Speed Management And Accident Reduction Among Motorists In Lagos State

Speed Management And Accident Reduction Among Motorists In Lagos State

CHAPTER ONE

preface

The background of the study

The diurnal conditioning of mortal beings revolve around one form of transport or another. In substance, the social and profitable conditioning of individualities involve, to a large extent, their movement from one place to another. The movement of people and goods from one place to another implies the use of different means of transport. Transport finds its use in the air, in( and, occasionally, in) water and land. Accordingly, transportation structure is veritably important for countries around the world in the hunt to advance their public and profitable development. Land transport is grouped into 3 types, videlicet transport by pipes, transport by rail and road transport. Road transport is principally the most used of the three types mentioned over, which represent further than 70 percent of the movement of people and goods worldwide( IRTAD 2014). This is so, conceivably because land transport is the closest to man as a result of its relative profitability and safety. Accordingly, the vehicular movement has come a vital aspect of humanity, since it plays a crucial part in the profitable conditioning of man. An illustration of this can be seen in transportation. of essential goods in exchanges through huge vessels and tanks that contain petroleum products( to mention just a many) from product or manufacturing spots to their end druggies. It goes without saying that the awkward movements of similar exchanges occasionally affect the inflow of vehicles and undermine the safety and weal of the population. This, in turn, undermines mortal security and limits the achievement of public objects. The burden of morbidity and mortality in developing countries similar as Nigeria is adding due to the combination of factors including rapid-fire mechanization, poor roads and speed structure, as well as the geste of road druggies. This contrasts with the technologically advanced countries where indicators are shrinking. RTC has been linked as the eighth cause of death worldwide, and developing countries are the most affected. According to the World Health Organization( WHO), around1.3 million people die worldwide each time as a result of speeding accidents on the road. The WHO figures also indicated that five hundred( 500) children die each day in business accidents worldwide. In fact, the road speed injury is among the four leading causes of death for all five- time- pasts. To raise mindfulness of this mortal reality, Jean Todt, chairman of the International Automobile Federation( FIA), the International Automobile Federation and the Special Envoy of the Secretary General of Road Safety of the UN, addressed the world- famed film director. Luc Benson to deliver a potent communication through a movie on the inconceivable troubles children face when crossing the road( Udodiong, 2016).

Also according to WHO Chief, Margaret Chan „„ road speed losses take an inferior high risk, particularly on poor people in poor countries ‟‟( WER) The lack of acceptable security laws, shy structure and poor enforcement in low and middle income countries regard for 90 of road deaths in the world. The profitable costs of these countries amount to nearly$ 100 billion a time( Khazan, 2013).

According to Bauer( 2015), countries similar as Russia, China, Turkey, Egypt, India, Vietnam, Kenya, Brazil, Mexico and Cambodia are responsible for nearly half of all road deaths, reports Bloomberg Philanthropies. India has the loftiest total number of deaths, followed by China and the United States of America. Meanwhile; In Africa, Eritrea has the loftiest attention of road deaths(48.4 per 100 000 occupants), followed by Egypt and Libya. According to WHO estimates, the number of road deaths will be the fifth cause of death in 2030. Because of the enormity of the problem, the UN felt it would take a decade to manage. In 2011, the United Nations launched a” Decade of Action” aimed at stabilizing and reducing mortality worldwide by 2020.

Sung and Rios( 2015) reported that worldwide, 50 million people suffer speed accident injuries each time, with varying general profitable costs.

from 2 to 5 percent of GDP in numerous countries. In addition, the impact of speeding accidents on the thoroughfares in families that lose income is enormous, both in terms of emotional trauma and loss of income, especially in poor countries where there are no safety nets and for accident victims. business.

In addition, in 2014, the WHO and the United Nations( UN) linked speeding and road deaths as a major global health problem with profitable consequences that affect the sustainable development of countries and the slow progress towards reducing poverty and substance. I could. In advanced countries similar as Western Europe, North America, Japan, Australia and New Zealand, the problem of accelerating accidents is dwindling( Aderamo 2012). In Nigeria, South Africa, Ethiopia, Ghana, Kenya and Uganda, still, there’s still a high number of road deaths.

Nigeria, like other developing countries, is passing a rapid-fire increase in mechanization without acceptable road safety measures to control the growing number of accidents and speed violations. As reported in other low and middle income countries, the main victims are climbers, cyclists and public transport passengers( Downing, 1991). In Nigeria, the road crash has been particularly disturbing for the last fifty times. As noted in the FRSC( Annual Report 2015), the trends in the RTC statistics show that in Independence in 1960, 1083 registered a aggregate of 14130 cases of RTC

performing deaths. This number increased to 4,0881 cases, with 6,761 deaths in 1976. By 1988, the number of RTC had dropped to 25,792 cases, but the number of deaths increased to 9077( see Annex VI for RTC statistics in Nigeria 1960- 1988).

In this environment, the government of General Ibrahim Babangida, innovated in 1988 as a child by necessity to stop these unattractive tendencies on the thoroughfares of Nigeria, is in this environment. The Federal Road Safety Corps has espoused DecreeNo. 45 of 1988, as amended by Decree 35 of the Speed Management Agency of 1992, which obliges the FRSC to exhaustively handle road safety problems and the operation of road safety. speed in Nigeria.

Since the founding of FRSC, their nonstop sweats, invention and inexhaustible commitment have reduced the RTC rate in the countries from 25,792 cases in 1988 to 9734 cases in 2015. While this reduction is estimable, compared to other companies developed and established in In the developing world, statistics are still unacceptably high.

Statement Of The Problem

Despite the sweats of the Federal Road Safety Corps and other road business control agencies, cases of high- speed crashes are high in Nigeria, with negative consequences for mortal and profitable coffers.

from the country. According to the FRSC cited by Bernard( 2015), Nigeria loses around 3 of GDP through RTCs annually. In 2009 alone, the profit lost as a result of road speed accidents in Nigeria was further than the GDP of twenty individual African countries. Adedokun( 2015) reported that 6450 Nigerians lost their lives on our roads in 2013, while 40057 people were injured, this figure is analogous to that reported by the FRSC in 2013, which indicated that a aggregate of 13,583 accident cases were recorded. speed on the road with 6544 people killed and 40057 injured. This is a slight reduction compared to the figure for 2012, where of 14783 cases of speeding accidents on the road, 6573 failed and 40,683 people were injured( Annual Report 2013 of the FRSC). Despite the slight fall in 2013, the problem still persists and demands serious intervention. According to Oyeyemi( 2016), it’s estimated that motorists were registered at the end of 2015 and it’s anticipated that will be on Nigerian roads with a vehicle population of at the end of 2016. With the poor state of roads in the country, the problem Of road speed accidents is still a big challenge. Oyeyemi( 2016) also reported that 21199 vehicles shared in accidents in 2013, 16779 in 2014 and 17198 in 2015, independently. This easily demonstrates that the trend of the fall in road speed has not been reversed to the standard set by Nigeria in line with the United Nations decade of action 2011- 2020. The United Nations established a frame to stop the growing trend of deaths due to the speed of roads; establishment of a commanding agency in road safety operation with colorful mates, establishing realistic long- term objects and backing for strategic road safety conditioning. The fruition of this dream is hampered by the lack of coordinated sweats among several government agencies( civil, state and quarter), nongovernmental agencies, the private sector and other associations stakeholders interested in road safety. utmost of the time, road safety doesn’t get the position of political support it deserves. In addition, the lack of backing for road safety is hampering well- intentioned road safety programs in Nigeria. The high frequence of vehicles that aren’t good of roads on the roads, the inordinate cargo on the axles, especially on tankers and campers, is a major problem that’s opposed to good operation of trace speed and reduction of speed accidents. The use of underage and inadequately trained motorists and the use of medicines among motorists regard for 87 of vehicle crashes between January and August 2014, while the FRSC recorded an increase in the crash rate with 39 attributed to speed( Annual Report of FRSC 2014). FRSC data on PSTN involving marketable vehicles in Nigeria between 2007 and 2011 indicated that there were 2094 crashes that killed 1150 people and injured 5865. Despite its remarkable success, six times down from its thing for 2020 to achieve3.2 deaths per 10,000 vehicles, the FRSC continues to be 41 deaths per 10,000 vehicles( data from the FRSC 2012). In a affiliated statistic published by the FRSC in its 2015 periodic report, LAGOS recorded the loftiest number of accidents in the entire country in 2014 and 2015, independently( see Appendix VIII). This, thus, requires critical intervention to alleviate the problem.1.2 ideal of the study To examine the relationship between the operation of the speed of the road and the reduction of the road speed shocks in Lagos in order to make recommendations and proffer perpetration strategies.

Objects Of The Study.

The specific objects of the study are me. Identify the causes of road speed shocks in the lakes. ii. Identify the frequence of collisions in the speed of the road and the mortality rate of road- related crashes in the Lakes. iii. Examine the effect of road speed operation on reducing accidents in Lagos.

Exploration Questions

I What are the rules of road operation in the state of Lagos?.

What’s the position of adherence of drivers to these rules

What’s the frequence of road speed crashes and casualty rate of road speed related crashes in the Lagos?

What’s the institutional capacity of FRSC in managing road speed crashes in the Lagos?

What are the issues that affect road speed operation in the LAGOS?

What recommendations could be made and perpetration strategies proffered to reduce the casualty rate of road speed crashes in the Lagos?

Compass of the Study

The study will cover FRSC conditioning on road speed operation from 2010- 2015 in Lagos. This period is significant because it’s within it that the LAGOS witnessed dynamic increase in mechanization, speed traffic and intimidating rise in the rate of RTC circumstance. It’s also in the period that the FRSC gauged up her conditioning in speed operation and road

safety culture entrenchment by getting a signatory to United Nation Decade of Road Safety 2011- 2020. The data on causes of road speed crashes, total number of losses and injuries were examined, and the sweats of FRSC and other statutory agencies involved in road speed operation programs within the period were also be reviewed.

Significance of the Study