ABSTRACT. Ride-hailing is shaping travel behaviours with profound implications for sustainable urban transport and mobility. Despite the growing literature on ride-hailing’s impact on travel behaviour, there is a dearth of evidence on the possible influence of this relatively new form of car-based transport on car ownership aspirations. This paper addresses the question: does ride-hailing use explain aspirations for private car-based transport among young adults? We mobilise a conceptual model that accounts for the possible influences on car ownership aspirations of individuals’ perceived similarities between ride-hailing and private car use; perceived benefits of ride-hailing; attitude toward car ownership and use; attitude toward the environment; as well as socio-demographic attributes. We test this model empirically in a developing country context where there is a growing use of ride-hailing services, especially among young demographics. We found that individuals perceived close similarities between ride-hailing and private car use, and that attitude toward car use (instrumental aspects) and perceived benefits of ride-hailing had a direct positive influence on their perceptions. Car ownership aspirations were strongly underpinned by individuals’ experience using ride-hailing as well as the social-symbolic meaning of car ownership. We also found a dissonance between individuals’ pro-environmental attitude and their desire for car ownership. We conclude that ride-hailing is fulfilling an immediate preference for car-based transport among our study participants. Ride-hailing use could therefore be a step closer to personal car use aspirations. We reflect on the implications for creating sustainable urban transport and mobility futures.

ABSTRACT. Digital technology (DT) can be defined as electronic tools, systems, devices, and resources which generate and store data for teaching and learning. DT was introduced to the transport industry in the form of innovations which use information technology systems, intelligent transport systems and computer modelling to improve aspects of supply chain in transport logistics and private and public transport (PT). The study adopted a bibliometric review process of downloading DT, transport and PT data between 1990 to 2023 from Scopus and analysing the exported data using VosViewer to create network maps based on keyword occurrences. The most occurring keywords on DT centred around Covid-19 and digital transformation. Globally, there has been an increase in research in the field of digital technology from the year 2010, peaking in 2021 and 2022. Nevertheless, there are only 6 and 3 documents focused on DT in African transport and PT respectively. However, there is much advancement on DT in African PT around bus rapid transit (BRT) systems, the Gautrain and minibus taxis. DT methods adopted include online payments, mobile apps and customer services. Regular monitoring and user evaluations of DT public transport projects which have already been employed will give more understanding of African transport users’ needs and require location and user specific solutions. Moreover, the numerous benefits of DT applications within transport and PT globally indicate that African research should analyse whether these applications are equally beneficial or need to be adapted in order to deal with complex issues of African cities.

ABSTRACT. The aim of this paper is to examine the effect of the adoption of technological innovation, non-technological innovation and their complementarity on the competitiveness of transport companies, with an emphasis on the simultaneous adoption of technological and non-technological innovations. The present work uses a two-block model of equations with a recurrent structure that incorporates information on the success of innovation adoption from the survey of 1,897 firms in Cameroon, Cote d'Ivoire and Senegal. The model is estimated in stages, following the logic of innovation adoption and company results. Technological and non-technological innovations are complementary and have important effects on the competitiveness of transport service companies. This complementarity proves that technological innovation contributes more to competitiveness when accompanied by non-technological innovation, and vice versa. The results of this work illustrate the need to shed light on all possible innovations in the field of transport and logistics companies. By considering the transport system as a socio-technical system, this result shows the interest of analyzing the conditions of production of transport and logistics services, within the framework of relations between the actors of this system, and the adoption of technological and non-technological innovations.

ABSTRACT. Over the past decade, emerging modes of transport such as ride-hailing services such as Uber, Bolt, Lyft, etc., have become popular as a convenient door-to-door mobility option for residents in many cities across the world. While the individual-rider service is still the predominant option in many cities, shared ride options such as the UberX-Share (formerly UberPool) and Lyft line are now being offered in some developed cities. Although the shared ride-hailing model is not currently offered in many developing economies like South Africa, there is a need to understand the potential for the adoption and utilisation of such shared ride services among existing users and non-users of the ride-hailing system. This paper presents a pilot investigation to understand the current ride-hailing dynamics and the attitudinal factors that could influence willingness to share rides with strangers in a shared ride-hailing service. The study focuses on the youth population and specifically students in tertiary institutions. Data was gathered using an online questionnaire which was distributed via emails and social media to participants who were mainly university undergraduate and postgraduate students. The objective of the study is twofold: the first is to understand respondents' current utilisation of the existing ride-hailing service in terms of trip purpose and frequency of usage. The second objective is to understand their attitude and perceptions of the various travel attributes that could likely influence willingness to share rides.

ABSTRACT. The urgency of reaction to climate change is apparent from the targets set by the Paris Agreement that aims to limit the global average temperature rise to 1.5 degree centigrade. As transport contributes more than 20% of global energy-related direct CO2 emissions, there is a pressing need to reduce emissions generated by the transport sector. Transition to electric mobility has been proposed as one of the sustainable solutions to reduce transport-related Greenhouse Gas (GHG) emissions and air pollution. However, despite several trials, electric vehicles, including 2-wheelers, 3-wheelers, buses and mini-buses (‘matatus’), have not been widely adopted in Sub-Saharan Africa as yet. In order to gain a better understanding of the factors underlying the slow uptake from a consumer perspective, an Electric Vehicle Attitudes and Preferences Survey was undertaken in Nairobi and Machakos in Kenya. This survey aims to gather evidence from consumers regarding their perceptions of the e-mobility transition and to explore the role of e-mobility within their wider mobility needs.

ABSTRACT. The emergence of the internet revolution started over two decades ago, causing everyday life and business activities to turn more and more digital. The business environment is characterised by intense competition based on strategized and conscious efforts made by logistics firms to gain market share across the globe, thereby taking advantage of higher production and sourcing efficiency for product delivery. It becomes imperative for logistics firms to improve their delivery functions in order to ensure smooth flow of products and services from the firms to their end-users. However, the logistics industry and their consumers are not left out of the need to seek better and more efficient ways to track supply; hence, this work developed a cloud-based application for logistics firms and their end users to solve tracking problems of their products and services. To achieve the objective, the JavaScript programming language was applied in the REACT-NATIVE framework to build a mobile application with the aid of Google Maps API, socket.io, Nestjs for server setup, Docker, and typescript. The practical function of the mobile application was tested, and its ability to suitably track products and services in online and real-time modes was established. The exact location of the application interface was also established. Its ability to promote ease of operation and satisfaction of the users and logistics firm in the tracking business was also confirmed.

ABSTRACT. Building dry ports facilitate intermodal freight transport in import and export corridors, especially for landlocked countries. Selecting the optimal location of the dry ports is a crucial component of dry port planning. In this study, the criteria literature used to choose optimum dry port locations have been summarized and presented to logistics experts to identify final lists of criteria relevant to the case of Ethiopia. Following the survey, a simple multi-attribute ranking technique (SMART) was used to weight the criteria. Accordingly, out of the seven final criteria, closeness to road networks and railway were found to be the two most important criteria whereas the distance from the seaport was the least important criterion. We input these weighted criteria into GIS to identify the optimal locations for dry ports in the case study area, Ethiopia. Finally, the areas close to the road and railway infrastructures together with the areas with a higher score of the rest of the criteria were mapped as the most and moderately suitable areas. The results indicate that the location of existing dry ports partially aligns with the suitability map found in the study.

ABSTRACT. Digital technologies could improve the operations of supply chains, resulting in better product quality, faster delivery times, and lower costs. Low-income countries are far behind the developed world in terms of research and technology adoption and are therefore working less efficiently and effectively. Through a case study of dairy product collection and delivery in Ethiopia, this study examined opportunities for improvement in the dairy supply chain in low-income countries. Interviews with private stakeholders were conducted to assess the implementation level of cold chain and digitalization. Some opportunities for improvement were identified in the analysis, including optimization of location and routing for a chilling center and a processing plant. An assessment of this solution was performed using data from the case milk processing company. The results indicated that there was a significant improvement in travel time and distance when the facilities are located and optimal locations and routes are properly planned and scheduled. Overall, the investigation provided comprehensive insights on the scope for integration of digital technologies to improve the performance of the dairy supply chain in low-income countries.

ABSTRACT. In the supply chain, cold chain plays a crucial role in handling temperature-sensitive products or cargo . It is an aspect concerned, specifically, with maintaining storage, preservation and transport of products at a limited temperature range throughout the entire supply chain. The cold chain is critical in improving global food industry security and supplying better quality nutrition. Across the globe, Fish is a good source of animal protein, which is essential for healthy human growth. In fact, to many Nigerians on the coastal areas, creeks and rivers, fish is their only source of protein and sometimes income. Nigeria annual fish demand is estimated at 3.6 million metric tons with a population of about 186 million people but domestic production produces only about 1.2 million metric tons. This leaves a deficit of 2.4 million metric tons, which is largely supplied through fish importation legally or otherwise Imported fish are transported through cold chain logistics across the country’s borders to secure its nutritional and economic value of its neighboring countries. However, Nigeria’s cold chain industry for frozen fish importation and distribution is still in its infancy. The cold chain logistics industry for frozen fish importation and its distribution in Nigeria faces challenges such as limited investors, insufficient infrastructures, high logistics costs, a dearth of research into the challenges and a limited number of professionals in the cold chain logistics industry. Despite the importance of fish consumption in Nigeria, particularly for addressing malnutrition and food insecurity, limited studies assess the cold chain logistics of imported frozen fish, accounting for around 35% of total domestic fish consumption. The literature has not had systematic research on the status of cold chain logistics of imported frozen foods in Nigeria, the mode of operation of importers, training needs and technological gaps in the sector. Thus, This discourse aims at bridging the knowledge gap in the current literature by using selected firms engaged in fish importation and distribution from the fisheries sector in Lagos, being the commercial hub of Nigeria, as a representative of practitioners the industry. The study adopted an exploratory research. A mixed method of systematic desk review of literature and interview was utilized. A review of the sources of frozen fish products of the cold chain logistics shows that due to the limited local production, importation is bridging the gap. Figure 1.0 shows a sketch of the structure of the cold chain logistics of fish distribution in Nigeria from interviews conducted. This study encounter series of limitations such as the lack of sample sizes, in which the selected importers are often faced with similar issues. Therefore, further research is crucial to gain more sample size, which strengthens the reliability of the results.

ABSTRACT. Bus rapid transit (BRT) is designed to provide higher passenger capacity and reliability than a conventional bus system. Hence it has elaborate stations intended for passengers' drop-off and pick-up. BRT station is a key element of BRT service. Types can range from a simple bus stop to a premium station comparable to large rail terminals. Keep in mind that BRT dedicated lanes are provided at kerbside or midblock; hence the ease of accessibility depends on whether the stations are located at kerbside or midblock. Kerbside stations are nearest to the commuters, whilst midblock stations are purpose-built and sited at the centre of the roadway. Cape Town, South Africa, BRT has midblock stations. What are the perils of locating BRT stations in the middle of the roadway? To what extent are the commuters in lockstep with the midblock station? The paper argued that travel mode choice is partly influenced by the perils of BRT midblock stations, for example, accessibility and safety, among others. A sample survey of 1000 commuters at selected BRT midblock stations along the R27, M14 corridor in Cape Town revealed that commuters are reasonably satisfied with BRT midblock stations even though kerbside station (63%) is the preferred option. Ease of accessibility and safety are often cited as the main reasons for preferring kerbside stations.

ABSTRACT. The study compares framework conditions for safety and organisational safety management among bus drivers in Norway and Ghana, based on bus driver survey data in the two countries (n=285 and 281), interview data (n=11 and n=19). An overarching purpose is to adapt the Safety ladder for safety management to African bus companies. Multivariate analyses of the survey data indicate that Safety Ladder practices influence organisational safety culture, which influences aggressive driving style which in turn influence drivers’ accident involvement. Our study show, however, that the Ghanaian bus companies have few formal safety measures in place, and that they should start to work with safety commitment, and focusing on drivers’ driving style and seat belt use. We discuss, however, whether it is sufficient for the Ghanaian bus companies to focus on organisational safety management, given the framework conditions that are negative to safety. Bus drivers in Ghana experience far more challenging framework conditions for safety than the Norwegian bus drivers. The most important framework condition for bus drivers in Ghana is type of employer (commercial or institutional), which influence whether drivers have bonus wage arrangements (which lead to speeding, driving while tired), and which also influence rest rules, vehicle standard etc. The safety commitment of managers might not be sufficient, if the drivers need to maximize the bonus pay arrangement to earn their living. Thus, we also point to authorities’ responsibility to change these framework conditions.

ABSTRACT. Globally, road safety remains a troubling issue. About 1.3 million people die each year on the roads and between 20 and 50 million sustain non-fatal injuries. Regionally, sub-Saharan Africa is the most affected by road crashes, with a fatality rate of 27 per 100,000 inhabitants. Kenya’s National Transport and Safety Authority (NTSA) estimates that about 4,579 people died on Kenyan roads in 2021 and 4,690 deaths from road crashes in 2022. This represents an annual average increase of about 24 %. Although some studies have indicated that drivers or the human factor is the main reason for these rising cases, there is need to explore further causes and implications. This is due to a lot of interactions and actors on road and the broader transport system influence the road safety situation. This study aims at promoting the use of the safe systems approach in tackling the problem of road safety in Kenya. The study utilizes desktop research and adopts the socio-technical systems theory to explain the interaction of the different systems components and their influence on road safety. This study concludes that the entire road and transport system and not just the driver or human factors, are responsible for the many crashes that occur in Kenya. The study recommends a paradigm shift from reactive to proactive measures and argues for the adoption of safe systems approach to road safety in Kenya. In future, this will likely contribute to a sustainable solution to the road safety problem in Kenya.

ABSTRACT. This research assessed the consequences of towing on incidents stemming from immobilized and forsaken vehicles in Tennessee, focusing on how towing times impacted incident longevity, subsequent collisions, and line lengths. The investigation revealed that the majority of towing-related incidents, which led to additional accidents, were displaced from the travel route within an hour of occurrence, with most cleared in under five minutes. However, the predominant bulk of incidents (roughly 94%) induced no delays, displaying a zero-minute incident span. Around 9% of all incidents necessitated towing, within which 10% were forsaken vehicles, and 90% were incapacitated ones. The time preceding towing spanned from minutes to, in isolated cases, days post-incident. Pertaining to towing, it was discerned that expansive internal and external shoulders substantially affected the frequency of forsaken and incapacitated vehicle occurrences, incident lengths, and the emergence of secondary collisions. Locations with broader shoulders experienced reductions in primary incidents, subsequent crashes, and also saw shortened incident spans, enabling streamlined towing operations. Areas with an elevated count of travel lanes exhibited reduced incident occurrences, fewer secondary crashes, and diminished incident lengths in comparison to areas with limited lanes. A custom survey was developed and dispatched to certain states to gather insights on experiences, policies, and protocols regarding immobilized and forsaken vehicle incidents. The permissible duration for removing such vehicles in several states was identified to be 24-48 hours post-incident.

ABSTRACT. The vast network of inland waterways in Nigeria is one of the natural endowments of the country. However, the corridor is being sub-optimally utilized in terms of provision of affordable access to and from the riverine and the coastal regions of the country. Notwithstanding, the low volume of traffic on these corridors, the corridors are synonymous with frequent boat mishaps and accidents that often time resulted in loss of lives and properties. The aim of this paper therefore, is to examine safety issues and standard on the corridors, with a view to determining the immediate factors responsible for incessant boats mishaps and fatal accidents on the inland waterways in the country. The results of the aggregated data from questionnaire, boat accidents historical data as well as qualitative data on inland waterway infrastructure and facilities reveal high correlation between fatality rate and weak safety enforcement, poor and unsafe status of waterways facilities in the selected corridors. It is therefore evident that improved safety rules and regulation enforcement, whereby mandatory life jacket, safe boat standard, overloading restrictions among others are adequately enforced by the authorities at all levels (public and private) would guarantee a safer inland waterways corridors in the country.

ABSTRACT. The study provides a case comparison of road safety management in three African countries (Tanzania, Ghana, Zambia) with three EU countries with record of excellence in traffic safety and practicing Safe Systems principles (Norway and Netherlands & Sweden), based on document analysis and qualitative interviews. Norway, Sweden, and the Netherlands are early adopters of what has been termed the Safe System Approach (termed “Sustainable safety” in the Netherlands). Norway and Sweden have the highest road safety level in world. The aims of the study are to: 1) Examine the alignment with Safe System principles in the road safety management systems in each country, 2) Examine factors influencing the level of alignment and 3) Develop recommendations as to how the African countries can learn from the Safe System countries in their road safety management. The European countries’ road safety management systems are mainly in line with the Safe Systems principles for road safety management, although we note some deficiencies in the decentralized Dutch approach. In the African countries, we find an insufficient systematic approach and a lower level of implementation of existing plans. Lacking Safe system implementation in the African countries is related to low institutional road safety influence and lacking funding. We provide recommendations as to how the African countries can learn from the European countries’ implementation of Safe system RSM system.

ABSTRACT. Understanding how young men navigate their journeys is important in the context of improving safe mobility for all, especially those resident in city neighbourhoods with high rates of crime and poverty. Over the past decade, knowledge has been accumulating regarding the challenges faced by young women as they travel around urban areas across the African continent, but young men’s lived mobility experiences have been largely ignored. This represents a major research gap. There often seems to be an [unwritten] assumption that men are invulnerable - free to travel wherever and whenever they choose - but there is a lack of specific knowledge of realities on the ground and how they impact on men’s lives. In this paper we report recent research conducted with young men aged 18- 35 years in two low-income areas in Cape Town, utilizing a qualitative participatory Peer Research methodology. The focus is on understanding how young men resident in low income areas experience and practice mobility, as they walk between home and local transport hubs, wait at the hub, then journey onwards on motorised transport. Our findings suggest that while men’s perceptions of potential danger do not necessarily stop them travelling, they may experience moments of considerable stress in such contexts, such that they have to engage with a diversity of tactics to try to ensure a safe journey. There are potentially significant impacts on young men’s employment and well-being.

ABSTRACT. Transit-Oriented Development (TOD) holds promise for driving sustainable and equitable urban growth in African cities, where rapid advancements in modern public transportation systems are underway. However, the concept of TOD remains in its initial stages across the African continent, necessitating effective integration of land-use and transport planning, coordinated implementation mechanisms, and institutional capacity to ensure success. This paper offers a comprehensive examination of TOD's potential benefits in African urban settings, exploring its alignment with the Sustainable Development Goals (SDGs) and associated targets. Through extensive literature reviews and the application of a systems thinking approach, the study refines the understanding of how TOD can contribute to sustainable and equitable urban development in the African context. Drawing upon Dar es Salaam, Tanzania, as a case study, the paper elucidates the city's journey in promoting development along the Bus Rapid Transit (BRT) corridor and incorporating TOD principles. By employing a theoretical capacity assessment framework, the paper analyses Dar es Salaam's TOD capacity across policy and vision, organizational and stakeholder dimensions, and implementation and technical proficiency. Finally, the research identifies common challenges faced by African cities, namely, coordination and collaboration, public support and participation, financing, and long-term policy commitment. Importantly, it contributes to the academic literature by delineating these shared challenges within a robust theoretical framework and suggesting potential solutions.

ABSTRACT. This comprehensive review sheds light on the central role of accessibility in unravelling the intricacies of mobility and spatial interaction within African cities. The scarcity of disaggregated datasets, a common challenge, adds complexity to estimating accessibility, yet the review demonstrates a burgeoning interest in this field despite obstacles. Papers are distributed across various countries, with South Africa, Kenya, and Ghana taking the lead, indicating a concerted effort to grasp the dynamics of mobility and accessibility. However, a conspicuous gap persists in the examination of rural accessibility patterns and their ramifications for livelihoods. Analysing studies through the lens of four fundamental accessibility measurement approaches, the review underscores a predominant reliance on location/placed-based measures (60.4%), while infrastructure-based measures and person-based measures account for 22.9% and 2.1%, respectively. Hybrid methods, combining infrastructure-place based and placed-person based approaches, constitute 16.7% of the studies. Notably, 68.75% of surveyed papers base their accessibility models on travel time, with 8.3% using distance and 22.9% employing a combination of time, distance, or cost. The nuanced insights into travel patterns and their association with inequalities in valued destination distribution emerge as significant findings. The Synthesised results provide a holistic understanding of spatial distribution and inequalities in accessibility research and contributes to the groundwork for enhancing urban accessibility and fostering inclusive urban development in African contexts.

ABSTRACT. Paratransit transport has become a permanent fixture in many African cities. It is used by millions of people daily, but low and unpredictable service levels, pollution, inadequate safety standards, and road characterize it. Being the only form of motorized transportation for many, paratransit services often provide low-level services and show little respect for their users. Using the concept of dignity, this research explores the experiences of various paratransit actors. Other fields of study have shown that the normative concept of dignity can powerfully highlight unjust relationships and suggest pathways to improvement. Dignity, however, has yet to be employed systematically in the transport literature. Therefore, this study expands upon the application of dignity in various research fields toward a transport adaptation of dignity. The study uses ethnographic methods of observation, ride-a-longs, and post-ride interviews and analyzes rich data on the paratransit experiences of users, drivers, and conductors in Nairobi city. Thematic analysis of the interviews resulted in the classification of experiences as either positive or negative concerning their impact on dignity. Positive themes included acknowledgment and recognition, autonomy, and advocacy, while negative themes included diminishment, labeling, and minimizing. Findings reveal that interactions between actors improve or diminish dignity among actors. The effects of dignity violations indeed reduced ridership among those who could access alternative transportation modes, such as walking and car ownership. Positive experiences, however, increase ridership in vehicles with improved services and improve the relations among actors, their self-perception, and that of actors with whom they interact.

ABSTRACT. With the demographic explosion, African cities such as the city of Douala need to diversify their modes of transport which include buses, taxis and especially motorcycle taxis which represent 61% of urban transport in Cameroon (Cameroun Tribune, 2018); the latter are popular means of transportation that are increasingly preferred over traffic-ridden automobiles. In the city of Douala, there are projects such as the construction of a BRT (Bus Rapid Transit) network to develop mass urban transport. But these projects experience delays or fail. While the population of the city of Douala is only growing (4,063,000 inhabitants, according to World Population Statistics, 2023), the SOCATUR company, and even the PMUS are at their wit's end. It then becomes urgent to reflect on the means that can improve mobility. In this work, we propose actions that can be carried out with this objective, by giving an answer to our research question: “What are the priority aspects to be solved for the city of Douala to become a smart city? ". The solutions found may be added to the list of options that the public authorities already have. We use qualitative and quantitative methods based on documentary research and field research. At Douala airport, we collected the opinions of a sample of 338 people accustomed to international travel who proposed 10 priority actions in descending order of importance to be carried out. A detailed map of the city of Douala was used to identify the main roads in the city, as well as the various parking nodes prone to traffic jams, which we then checked by visiting the site. Our results indicate that the mentalities of Cameroonians must evolve to establish a collective intelligence. Public transport projects should be encouraged and multi-storey car parks built at junctions such as Ndokoti and near densely populated areas.

ABSTRACT. The deterioration of rural living conditions caused by an economic and social crisis, and political instability in Mozambique after 1975, contributed to an increase in the urban population in Maputo. This led to increasing demand for land for housing and urban transport. The current public budgetary challenges: a weak investment in the sector has resulted in a limited supply, and poor quality of public transport and urban planning. This paper aims to analyse the socio-spatial transformation in Maputo and the modes governing the urban transport service. I have analysed articles and technical-scientific reports from the 1960s; studies on policies and strategies for urban transport in Maputo; I conducted exploratory interviews with the main actors in public transport as I made observations on the functioning of the transport system. I also used statistical data on the population growth and transport in Maputo. Preliminary results show a contradiction between the population growth and housing sprawl, and the availability of urban transport in new neighbourhoods, consequently decreasing the quality and availability of transport in the Maputo metropolitan area. The study contributes to the debate on urban mobility and sustainable urban transport.

ABSTRACT. Globally, car use in urban areas is increasing rapidly to the detriment of sustainable modes (walking, cycling, and public transport) partly due to large investment in road transport infrastructure. A major part of the growth in car use is forecasted to be in developing nations. In Lagos, Nigeria, traffic problems such as congestion, parking difficulties, accidents, etc. were attributed to high travel demand relative to capacity, rapid increase in car ownership, population growth, etc. Car use has been associated with negative impacts such as congestion, noise, emission of greenhouse gases, air pollution, lack of physical activity, stress due to driving, lower psychological well-being, etc. To mitigate the negative impacts, researchers have recommended the adoption of transport demand management measures such as road pricing. However, a successful introduction of road pricing measures depends on motorists' acceptability of the measures, while a lack of acceptability is a barrier to the implementation of the measures. A thorough understanding of public acceptability is essential in selecting appropriate policy measures. The success or failure of these policies depends upon a robust understanding of the factors influencing car use and the acceptability of car use reduction measures such as road pricing. This study examines the influence of car access and improved mobility options on motorists' acceptability of road pricing in Lagos, Nigeria. Data were obtained in a cross-sectional survey of 691 motorists in Lagos, Nigeria through a purposive sampling technique, while the data analysis was done using Partial Least Square Structural Equation Modelling (PLS-SEM). The results indicated that motorists' acceptability of road pricing, is influenced by Car Access, and Improved Mobility Options.

ABSTRACT. This research tries to evaluate the functional classification of roads and the overall structure of the road network for selected 11 cities in different regions of the world using two evaluation indicator dimensions; the trip movement performance and the road network structure measurement characteristics, by assigning random trips from different OD pattern combinations. From the analysis, it is found that that the hierarchical arrangement of road networks has significant effect on the trip performance of a road network i.e. the increase in level of the functional classification of the road network can improve the travel time of users and reasonable trip segregation on different levels can be attained. In addition, it was revealed that some cities with the dense network show low trip performance due to the presence of low hierarchy, an access-oriented road is a significant factor in this regard. This can be seen as an opportunity in pursuing a high-mobility policy in that there are many roads in the network that could be hierarchically elevated. Meanwhile the existing network also lends itself very well to active, sustainable mobility. In general, the results of this research indicated that the difference in trip performance among different cities can be tied to the kind of mobility policies they pursue and transport planners must think the appropriate police to apply for the city by considering the existing road network structure and layout.

ABSTRACT. In recent years, Nigeria has been grappling with the urgent need to modernize and expand its road network to accommodate the urgent need to move vast quantities of natural resources and merchandise to support mining, agriculture, energy, and manufacturing activities to meet the needs of a rapidly growing population. The lack of funding for road transport infrastructure in Nigeria has been a major factor affecting road modernization and improvement efforts of the government. This has resulted in delayed and substandard road construction and maintenance with a negative impact on the country's economic performance and overall development. To address these challenges, various innovative financing schemes have been introduced and implemented by the government and private sector stakeholders, aiming to mobilize resources and bridge the funding gap to ensure the sustainable growth of the road transport sector in Nigeria. The appraisal used a comprehensive research methodology including a thorough review of literature such as government reports, academic publications, and relevant publications of international organizations. The review provides a comprehensive analysis of Nigeria's current road transport infrastructure financing schemes and identifies challenges and obstacles that hinder the effective implementation of these financing schemes. Policy recommendations are suggested to improve existing strategies and to promote sustainable road infrastructure development in the country.

ABSTRACT. In Africa, research on transport lags agriculture and public health. How and why? This paper answers those questions. The paper draws on two decades of close observation and frames the space of public investment as non-ergodic. Consequently, the challenges of transport research on the continent are analysed using that non-ergodic frame. Therefore, the methodology and epistemology reflect case study. The paper traces both the physical and social dimensions of transport research back to independence. It identifies both the challenges and opportunities for improved transport research on the continent, and they exist in a duality of interdisciplinarity and public-private partnerships (PPP). And on relevance, this paper is asking the most fundamental question of transport research in Africa: Why is it weak?

ABSTRACT. Sub-Sahara's paratransit sector is yet to take off in the electrification of its minibus taxis. More than two thirds of daily commuters are transported by minibus taxis in cities. However, the electrification process is prohibited by multiple factors, such as an already fragile grid network, and an energy scarcity in the region. Planning for eventual electrification is further complicated by the sector's unique, decentralised, unscheduled, and demand-driven nature. We use the novel concepts of vehicle-day and fleet-day to quantify the relationship between mobility and electricity demand which are linked by the charging infrastructure and charging strategies. To investigate the effects of the charging requirements, data from 17 minibus taxis in Stellenbosch, South Africa was used with a bespoke software built to simulate the driving and charging of the taxis. Four main scenarios were tested, split into two depot/rank charging rates (22 kW and 150 kW) and two charging strategies (FIFO and prioritised charging). These are further broken down into including home charging or not. The effectiveness of each scenario is assessed on the success rate of the vehicle-days. A charging rate of 22 kW had a success rate of 55%, with the furthest a vehicle can travel being 190 km. This increases with home charging to a 79% success rate (220 km), and can be further increased with 150 kW charging and home charging to 86% success rate (270 km). Prioritised charging has no effect on the maximum success rate, and only reduces the number of depot chargers required to reach maximum mobility.

ABSTRACT. The International Energy Agency (IEA) believes that to satisfy Sustainable Development Goal (SDG) 13, which is to battle climate change and its implications, emissions from the transportation sector will need to decrease by 20% by the year 2030. Electric Vehicles (EVs) offer a potential solution to the problem of air pollution through their primary benefits. EV adoption relies on adequate charging infrastructure, especially well-situated public charging stations. This article therefore aims to assess the charging behaviour and preference of EV users in Ghana, as well as assess the impact of current public charging infrastructure on the driving behaviour of EV users. The study also seeks to solicit the views of EV users on improvements to be made in the future provision of public charging stations in Ghana. The research utilised questionnaires to gather information from EV users who had gone to charge their EVs. The findings highlight most participants prefer convenient home charging. Public charging sessions are typically short, spanning 25.0% to 50.0% battery capacity. Statistical analyses using chi-square tests show no significant relationship between travel distance and charging duration or battery level. Identified challenges encompass insufficient accessible maintenance facilities and public charging stations, contributing to range anxiety. Respondents advocate for charging stations along major highways and express a preference for rapid Level 3 chargers. To address these issues and promote electric mobility, the study recommends establishing specialised EV repair centres and an expansive network of charging stations at strategic locations, notably highways, to enhance intercity mobility in Ghana.

ABSTRACT. This paper assesses the transport system of Addis Ababa, Ethiopia taking factors such as number of vehicles, roadway width, speed of vehicles, longitudinal grade and proportion of both fuel and electrical vehicles by dividing vehicles into seven classes namely car, minibus, small bus, coach, small truck, heavy truck, and truck trailer to determine CO2 emission, CO emission fuel consumption and electric consumption in addition to the percent to replace ICE vehicles. After selecting eight representative road sections in Addis Ababa city, input data was collected from both primary and secondary sources. Simulation of Urban Mobility SUMO is used to model the existing road transport system and two other scenarios, cases being 20% and 40% replacement of Internal Combustion Engine vehicles by Electric Vehicles. Among the vehicle types studied under this paper, the SUMO results show that coaches are with the highest CO2 emission releasing an average amount of 28.442-gram CO2 every time step while cars are with the least CO2 emission value of 6.542grams. Minibuses are top CO emitters releasing an average 0.420 gram of CO every time step and truck trailers with the smallest CO emission, 0.025grams. Regarding electric consumptions, truck trailer is a vehicle type with highest electric consumption having a value of 2.282kwh (watthour) consumption every time step and cars being the least electricity consumed vehicles, 0.151kwh. The fourth point is fuel consumption, besides the high CO2 emission coaches’ consumption of fuel is leading by 8.946 grams and cars use 2.087 grams of fuel every time step. Totally public transport vehicles are responsible for higher emissions and huge fuel consumptions. Therefore, if our transport system encourages penetration of electric vehicles to the road transport system a healthy and energy efficient environment is reserved. Again, from financial and environmental standpoint, replacement of 40% ICE vehicles by EVs enhance us with reduced costs and green environment.

ABSTRACT. The global embrace of electric vehicles (EVs) is predominantly driven by the need to address the adverse impacts of climate change, all while aligning with the principles of a Just Energy Transition (JET). Numerous African nations, including South Africa, have set JET targets aimed at curbing greenhouse gas emissions and ensuring an equitable transition for all stakeholders within the road transport sector. Despite the significant role played by the South African Minibus Taxi (MBT) industry in public transportation, as measured by modal share and passenger kilometers, there has been limited progress in decarbonizing this mode of transport. Several factors contribute to the slow pace of decarbonization within the MBT industry, including a lack of governance in the adoption and promotion of clean transport technologies. This vulnerability puts the MBT industry at risk of lagging behind in the JET process. To facilitate the successful integration of EVs into the South African MBT sector, it is imperative to comprehend the essential elements of the Design-Build-Operate-Maintain (DBOM) process for charging facilities tailored to this industry. This study delves into and identifies key considerations for the DBOM of EV charging facilities within the MBT industry. The authors have categorized six overarching factors that require careful attention in this context. This paper examines these factors by drawing insights from existing plans for the development of South Africa's inaugural MBT charging facility, serving as a case study.

ABSTRACT. The threat of climate change has sparked adaptation and renewal in all sectors of the economy, globally. Transportation systems are amongst the largest energy consumers and emissions producers, triggering a great amount of research and development in terms of alternative propulsion systems. The international discourse is presently dominated by a move towards electric or hydrogen propulsion. This paper aims to investigate and unpack Africa’s potential to move towards either of these alternatives, by analysing the continent’s strengths, weaknesses, opportunities, and threats, with regards to such a transition. A systematic literature review explores the current and projected African transport and energy landscape, the general state of policy in this domain, as well as the environmental, social, and economic impacts associated with the adoption of these technologies. The study concludes that both electric and hydrogen vehicle technologies are viable and promising future transport alternatives for the continent, and that Africa can become a pivotal role player in both these incumbent supply chains.

ABSTRACT. This paper presents the results of the evaluation of the Big Data technologies and data collection approaches that had been utilised in the pilot cities of Blantyre, Gaborone, Kinshasa, Kigali, Lagos, Maseru as part of the HVT Africa Urban Mobility Observatory (AUMO) project. This paper addresses several key questions related to big data and urban mobility planning in an African context. What are the opportunities and risks of Big Data applications to collect data on sustainable urban mobility in HVT cities? What are the main levers for policy and institutional adjustments to facilitate big data environments and create an enabling environment? What is the potential for new mobile technology for reducing the costs of data collection and increasing the sample size due to general digitalization amongst the population?

Big Data offers opportunities to lower the overall costs of gathering relevant data for planning. It also opens novel opportunities for better identifying links between mobility behaviour. Several novel data collection technologies allowing remote administration of surveys were developed during the project, and these were deployed in the six research cities. This paper focuses on a USSD (unstructured supplementary data services) survey instrument capable of automating the generation of travel diaries on participants’ devices.

Cities should explore leveraging the strategies towards using Big Data in urban mobility planning considering other priorities outside the mobility pillar. Further, developing cities in the region may perhaps benefit best by focusing on being a consumer of data and integrating such technologies (and external entities) into the wider planning and policy cycle. An iterative approach that considers the rapidly evolving environment, resources, and technologies, should be considered, and a thorough assessment may lead cities to move towards internalising some of the other functions, depending on local context and goals.

ABSTRACT. This study leverages computer vision techniques and deep learning algorithms to address the safety challenges posed by pedestrians walking along highways, particularly in overpopulated urban areas with unplanned settlements. The research employs YOLO and SORT algorithms for object detec- tion and tracking on CCTV images, aiming to accurately identify pedestrians, vehicles, and groups of people. The behaviours of pedestrians, such as crossing highways and using shoulders, are ana- lyzed. Preliminary results showcase the successful implementation of the computer vision model, facilitating identification and revealing insights into risky pedestrian behaviours. This research contributes to enhanced road safety and informed urban planning in densely populated regions through the synergy of computer vision and transportation engineering.

ABSTRACT. Potholes cause extensive damage to roads and vehicles and contribute to crashes. Remote detection of potholes is of great interest to travellers wishing to avoid pothole riddled routes during the trip planning stage, and to roads authorities for timeous protection of road infrastructure. The purpose of this study is to develop a model that can automatically and remotely detect road segments where potholes are likely to have formed in rural areas. A simple algorithm for a Pothole Detector Model is proposed that uses only commercial floating car data (FCD) as input. Commercial FCD are anonymised, widespread, and passively collected by GPS enabled probe devices over the entire road network, making FCD particularly appropriate for input to an automatic and remote method to evaluate pavement state, without the deployment of additional sensor infrastructure. The application of FCD to detect pothole occurrence is unique and has not been previously investigated. Pothole presence is shown in this paper to significantly impact harmonic mean speeds reported by commercial FCD along rural roads in South Africa. The relationship between pothole severity, evaluated from test-vehicle GPS data and dashboard camera footage, and commercial FCD-reported speed profiles, were empirically investigated along 69 km of rural training routes to develop the Pothole Detector Model. The model was then evaluated along 6 testing routes, with a total length of 189 km, proving the validity of the proposed model: 85% of the testing routes were correctly categorised as either having or not having potholes, and 96% of potholed road segments were correctly identified. The Pothole Detector Model has wide application potential, firstly as input to navigation applications to direct travellers along routes with low instances of potholes, and secondly through incorporation into pavement management systems to continuously monitor vast rural road networks.

ABSTRACT. The study examined the feasibility of implementing a Blue Ocean Strategy of last-mile delivery service in Lagos, Nigeria. Last-mile delivery is a critical aspect of the supply chain characterized by intense competition and operational challenges. The Blue Ocean Strategy concept advocated creating uncontested market spaces, diverging from competition-focused strategies. This study assessed the principles of the Blue Ocean Strategy with measurements such as product leadership and differentiation used to examine whether competitiveness can be effectively achieved in the last-mile delivery sector in Lagos. A mixed-method approach was used to gather the required data for the analysis. Qualitative and quantitative methods were useful for the study. Qualitative data was gathered through interviews with industry experts, delivery personnel, and consumers to gain insights into main points, service gaps, and latent demands. Quantitative data was collected through a survey using a convenience sampling technique with a questionnaire on the infinite population of customers to gauge their perceptions, preferences, and willingness to adopt novel delivery approaches. The study found that last-mile delivery service is a blue ocean type of business in which both product leadership and product differentiation strategies can be applied to achieve competitiveness. It was further suggested that the operators of the last-mile delivery service in Lagos could adopt any of the business-level strategies of product leadership and product differentiation while considering the environment where such business is conducted.

ABSTRACT. Apapa port area of Lagos State which accounts for about 85% of import and export of Nigeria is always in perpetual gridlock. The aspect of the problem this study seeks to examine is the effects of multiple overlapping and conflicting governance authorities: Federal, State, Local governments and other stakeholders like the transport workers and truck owners’ unions. The study is expected to determine the areas of overlap and operational conflicts; describe how the traffic management is impacted by the governance overlaps; construct a model of the governance overlaps and suggest a workable relationship format that will minimize the conflict areas and consequently ease the perennial traffic gridlocks for a smooth logistics and supply chain in the most critical maritime corridor of Nigeria. This study is exploratory and descriptive. The secondary data were obtained from the records of government and other relevant agencies. The primary sources of information consist of in-depth interviews and focused group discussions with all the major stakeholders. The information collected were collated and analyzed using tables, charts and descriptive analysis. Our major finding on the causes of the gridlocks is in roles overlaps in the areas of policy formulation, law enactment law enforcement, tax collection, levy imposition, traffic management, security, road construction and maintenance, and park management. We recommended three governance models: Conversion of Federal and State Task Forces into a standing Management Team, Central Authority for the Management of the Corridor by NPA, Centralized taxes and levy collection and sharing.

ABSTRACT. Goods distribution by freight transport system involves high complex activities. This inform the importance and preferences of each stakeholders’ perceptions which are sometimes conflicting and divergent based on individual interest. Freight transport system encountered some major challenges in a developing economy, ranging from inadequate loading/unloading operations, congestion and poor road networks. These prompted this study to assess the role of stakeholder’s management in freight transport logistics sustainability in Nigeria. The study population comprise of 5000 truck owners registered with COMTUA, 265 participants were selected using both convenient and purposive sampling techniques. From 265 distributed questionnaires 160 usable were retrieved, which indicates 60% response rate. Data collected were analysed using descriptive statistics. The data analysed was presented using charts. From the findings of the study, it could be deduced that freight transport logistics operations will undoubtedly be enhanced by proper identification and effective engagement of stakeholders in the industry. This could also help in the formulation and implementation of government policies that will effectively enhanced freight movement and promotes special attention needed for freight traffic management. The findings of the further shows that stakeholders’ recognition and improvement on the frequency of stakeholders’ meetings would improve the stakeholder’s perspective on adequacy of communication strategy to be employed. The study therefore recommended among others that in freight transport logistic planning. stakeholder’s involvement should be given priority

ABSTRACT. This paper is focused on safety of school transportation. The paper draws from an analogy of the yellow-fever disease to show that while the Kenya school transport regulations requiring all school transportation vehicles to be painted in yellow gives visibility to the vehicles, it does not fully guarantee the safety of children. The paper analyses Kenya’s school transport policy, media reports and secondary data related on children travel to school. The sporadic directive to paint all school transport vehicles in yellow color gripped the schools and like the yellow fever disease, did not address other safety issues affecting children travelling to school. Schools were no longer allowed to ferry children to school in vehicles painted in yellow. Consequently, and in a panic mode, the schools painted their vehicles in yellow to comply with the regulations. However, vehicle maintenance and other safety issues were not paid attention to. Consequently, road crashes and fatalities involving school transportation remain a concern despite the vehicles being painted in yellow. Also, the regulation is not uniformly applied as some school buses are painted in varying colors especially for secondary schools. The directive leaves out alternative school transport modes that are used by children. The paper concludes that while the directive increased awareness and visibility of school transportation in Kenya, there is for comprehensive school transport and safety guidelines that include other modes used by children like public transport, walking and cycling; as well other safety aspects such like vehicle maintenance and crew behavior.

ABSTRACT. Due to an increase in vehicle traffic, traffic-related noise is a major public health hazard in both emerging and industrialized nations. In this study, equivalent hourly traffic noise levels at different road classes in the city of Kumasi, Ghana, were measured and compared to the World Health Organization (WHO) thresholds. Measurements were taken at nine selected sites during the morning, afternoon, and evening hours on weekdays and weekends using a smartphone-installed noise measurement app. Descriptive statistics, ordinal regression analysis and Kruskal-Wallis non-parametric test were used as analysis tools. The results showed that regardless of the road class, the mean 12-hour traffic noise levels at all sites exceeded the WHO’s recommended thresholds. The values of the mean noise levels at the sites ranged between 68 dB(A) and 90 dB(A). The measured noise levels were also compared with traffic noise levels reported in other countries. Perception questions were incorporated into a questionnaire, and the awareness level was evaluated. Respondents reported poor sleep quality, stress, hearing loss, and concentration loss as significant risk factors for annoyance. Since, to the best of the researcher’s knowledge, there has been no baseline study on traffic noise in the case study area, this research thus provides some recommendations that will help guide the formulation of road traffic noise guidelines. The results of the study could be used as a benchmark for traffic noise levels in the country after the implementation of any countermeasures in the future.

ABSTRACT. Over 1.3 million lives are lost and 50 million injuries occur annually as a result of traffic crashes globally. 90% of these fatalities are from the global south and nearly half all experienced by pedestrians and other Vulnerable Road Users (VRUs). Current road safety policy efforts focus of developing stiff penalties to deter traffic violation but ignores enforcement behaviour and their effects on road safety policy implementation outcomes. This study documents the prevalence of road traffic violations among VRUs in relation to vehicle occupants. It also documents frequency of stops and arrests. The data is thereafter paired with similar data on other road users. The study concludes that while vulnerable road users commit most traffic offences, they are rarely targeted for traffic law enforcement. Consequently police decisions on who to target for traffic law enforcement undermines road safety policy implementation outcomes.

ABSTRACT. The failure of public transport operators to meet the population basic mobility needs had led to an increasing demand for effective passenger transport services resulting to an overgrowing fleet of privately owned shared motorcycle taxi that filled the gap. This was as a result of the government policy to curtail the global economic crisis of 1980s (which also affected Nigeria) by introducing the Structural Adjustment Program which withered funding for public transport system. However, Instead of solving the economic crisis, SAP further aggravated it and the end result was inflation. Inflation and privatisation were major factors leading to the collapse of the public urban transport system. This condition made it difficult for the transport service providers to replace their aging vehicles with new ones. However, the gap created in the transport sector was to some extent filled up with the development of the “shared bike” system in which a commercial motorcyclist operated full scale city transport service by operating a pick and drop system anywhere along the minor and major routes. It is at this end that this study intends to uncover and analyze how shared bike taxi evolved and served as alternative to the urban transport services. The sourced materials for this work included the extensive use of written records and oral information.

ABSTRACT. Motorcycle-taxis have exploded in popularity over the past two decades across Africa and Latin America, after initially being primarily a Southeast Asian phenomenon. Recently, frameworks for measuring the success of transport systems have been increasingly influenced by the accessibility paradigm, which aims to move measures of transport networks from a mobility or speed-based paradigm towards one focused on the ease of reaching destinations. The purpose of this paper is to systematically review the state of knowledge on the role and impact of motorcycle-taxis on transportation systems using a broadened accessibility framework. This systematic review was conducted using the PRISMA method, and the search was conducted primarily through the ScienceDirect platform. From an initial search with 1,800 results, 152 items were found to be relevant to the topic of motorcycle-taxis and accessibility. Most of the studies were conducted in Asia, Africa, or Latin America, and the themes of labor, ride-hailing platforms, access to services, and specific accessibility factors were identified. While several aspects of accessibility were discussed, motorcycle-taxis negative impacts on road safety was a common theme, while the more positive impacts are touched on but not investigated fully. Previous studies also tended to take a narrow view of accessibility, viewing it only through a single accessibility factor – such as time-cost – and do not assess the complete range of factors affecting accessibility. The limited range of evidence on the impact of motorcycle-taxis leaves a gap in the literature. This lack of evidence has led to erratic policy, including bans and crackdowns, that fail to balance the obvious road safety risks of motorcycle-taxis with their potential accessibility benefits. It is concluded that a more holistic assessment of motorcycle-taxis could help to improve policies.

ABSTRACT. With over 20 million people and 5 million automobiles, Lagos, Nigeria is a megacity where the effects of ride-hailing on travel behavior and sustainable mobility have yet to be fully explored. Empirical information on demand and supply variables, advantages and drawbacks, and social, economic, and environmental implications of ride-hailing in Lagos is provided through a cross-sectional online survey of 600 customers and drivers. According to the research, ride-hailing services boost accessibility and mobility because they provide easy access to safe, pleasant, and reliable transportation. In addition, it helps those looking for driving jobs. Adding more vehicles to the roads, generating more carbon dioxide, exposing drivers and passengers to more risk, and creating a divide between the haves and have-nots in access to excellent transportation services are all negative consequences of ride-hailing. Using electric or hybrid cars, cutting down on deadheading or empty journeys, connecting with public transportation networks, and sharing rides or pooling passengers are just some of the sustainable practices the report advises ride-hailing services implement. It also suggests ways in which ride-hailing companies might make their pricing, commissions, and rating structures more transparent, equitable, and efficient. More stringent safety, quality, and accountability criteria and rules for ride-hailing services are also proposed.

ABSTRACT. This paper presents the findings from case studies that were undertaken over a period of three years with the residents of informal settlements in five African cities: Cape Coast, Ghana, Cape Town, South Africa, Lagos, Nigeria, Kampala, Uganda and Nairobi, Kenya (INTALInC, 2019). The research was undertaken in close collaboration with local researchers, frontline aid agencies, city planners, policymakers, transport operators and community leaders. It was undertaken in the context of the widely recognised problem of transport poverty across the African continent.

Our studies demonstrate that working collaboratively with the people who experience extreme challenges in their everyday mobilities draws attention to the need for a new framing of sustainable urban mobility in the global south urban context. African transportation engineers, policymakers and planners urgently need to abandon westernised models of urban transport planning, which are predicated on the ideal of individualised private transportation and widespread car ownership and use, and instead pay more immediate attention to addressing the unmet travel needs of its majority population. This suggests a need for more nuanced, interdisciplinary, bottom-up and socially inclusive research contributions in the field of transport and urban planning, from geography, urban planning, sociology, anthropology.

ABSTRACT. An optimal urban setting is one defined by a seamless integration and interconnectivity of residential, occupational, and recreational activities. However, in Sub-Saharan Africa, where urbanisation is marked by underdevelopment and poverty, it is imperative that mobility and transportation systems demonstrate adaptability to an array of complexities and shocks, ranging from informality, climate change-related hazards, fuel price spikes and electricity shortages. This paper employs a qualitative case study approach to provide a comprehensive examination of the challenges of navigating complexities to advance adaptive transport solutions in Buffalo City's informal settlements. The research findings reveal significant mobility and connectivity hurdles encompassing insufficient road networks and limited public transportation alternatives that link communities to economic hubs. This paper argues that adopting a comprehensive and context-specific approach to transportation solutions in informal settlements requires a multidimensional understanding of the morphological characteristics of informal settlements to ensure sustainable and inclusive design intervention outcomes. This paper concludes that when developing transport systems in informal settlements, it is imperative to account for the high degree of uncertainty and complexity to develop efficient transport systems that foster resilience in poor communities.

ABSTRACT. The paper makes a case for more research into the sustainable transport impacts of the marginalization of toilet provision in transportation and spatial planning in Africa. Africa is one of the key sites of global toilet suffering, with some 779 million people experiencing deficient access to adequate, safe and clean toilets. Much has been written about the phenomenon’s adverse effects on public health (diseases and deaths); women’s safety (e.g., violence linked to accessing toilet outdoor) and girl-child education (marginalization of toilet provision forces them to skip or drop out of school during menstruation) and the economy generally (health spending and productivity losses linked to poor sanitation). Much less scholarly attention, however, has gone into investigating its effects on sustainable transport. This paper contributes to the limited research on toilet access and mobility in Africa. It argues that toilet suffering in the transport context poses important sustainability concerns related, but not limited, to pleasant mobility experience; equitable everyday access, public participation and citizenship; road safety; personal and occupational health that could benefit from knowledge building and further learning. The paper aims to stimulate a shift towards making toilet access more valued and embedded in transportation planning and policy research in Africa

ABSTRACT. In this research, we address the knowledge gap regarding 3-wheelers, their vehicle kilometres travelled (VKT) and the resulting GHG emissions. We outline a methodology on how to analyse the fleet composition by using aerial images and deep learning classification methods. After determining the share of vehicle types, we focus on 3-wheelers since uncertainties in the total number and distribution are particularly large. Furthermore, we showcase how this methodology can be enhanced by GPS trajectories that contain information about VKT of 3-wheelers. Lastly, we combine these findings with land use data and emission factors to calculate the total CO2 emissions of 3-wheelers in a particular area. The research presented here is meant to increase the knowledge about global vehicles fleets and their impact on GHG emissions. This is not only relevant for emission inventories, but also for the assessment of measures to mitigate climate change. The work is part of the research project Emissionslandkarte (ELK), that collects and estimates the impact of transport on GHG globally (Righi et al., 2023) at the German Aerospace Center (DLR).

ABSTRACT. The natural atmospheric concentration of Greenhouse Gases (GHGs) is vital for human existence but excessive GHGs are challenging the carrying capacity of the earth leading to climate change. Nigeria deployed Intergovernmental Panel on Climate Change (IPCC) top-down approach which generalizes transport emissions and is not detailed to localize solutions based on sectors. This identified gap was filled using IPCC’s Bottom-Up approach. The quantitative research design was employed using a descriptive survey to determine fuel consumption, vehicle and drivers characteristics through the use of a 30-item instrument named GHG emission estimation instrument (GHGEEI). This instrument estimated the quantity of GHGs from vehicular emissions of commercial road passenger transport activities within the selected routes in Ikeja L.G.A of Lagos State. It also differentiated emission estimates by vehicle categories (Tricycle referred to as ‘Keke’, Shuttle,‘Danfo’14, 18 and 22-seaters) and determined the relative contribution of each commercial road passenger vehicle type according to its age, fuel type, number of engine plugs, and frequency of service. Quota sampling technique was used to identify the strata and their frequency in the population and then convenience sampling was used to select 15% of the quota population for each stratum. Results from the study showed a total of 21,219.3265kg/CO2e, 10.1065kg/CO2e and 0.97965kg/CO2e were emitted for CO2, CH4 and N2O from petrol respectively while 2368.1165kg/CO2e, 0.12565kg/CO2e and 0.12565kg/CO2e were emitted for CO2, CH4 and N2O from diesel respectively daily on the selected areas. The study concluded that end-user data gathering for vehicle emission estimation is very plausible and it will be more accurate to make localized transportation and environmental policies.

ABSTRACT. Traffic-related air pollution (TRAP) is a serious public health risk in today's cities, causing premature death and a wide range of global diseases such as respiratory, cardiovascular, and neurological disorders. The study assessed local emission inventory and investigated the ambient air quality in the Lagos metropolis from a roadside observation for five (5) traffic air pollutants measured with portable emission devices on selected roadways. Additionally, traffic mobility measures such as flow, speed, and vehicle fleet were collected throughout the week for the 11 observation hours. Geospatial analysis was used to assess the hot spot of air pollution for the different emission monitoring points on each corridor. The arterial's composition and traffic flow have an impact on the routes' emission levels. However, the highest volume was observed for the morning peak period between 7-9 a.m. and 4-8 p.m. for the morning and evening peak periods, respectively, for the routes, while the lowest concentration was observed in the afternoon between 12 and 2 p.m.Pollutant concentrations were higher at emission points near intersection bottlenecks or traffic jams than at points further away from road corridors. SO2 and NO2 impacts on ambient air quality were moderately polluted for all the routes. However, the air quality is not safe, and it is hazardous to health as the impact of CO, PM2.5, and PM10 on commercial and industrial routes is severe. Enhancing air quality monitoring in Sub-Saharan Africa (SSA) is crucial for developing a national response to address the issue of air pollution.