frequency of fatal road accidents. According to the NBS, in 2007 a total of 387,338 (76%) of all vehicles were registered in the South and 122,804 (24%) in the North (Figure 1.7).

Figure 1.6. Number of violent deaths in Nigeria caused by road accidents, by region (June 2006-May 2014)

Figure 1.6. Number of violent deaths in Nigeria caused by road accidents, by region (June 2006-May 2014)

Figure 1.7. Number of motor vehicles registered in Nigeria (2007)

Figure 1.7. Number of motor vehicles registered in Nigeria (2007)

Source: National Bureau of Statistics (2009); Annual Abstract of Statistics (2009)

52Oil distribution by tankers is also an important factor in the incidence of road accidents in the South. Tankers are usually rocked by fire explosions when they crash on the roads. Several commuters have lost their lives in such incidents, especially along the Lagos-Sagamu-Ibadan Expressway, the East-West Road in Rivers State, and the Benin-Ore route in Edo. The failure of the government to renovate the railway system has led to increased pressure on oil distribution companies to use road transportation.

53Furthermore, rampant criminal activities on the expressways have caused several fatal road accidents in the South. The South is home to different networks of criminal gangs, and motorists are both robbed and forced to lie on the tarred roads, only to be crushed by oncoming vehicles. In some cases, they are chased into fatal accidents. On 1 August 2008, 30 Igbo traders were robbed in Ijebu Ode along the Benin-Ore Expressway. They were forced to lie face down on the road and eventually were crushed to death by an oncoming trailer.50 Similarly, 32 bus passengers were victims of a robbery, during which they were forced to lie on the road and were crushed to death by an oncoming luxury bus.51 Such fundamental and structural issues in the South have always made the North a safer area with respect to the number of fatal car accidents in Nigeria.

54When death figures from road accidents in the six geo-political zones of Nigeria are compared, South-West recorded the greatest number of deaths (4,239) and was followed by North Central (3,242). This result is unsurprising given the immense contribution of Lagos and Oyo states (South West) and FCT (Abuja) and Kogi states (North Central) to fatal road accidents.

Population, rural-urban migration and fatal road accidents in Nigeria

  • 52 Rodrigure, J. (2009), The Geography of Transport Systems, 2nd edition. New York: Routledge.
  • 53 Ogunsanya, A.A. (1993), Directions in Urban Transport Studies in Nigeria. In: Ikya, S.G., ed., Urba (...)

55Urbanization has taken a huge toll on the population in Nigeria in terms of fatal road accidents. The nation is one of the countries in the developing world with a high rate of rural-urban migration and fast-growing cities. Although growth is a global phenomenon, 90% of growth in urban population worldwide occurs in developing countries and places intense pressure on urban infrastructure, particularly transportation.52 In this context, very large metropolitan areas like Lagos, Kano, Ibadan, Kaduna, and Port Harcourt face congestion problems that often occur when traffic pressure is increased in the transport systems. A high number of accidents happen owing to the general impatience and ill-tempered nature of road users and to conflicts between pedestrians and those using other means of road transport in the cities.53

Table 1.7. Population of main cities and number of deaths caused by road accidents (June 2006-May 2014)

City

City population

No. of deaths caused by road accidents

Lagos

8,029,200

1,579

Kano

3,248,700

373

Ibadan

3,078,400

718

Kaduna

1,458,900

446

Port Harcourt

1,053,900

476

Source: National Population Commission, 2006; Nigeria Watch, 2006-2014

  • 54 World’s Fastest Growing Cities and Urban Areas from 2006 to 2020, by CityMayors.com

56Lagos, the most populous city in Nigeria, is the second-fastest-growing city in Africa and the seventh in the world.54 Rural-urban migration, immigration, unemployment, inadequate social amenities, and the lack of urban planning explain infrastructural decay, including the poor road transportation system, and account for the 1,579 road accident deaths between June 2006 and May 2014. By contrast, Kano is much less affected by such accidents because its inhabitants are relatively poor and there are fewer cars on the road (Table 1.7).

57In order of importance, Ibadan, capital city of Oyo State, is the third-largest metropolitan area in Nigeria, after Lagos and Kano. It recorded the second-highest number of car accident deaths (718) within the period under study. Ibadan, mostly seen as the centre of administration of the old Western Region, consistently witnesses massive rural-urban migration from neighbouring communities. The state has a network of dual-carriageway roads, including the Ojoo-Sango-Mokola Road, the Ring Road-Orita-Challenge-New Garage route, and the recently completed Dugbe-Eleyele-erico Road. Most of the accident deaths that occurred within the city were on these roads.

58Port Harcourt, another major city in Nigeria, recorded 476 road accidents fatalities between June 2006 and May 2014. The city is an epicentre of the oil-related activities of a large number of multi-national and local firms. Hence, oil distribution has been a major threat to the city, when one considers the effects of tanker accidents, explosions, and fire outbreaks. Aside from oil-related activities, Port Harcourt is known for its bustling night activity and entertainment industry. Late-night driving, under-age driving, and drunk driving are factors that have all contributed to the number of fatal road accidents in the state. Finally, the volume of trade within the city due to its proximity to Aba, the commercial centre of Abia State, increases the volume of traffic pressure from traders flocking in and out of the state. This high traffic volume often causes fatal road accidents.

Conclusion

59This study has examined the trends in road accidents in Nigeria between June 2006 and May 2014. After studying the causes of violent deaths in Nigeria from an overall point of view, fatal road accident was discovered to be the main cause of violent fatalities, apart from the Boko Haram insurgency. Different contexts precipitate fatal car accidents in Nigeria. Understanding these political and socio-economic contexts provides a better insight into why road accident has remained a leading cause of death in the country. The distribution of fatal car accidents among the 36 states and the FCT shows that Lagos State recorded the highest number of fatal car accidents, but is less dangerous in terms of the calculated severity index. Abuja is more dangerous when compared with its relative number of inhabitants. Results further showed that regional variations exist in the fatality rates from road accidents, with more deaths occurring in the South than in the North. The results also established that state and city population estimates, number of registered vehicles, and trade volume are among the variables that determine the fatality rate of road accidents in Nigeria. Finally, it appears that road maintenance remains an issue because criminal gangs take advantage of bad spots on the highways to rob travellers, causing fatal car accidents in the process.

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Notes

1 http://en.wikipedia.org/wiki/Transport

2 Favour Nnabugwu, 2014, 1.2 M Dead in Road Accidents – World Bank chief, Vanguard, June 15.

3 Chen, G. (2010), Road Traffic Safety in African Countries – Status, Trend, Contributing Factors, Counter Measures and Challenges, International Journal of Injury Control and Safety Promotion 17(4): 247-255.

4 Lagarde, E. (2007), Road Traffic Injury Is an Escalating Burden in Africa and Deserves Proportionate Research Efforts, PLoS Medicine 4(6): 967-71

5 Ibid.

6 A speech at the launch of the event, UN Secretary General by Ban Ki-Moon on May 11, 2011 during the United Nations Assembly.

7 Sumaila, AbdulGaniyu Femi, 2013. Road Crashes Trends and Safety Management in Nigeria, Department of Transport Management Technology, Federal University of Technology, Minna.

8 Ibid.

9 Agbonkhese, O., G.L. Yisa, E.G. Agbonkhese, D.O. Akanbi, E.O. Aka & E.B. Mondigha (2013), Road Traffic Accidents in Nigeria: Causes and Preventive Measures. Civil and Environmental Research, ISSN 2224-5790 (Paper) ISSN 2225-0514 (Online), Vol. 3, No. 13.

10 Oladepo, O. & R. Brieger (2006), Road Traffic Accidents: Applying the Brake to a Killing Tree.

11 Pérouse de Montclos, M.-A., Nigeria Watch: Fourth Report on Violence in Nigeria (2006–2014).

12 WHO 2013 Report on Accidents in Africa.

13 FRSC (2009). Traffic Digest, A Transport Digest Publication of PRS Department.

14 Ibid.

15 Dr. Murtala Muhammad Umar, Road Transport Accidents: Causes, Effects and Prevention, General Hospital Zurmi, Zamfara State.

16 Adekunle, J.A. (2010), Road Traffic Accident Deaths and Socio-Economic Development in Nigeria. Int. Rev. Bus. Soc. Sci. 1(5): 47-60.

17 Pratte, D. (1998), Road to Ruin: Road Traffic Accident in the Developing World, NEXUS 13: 46-62.

18 Agbeboh G. U. & Osabuohien-Irabor Osarumwense (2013), Empirical Analysis of Road Traffic Accidents: A Case Study of Kogi State, North-Central Nigeria, Department of Mathematics, Ambrose Alli University, Ekpoma, Nigeria.

19 National Bureau Of Statistics (2009), Annual Abstract Of Statistics.

20 FRSC (2011), Traffic Digestion

21 Ibid.

22 Kayode Olagunju, 19 October 2010. Corps Commander Corps Transport Standardization Officer, Federal Road Safety Corps, National Headquarters, Pmb 125, Abuja, Nigeria.

23 National Bureau for Statistics (2010).

24 Ibid.

25 Ipingbemi, O. (2008), Socio-Economic Characteristics and Driving Behaviour of Commercial Drivers in Southwestern Nigerian Cities. Lyon, CODATU (Cooperation for Urban Mobility in the Developing World), 5 pp.

26 Ibid.

27 Christie, N. (1995b), Social, Economic and Environmental Factors in Child Pedestrian Accidents: A Research Review. Transport Research Laboratory, Project Report 116.

28 Abdalla, I.M. (1997), Statistical Investigation and Modelling of the Relationships Between Road Accidents and Social Characteristics. PhD Thesis, Napier University.

29 Hancock, P.A., M. Lesch & L. Simmons (2003), The Distraction Effects of Phone Use During a Crucial Driving Maneuver. Accident Analysis and Prevention (35) 501-514

30 FRSC (2007), An article on FRSC Establishment Act. www.frsc.gov.ng. 15 December 2007.

31 This figure is lower than the total number of casualties tabulated for each cause of violence in Figure 1.2. This is because fatalities can result from several causes, and hence some duplicates in Figure 1.2.

32 Vanguard 2012 interview with the past Sector Commander of the FRSC, Mr. Tumes Sylvanus Dalop, on EMBER months of road traffic accidents

33 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=12859&rang=2

34 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=12871&rang=3

35 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=12990&rang=4

36 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=11317&rang=1

37 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=11124&rang=2

38 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=12573&rang=3

39 Smart, D., S. Vassallo, A. Sanson, S. Cockfield, A. Harris, W. Harrison & A. McIntyre (2005), In: The Driver’s Seat: Understanding Young Adults’ Driving Behaviour. Melbourne: Australian Institute of Family Studies.

40 Eke, N., E.N. Etebu & S.O. Nwosu (2000), Road Traffic Accident Mortalities in Port Harcourt, Nigeria. Anil Aggrawals Internet J. Forensic Med. Toxicol. 1(2).

41 http://www.lagosstate.gov.ng/pagelinks.php?p=6 [archive].

42 http://www.lagosstate.gov.ng/pagelinks.php?p=6 [archive].

43 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=3502&rang=1

44 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=6634&rang=2

45 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=11124&rang=1

46 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=5153&rang=1

47 The breakdown of Table 1.6. gives a lower number of fatalities (1,026) because the figures reported for some accidents were rounded up.

48 http://www.dailytrust.com.ng/daily/city-news/30374-abuja-a-city-of-good-roads-several-accidents

49 The figures reported for some accidents were rounded up.

50 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=5121&rang=4

51 http://www.nigeriawatch.org/index.php?urlaction=evtView&id_evt=8168&rang=10

52 Rodrigure, J. (2009), The Geography of Transport Systems, 2nd edition. New York: Routledge.

53 Ogunsanya, A.A. (1993), Directions in Urban Transport Studies in Nigeria. In: Ikya, S.G., ed., Urban Passenger Transportation in Nigeria, Heinemann Educational Books (Nig.) Plc.

54 World’s Fastest Growing Cities and Urban Areas from 2006 to 2020, by CityMayors.com

Table des illustrations

Titre Figure 1.1. FRSC and Nigeria Watch records of fatalities caused by road accidents (2007-2013)
URL http://books.openedition.org/ifra/docannexe/image/1908/img-1.png
Fichier image/png, 71k
Titre Figure 1.2. Cumulated figures of violent deaths in Nigeria, by cause (June 2006-May 2014)
URL http://books.openedition.org/ifra/docannexe/image/1908/img-2.jpg
Fichier image/jpeg, 44k
Titre Map 1.1. Fatalities caused by road accidents in Nigeria (June 2006-May 2014)
URL http://books.openedition.org/ifra/docannexe/image/1908/img-3.jpg
Fichier image/jpeg, 459k
Titre Map 1.2. Fatality rates related to road accidents in Nigeria, per 100,000 inhabitants (June 2006-May 2014)
URL http://books.openedition.org/ifra/docannexe/image/1908/img-4.jpg
Fichier image/jpeg, 443k
Titre Figure 1.5. Number of violent deaths in Nigeria caused by road accidents, by state (June 2006-May 2014)
URL http://books.openedition.org/ifra/docannexe/image/1908/img-5.png
Fichier image/png, 57k
Titre Figure 1.6. Number of violent deaths in Nigeria caused by road accidents, by region (June 2006-May 2014)
URL http://books.openedition.org/ifra/docannexe/image/1908/img-6.png
Fichier image/png, 70k
Titre Figure 1.7. Number of motor vehicles registered in Nigeria (2007)
Crédits Source: National Bureau of Statistics (2009); Annual Abstract of Statistics (2009)
URL http://books.openedition.org/ifra/docannexe/image/1908/img-7.png
Fichier image/png, 89k

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