Analysis of Road Traffic Crash

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TITLE PAGE:
ANALYSIS OF ROAD TRAFFIC CRASH ALONG – PANKSHIN
LOCAL GOVERNMENT ARE OF PLATEAU STATE, NIGERIA
BY
WALAR KATBAM KYESLE 26652
DAKAT NANTOK WILLIAMS 26543
WALAR GUNGRET DANJUMA 27105
DAMI DOMMUN GIMBA 26565
DOGO NANTOK TITUS 26567
A PROJECT SUBMITTED TO THE GEOGRAPHY DEPARTMENT
FOR PARTIAL FULFILLMENT OF THE AWARD IN NIGERIAN
CERTIFICATE IN EDUCATION (NCE)
FEBRUARY, 2022
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APPROVAL PAGE
This work has been read and approved as having satisfied one of the
requirement for the award of the Nigerian Certificate in Education (NCE),
College of Education, Gindiri.
____________________ _________________ _________________
Project Supervisor Sign Date
____________________ _________________ _________________
Head of Department Sign Date
____________________ _________________ _________________
External Examiner Sign Date

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DEDICATION:
This project is dedicated to God Almighty

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ACKNOWLEDGEMENTS
We are grateful to Almighty God for his support and protection to us
throughout the period of our research work. Our sincere appreciation goes to
our supervisor Mr. Mutkires Dennis Sylvanus who despite his schedules took
time to read and effect the necessary correction and giving useful suggestions,
may the Lord Almighty bless you.
Our profound gratitude also goes to our Parent Mr. & Mrs. Walar Kyesle,
Dakat Williams, Walar Danjuma, Dimi Gimba, and Dogo Titus. Our Brothers
and Sisters our friends and well-wishers for their spiritual and financial support
to us during our studies and research work at the College of Education Gindiri.
Our thanks also goes to all the staff of Geography Department who taught us we
are grateful to you for all you have done and to all who either through material,
moral and spiritual support may God bless you all and reward you abundantly.
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ABSTRACT
The phenomenon of road traffic crash along Pankshin- highway has been a
source of concern in view of the loss of life and its socio-economic consequence.
This study examined the causes of road traffic accidents along Pankshin-
highway using a survey questionnaire and secondary data obtained from the
Federal road safety corps (FRSC) Plateau State sector commands covering the
period 2013 to 2020. A total of 100 copies questionnaires were administered to
commercial drivers in five (5) motor parks. However, all the one hundred (100)
copies were successfully retrieved and considered appropriate for the analysis.
The data generated were analysed using Percentage Frequency. The result of
the analysis shows that human related factors are mainly responsible for
majority of the accident in the study area. Similarly, cars and buses are vehicle
types that are frequently involved in accident on the road. Also majority of the
accidents on the road occur during the daytime especially from 6am to 6pm. To
address these problems, FRSC and other government organisations involved in
road management should improve their effort at sensitizing the public especially
the drivers on the need for safety behaviour while driving. Also regular
monitoring patrol by Federal Road Safety Corps (FRSC) and Vehicle Inspection
Officers (VIO) with the objective of checking the excesses of drivers along the
route should be a daily exercise.
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TABLE OF CONTENTS
Title Page i
Dedication ii
Acknowledgement iii
Abstract iv
Table of contents v
CHAPTER ONE: INTRODUCTION
1.1 Background to the Study 1
1. 2 Statement of Research Problem 6
1.3 Research question 8
1.4 Aim and Objectives of the study 8
1.5 Justification of Study 9
1.6 Research Hypothesis 10
1.7 Scope of the study 10
1.8 Study Area 11
1.8.1 Geographical Location, Size and position 12
1.8.2 Geological and Relief 12
1.8.3 Soil and Vegetation 13
1.8.4 Climatic Characteristics 13

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1.8.5 Health Sources and Education 14
1.8.6 People and Population 16
1.9 Definition of Key Terms used in the Study 16
CHAPTER TWO: LITERATURE REVIEW
2.1 Introduction 18
2.2 Conceptual Framework 18
2.2.1 System Theory 18
2.2.2 Risk Theory 19
2.3 Geographical Approach to Traffic Crashes 21
2.4 Phenomenon of Road Traffic Crashes in Pankshin
Local Government Area 21
2.4.1 Pattern of Road Traffic Crash Fatalities 23
2.5 Causes and Effect of Road Traffic Crashes 26
2.5.1 Over Speeding 31
2.5.2 Drunken Driven 32
2.5.3 Destruction to Drugs 32
2.5.4 Red Light Jumping 33
2.5.5 Avoiding Safety Gears Seat Belt and Helmet 34
2.6 Factors contributing to Accidents 34

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2.7 Strategies for Better Road Traffic Crash 36
CHAPTER THREE: RESEARCH METHODOLOGY
3.1 Types and Source of Data 38
3.2 Sources of Data 38
3.2.1 Method of Data Collection 39
3.2.2 Reconnaissance Survey 39
3.3 Questionnaires Survey 39
3.3.1 Sample of Respondent and Questionnaire Administer 40
3.4 Response Rate 41
3.5 The Field Problems 42
3.6 Expected Reliability and Validation of Data 42
3.7 Method of Data Analysis 43
CHAPTER FOUR: DATA PRESENTATION AND ANALYSIS
4.1 Introduction 44
4.2 Administration and Retrieval of Questionnaire 44
4.3 Analysis of Biodata 45
CHAPTER FIVE: SUMMARY, RECOMMENDATION AND
CONCLUSION
5.1 Summary of Findings 54

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5.2 Recommendation 54
5.3 Conclusion 56
References 59
Questionnaire 65
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CHAPTER ONE
INTRODUCTION
1.1 BACKGROUND TO THE STUDY
Transportation is the world’s basic service industry. By giving man the
ability to move himself and his goods over substantial distances at reasonable
cost, it provides the basis upon which the economic underpinning of modern
civilization is built. The five modes of transportation available to the modern
world are water, rail, road, air and pipeline. Sumaila, (2013)
The economic development of Nigeria is by the development of her
transport systems. This is particularly true of the road transport system which is
by far the most widely used mode of transportation in the country. Of all the
commodity movements to and from seaports, at least two thirds are handled by
road transports while up to ninety percent of all other internal movements of
goods and services takes place by roads (Onakomaiya, 2018). This explains
why polices and priorities of the governments tend to favour increase resource
allocation for the road transport sub-sector.
It has been calculated that Nigeria sunk a staggering sum of over fifteen
billion Naira (N15 billion) in the development of road transport. This
investment represented roughly 20% of the nation‟s capital expenditure budget.

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This figure clearly shows the importance the government attaches to this
subsector of the economy. It is important to note that transport development in
Nigeria has brought about colossal waste of human lives and material losses.
Omidiji (2011)
Road Traffic Crash (RTC) by its nature is unplanned and unexpected. It
happens when a road vehicle collides with another vehicle, pedestrian, animal
or geographical or architectural features. Road traffic accident according to Jha,
Srinivasa, Roy and Jagdish (2014) is deemed to have occurred on the road when
it involves two or more objects, one of which must be any kind of a moving
vehicle. According to AUSTROADS (2018), road accidents occur as a result of
one, or more than one of the following factors: human factors; vehicle factors;
road and environmental factors. Aaron and Strasser, (2020).
The Road Traffic Crash (RTC) can result in injury, property damage and
death. Road Traffic Crash (RTC) results in the deaths of 1.2 million people
worldwide each year and injures about 4 times this number (WHO, 2004). Road
Traffic Crashes are increasing with rapid pace and presently these are one of the
leading causes of death in developing countries particularly in Nigeria. The
morbidity and mortality burden in developing countries is rising due to a
combination of factors, including rapid motorization, poor road and traffic

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infrastructure as well as the behaviour of road users (Nantulya and Reich,
2002). This contrasts with technologically advanced countries where the indices
are reducing (Oskam,Kingma and Klasen 1994; O‟Neill and Mohan, 2002).
Road Traffic Crashes have caused physical suffering and substantial
economic losses to individuals and the nation (and Oni, 2011). Despite the high
death toll on our roads, the average Nigerian driver is still impatient and
discourteous on the highway. Vehicles are poorly maintained. Many do not
know the minimum legal thread depth of a type, and ineffective brake systems
are common sights on our highways.
The greatest culprit of all the modes of transport is road of which traffic
crash is the most disturbing repercussion of its use (Sumaila, 2013). Globally,
the phenomenon of Road Traffic Crash (RTC) is one of the leading causes of
death. Annually, at least 1.2 million people die and 50 million are injured in
RTC, a scale of death comparable to malaria and tuberculosis World Health
Organization WHO (2015). More than 85% of these casualties occur in the low
and middle income countries. This estimate takes account of only the direct
economic cost mainly lost to productivity, rather than the full social costs often
recognized by industrialized countries, its effect among the poor can be
unequal. In low and middle income countries, poor people like pedestrian,
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cyclists and motorcyclists are usually vulnerable to RTC. They are of particular
risks from the greater variety and intensity of traffic mix and the lack of
separation from other road users.
Road traffic crash is therefore an issue of great international concern as it
has emerged as the single greatest source of death all over the world. In the
Nigeria where the number of motor vehicles relating to population is generally
much lower than in the developed countries, fatalities from automobile crashes
are higher.
In Pankshin Local Government Area of Plateau State, Road Traffic Crash
(RTC) at first seems relatively unimportant when compared with other
problems that cause death like poverty, drugs, disease and hunger. A careful
analysis and studies on the causes of death in a number of countries throughout
the developing world has shown that death and fatalities from RTC in Nigeria
rank among the highest in the world and second behind those by hunger and
gastroenteritis Balogun, (2016).
The Road Traffic Crash (RTC) presented in the preceding paragraph may
be as a result of sudden increase in movement of people by road, without a
commensurate increase in the development of road infrastructures like; traffic
management tools, good roads and road complementary facilities. Amongst the
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contributing factors to road accidents are human factors, vehicle condition and
road environment. Human factors (the driver) contribute approximately 90%
according to Balogun, (2016).
The problem of Road Traffic Crash (RTC) in Nigeria cannot be fully
appreciated by looking at Nigeria‟s trend alone, yet international comparison
can be misleading if not treated with caution. This is because the difference
could arise from such factors as difference in traffic composition, in the
proportion of vehicle travels which occurs in areas of urban development, in the
definition of mobility and mortality statistics, in the quality of roads, street
lighting, vehicle legislation and standard of driving.
The weather conditions under which driving takes place matters too.
Driving is more hazardous and difficult when visibility is blurred such as
happens during the rainy season, harmattan, dusts, fore and other related
conditions. During rainy season, some drivers do not drive within common
sense speed limits. At such times, they forget that their vehicle is just gliding
along the wet road. Most Pankshin People do not plan their journeys or trip well
ahead of time, and as a result get into habit of over speeding even through misty
or dusty environment. When a motorist speeds much faster than he can control,
crashes are inevitable. Agunboye (2019), vehicles taken to roadside mechanics

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for checks and servicing become traffic and snares when the mechanics forget
to bolt up vital knots. Our roads have suffered neglect from government over
the years. In some cases, whole sectors can be cut off leading to route violations
and other road traffic hazards. Overloaded axles of the vehicles shorten the
effective lifespan of the roads/vehicles. From the foregoing, the psychology of
the driver, the vehicle and the condition of the road coupled with demotic
conditions contribute to make Road Traffic crashes happen on our roads. A
survey carried out by the World Bank recently on developing countries
indicates that less than one half of the network of roads is in good condition
while more than one quarter is in a condition so bad that it is beyond normal
maintenance and requires rehabilitation. For this reasons the researcher see
there is need for this study
1.2 STATEMENT OF THE RESEARCH PROBLEM
Despite various measures and counter measures that have been put in
place at reducing the high rate of road traffic crashes, statistics show that not
much has been achieved in this regard. The high rate of carnage on the Nigerian
highways more especially in Pankshin Local Government Area of Plateau State
resulting in the loss of lives and property continues to be a source of grave
concern.
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There is also the need to critically consider the overriding hindrances
which have curtailed the traffic control on most highways in Pankshin Local
Government Area of Plateau State. In fact, the road is over burdened with a
heavy volume of consistence vehicular traffic, emission of thick black smoke by
heavy trucks. Another grey area that informed the need for the study is
executing Road Safety programmes in an environment with poor road network,
inadequate road markings less or no relevant road safety facilities, and negative
attitudes of road users.
A common shortfall of these studies is that they are largely limited to
single urban setting, rather than a road corridor cutting across different political
and administrative jurisdiction or limited in terms of the scope of analysis
(environmental, human and social predictors of RTC), which makes a holistic
appraisal and recommendations at mitigating the occurrence of RTC less
effective. Furthermore, the fact that road traffic crashes and mortality rates are
still high despite various remedial measures taken in previous years to combat
the problem, clearly suggests one thing that we are yet to get it right which
demands further investigation. The challenges in road accident reduction
demand an accurate, appropriate and case specific analysis of relevant
information on how, when, where it happens along a particular corridor and the
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dissemination of information to all the parties involved in accident prevention.
Linking geographic location to information is vital to rational decision-making;
this remains a research gap which this study intends to fill.
It is against this backdrop that the research work intends to critically
analyzed road traffic crashes in Pankshin Local Government Area as it concern
of Plateau State sector of the FRSC, and suggests ways of reducing it.
1.3 RESEARCH QUESTION
1. What are the causes of road traffic clash in Pankshin
2. What are the effect of road traffic clash in Pankshin
3. What are some possible solution to reduce the current high rate of road
traffic clash in Pankshin
1.4 AIM AND OBJECTIVES OF THE STUDY
The aim of this project is to analysis the road traffic crash in Pankshin Local
Government Area of Plateau State. The objectives of this project are as follow
1. To study the causes of road traffic crash
2. To collect the necessary traffic data on roads
3. To reduce the current high rate of road accident.
4. To find some possible solution to it

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1.5 JUSTIFICATION OF THE STUDY
Researchers have been modeling RTCs with crash prevention models in
various parts of the world. This has however not been done in Pankshing Local
Government Area of Plateau State. It is essential to conduct research to
establish the main causes of Road Accidents and come out with the reality on
the ground so that, policy makers can design strategies that will effectively
reduce the numerous deaths caused by Road Traffic crash to the barest
minimum in the country. It is necessary to develop better prediction mechanism
to plan for future occurrence. This study will be of great important as it will
clarify the relevance of road (accident) on the traffic. The researches on road
accident will stimulate and reduce dangers and risks by discovering new ideas
and comfort desired by traveler and pedestrians on road. It will also contribute
to the economy stability and growth of the country which usually create fears
for drivers and road users. The researcher work will also help the road users and
the pedestrians in enhancing a safe movement. It will also aid in policy
formulation that would address the major causes of accidents thus reducing the
number of deaths resulting from RTCs in Pankshing Local Government Area of
Plateau State, Nigeria.

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1.6 RESEARCH HYPOTHESIS
1. there is no significant relationship between poor road network and road
traffic crash on good road.
2. there is no significant relationship between inadequate serviceable,
towing vehicles and road traffic crash.
3. there is no significant relationship between inadequate safety programmes
and road traffic crashes.
1.7 SCOPE OF THE STUDY
The study will analyses road traffic crashes in Pankshin Local
Government Area of Plateau State, one of the inhibiting factors in this study is
the inability to gather relevant information from the FRSC Headquarters. Some
of these information tagged as “restricted”. In addition, the researchers limited
there research to Pankshin Town and nearby Districts such as Chip, Kadung,
Lankan, Fier, and Wokkos. Despite these constraints, the researchers were able
to gather enough information and resources that ensured that the research was
worthwhile and enriching. However available data/information obtained have
been found to be very reliable and useful in arriving at certain decisions in this
research
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1.8 STUDY AREA
1.8 Geographical Location, Size and position
Pankshin is a notable Local Government area in Plateau state, Nigeria; it
has its headquarters in Pankshin town. This local government covers an area of
1,524km2 with its highest elevation reaching up to 1371m. As of 2006,
Pankshin recorded a population of 191,685 in the town. The town is located at
longitude 9, 4500 (92660.0) and latitude 9,3333 (91959.9880N). The postal
code of the area is 933. Pankshin is a traditional town heritage of the Ngas and
Mupun, Miship, Fier, Tal, Kadung, Pal & Bijim People of plateau state.
According to history, Pankshin town is one of the oldest towns in Nigeria and in
plateau state under the state formation of Benue Plateau. Pankshin is often
considered as one of the coldest parts of Plateau state with its temperature
reaching about 190C -230C most days, however, the town is divided into two
parts- old pankshin and new pankshin due to the level of development that has
taken place recently.

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1.8.2 Geological and Relief
There are two broad geological regions across the stretch of the road,
each with broadly similar structure and litho logical characteristics. The first
comprises the Basement Complex rock and this account for 80% of the total
area. The second consists of sedimentary rock in the South and South-West,
forming part of the Fier sand stone (Mabogunje, 2017). Alluvial deposits are
also found but do not constitute a major soil parent material in the area.
Precambrian magmatic, gneisses, granite and schist of the crystalline basement
complex almost predominately underline Pankshin and its surrounding
environment.
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1.8.3 Soil and Vegetation
The prominent vegetation type recognized within the Pankshin is park
savannah, which is characterized by a continuous shrub, grasses and canopy.
Common trees recognizable in Pankshin highway and its environment are shea
butter, locust beans trees and the isoberlina trees to mention just a few. Though,
most of the vegetation has been depleted to give way for physical development
and agricultural production except on a hilly and rugged terrain where
cultivation is not possible, the vegetation is used for pasture and wood
harvesting.
1.8.4 climatic characteristic
The weather condition of Pankshin could be severely cold especially
during harmattan period. Most times, smog is formed, making it difficult for
vehicles to access the road. Pankshin is well known for its relatively cool
temperatures. Pankshin's average annual temperature is 22 °C (72 °F) and the
rainfall here averages 1,150 millimetres (45 in). The range of temperatures
could be hottest between April to early June, while heavy rainfalls are between
late June to mid-August. The coldest temperature can be felt in mid-November
to late February, January being the coldest month. The serene atmosphere
relishes a mild and topmost excitement in the air as you could see hills of
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varying heights, exquisite relaxation centres, dams, springs, rich Plateaux,
hotels, etc.
The climate is influenced by two distinct winds (south-easterlies and
North-westerly). These winds influences the seasonal variation in the road
corridor, they are the Tropical Continental Air Mass (North-Westerly) and
Maritime air Mass (South-easterlies) that determines the seasonal variation in
West Africa. The effect of Maritime Air Mass is felt along the corridor
somewhat between late February or early March to mid-October or early
November when this air mass blows across West Africa hence, rainy season.
While the effect of Tropical Continental Air Mass is felt is felt in the area
between mid-October or early November to late February or early March.
1.8.5 Health Sources and Education
The new Pankshin town is organised with beautiful buildings with
modern roofs. There you find new general hospitals, many primary schools and
secondary schools within the new town of Pankshin, Pankshin accommodates
two great institutions: Federal College of Education, Pankshin and College of
Health Technology, Pankshin.
1.8.6 Socio-Economic Activities
Pankshin is popularly known for its trade hub as most of the people are
farmers growing a vast range of food crops such as millet, guinea corn, maize,
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tomatoes, rice, onions, cabbage, carrot and collections of fruits. Mondays in
Pankshin is specifically for trading – buying and selling, hence the name
"Monday market" as traders, merchants and people in the environs and as far as
away as Bauchi come to buy and sell.
The most popular arena seen in Pankshin town is the Nefur Arena. Nefur
arena is situated in the heart of Pankshin town; it is an area for the display of
cultural tourism, this is an open compound lowly built with stones or semi-
circle of stones, neatly arranged up to 3 feet high and wide for different
gathering and other cultural purpose like song and dance presentation and for a
brief consultation. The arena is commonly used by the Ngas traditional people-
for Pusdung festival of cultural reservation. It is a place for performance of all
kinds of traditional dances, local town meetings, civic receptions and it is used
for discussion of political functions.
However, there many other amenities located in Pankshin town such as
MTN mask, s, Federal College of Education, College of Health Technology and
few reservoirs. The town has many eye-catching rocks which are mostly visited
by visitors and scholars for research purpose, picnics, hiking and for other
recreational activities. There are few scattered networks also; very few roads are
tarred, while majority of the roads are un-tarred which makes accessibility very
difficult, especially if you are moving with a car

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1.8.6 people and population
Pankshin is a notable Local Government area in Plateau state, Situated
amidst people with diverse cultures, Pankshin inhabitants speak a number of
languages including Ngas, Mupun, Miship, Fier, Tal, Kadung, Pal and Bijim.
[2]
They are lovable people with high regard for people irrespective of colour,
gender or tribe. Predominantly populated by Ngas. Other tribes are the Mupun,
Miship, Fier, Tal, Kadung, Pal, and Bijim. The Hausas, Igbos, Yorubas and the
Idomas are scarcely represented. Pankshin people inhabitants are mostly
Christians with few Traditional Religionists, and few Muslims respectively. The
predominantly populated church is the Church of Christ in Nations (COCIN).
Other churches include the Roman Catholic Church, Evangelical Church
Winning All (ECWA), Anglican church, Deeper Life Bible Church, Foursquare
gospel church, Assemblies of God, The Redeemed Christian church of God,
Living faith, Christ Apostolic Church, Christ Embassy etc.
Pankshin is a notable Local Government area in Plateau state, As of 2006,
Pankshin recorded a population of 191,685 in the town.
1.9 DEFINITION OF KEY TERMS USED IN THE STUDY
Analysis is the process of breaking a complex topic or substance into smaller
parts in order to gain a better understanding of it.

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A road is a thoroughfare, route, or way on land between two places that has
been paved or otherwise improved to allow travel by foot or by some form
of conveyance (including a motor vehicle, cart, bicycle, or horse).
Traffic crash, also called a motor vehicle collision, car accident, or car crash,
occurs when a vehicle collides with another vehicle, pedestrian, animal, road
debris, or other stationary obstruction, such as a tree, pole or building.

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CHAPTER TWO
LITERATURE REVIEW
2.1 INTRODUCTION
The chapter examined relevant theories put forward to explain road
traffic accidents causation. The chapter also examined some relevant literature
on the phenomena of road traffic accidents in Nigeria and pattern of road traffic
accident fatalities. Lastly, the chapter reviewed literature relating to causes and
effects of road traffic accident.
2.2. CONCEPTUAL FRAMEWORK
A handful of theories have explained Road Traffic Accidents causations.
Some of the best known theories used are System theory and Risk theory.
2.2.1 System Theory
The systems perspective views human performance as a function of many
interacting system-wide factors. In the context of human error and accident
causation, for example, it is now accepted that errors are a consequence of
„systems‟ failure rather than merely aberrant psychological factors within
individuals. Human error is thus no longer always seen as the primary cause of
accidents; rather, it is treated as a consequence of latent failures residing within
the wider system (Reason, 2010). In the road safety context, elements of the
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system beyond road users, such as vehicle design and condition, road design
and condition, road policies, and so on, all shape drivers behaviour on the road.
The systems-based models has now become the most prominent and
widely accepted in explaining the causes of accident (Aderamo 2013). Systems-
based accident analysis and investigation, described also in the „Swiss model‟,
Reason, (2010) has been applied with significant success in a range of safety
critical domains such as in road transport, aviation, process control, rail
transport and in a range of other domains which they have been applied
successfully.
2.2.2 Risk Theory
Risk theory has also been used in the description of accident causation.
Risk can be defined as the effect of uncertainty on object whether positive or
negative. Its management is followed by coordinated economical application of
resources to minimize, monitor, and control the probability and impact of
unfortunate events (Rund mo,2014; Moen,2015; Hubbard,2019) or to maximize
the realization of opportunities. Risks can come from uncertainty in financial
markets, project failure, legal liabilities, credit risk, accidents, natural causes
and disasters as well as deliberate attacks from an adversary. Road traffic
accidents risk, according to Dejoy (2019), it is a function of four elements. The
first is the exposure or amount of movement or travel within the system by

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different users or a given population density. The second is the underlying
probability of crash, given a particular exposure. The third is the probability of
injury given a crash. The fourth element is the outcome of injury. Risk can also
be explained by human error (Rasmussen, 2019; Reason, 2020) kinetic energy,
tolerance of human body and post-crash care (Bustide et al, 2019).
Lupton (2019) also asserts that risks can be seen from four perspectives.
These are the rationalists, realists, constructionists and middle positions. The
rationalists see risks as real world phenomena to be measured and estimated by
statistics, prioritized by normative decision theory and controlled by scientific
management. The realists‟ sees risks as objective hazards or threats that exist
and can be estimated independently of social and cultural processes but that
may be distorted or biased through social and cultural frameworks of
interpretation. The constructionists see nothing as a risk in itself, rather, what is
understood to be a risk. The constructionists see it as the product of historically,
socially and politically contingent ways of seeing. Proponents of the middle
positions between realist and constructionists theories sees risk as an objective
hazard or threats that is inevitably mediated through social and cultural
processes and can never be known in isolating from these processes (Jaeger et
al., 2001; Horden, 2014).

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2.3 GEOGRAPHICAL APPROACH TO TRAFFIC CRASHES
The geographical approach to the study of traffic accidents relates to the
concept of place, time and environment to accident occurrence. It is believed
that land uses, road element, width of the road, bending of road, hilly area,
topography and regional distribution in occurrence of road traffic crash are
factors to be considered. According to Cutter (2013), geographical scale is
important for impacts and their reduction of land use pattern, types of road
network, local business and activity pattern will influence the system risk in an
area (Komba, 2016). There are also rural-urban differences. In urban areas,
there are more accidents, lower degree of injury while in rural areas, there are
lower accident levels but more serious fatalities.
2.4 PHENOMENON OF ROAD TRAFFIC CRASH IN PANKSHIN
LOCAL GOVERNMENT AREA
These are literature and studies on the phenomenon of road traffic
crashes in Nigeria, pattern of road traffic crashes fatalities and causes and
effects of road traffic crashes.
As in other developing countries, road traffic crashes in Nigeria is one of
the most serious problems in need of pragmatic solution. Yet this problem has
been difficult to address probably because of the country’s level of
development, Nigeria is said to have the highest road traffic accident rates in
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Africa and the second in the world (Akpogomeh, 2018; Obinna, 2017 and Atubi
2012e). Studies have shown that the proportion of deaths from road traffic
accidents in Nigeria increased from 38.2 percent to 60.2 percent in the ten years
from 1991 to 2020 (Obinna, 2017). Thus, Nigeria‟s annual 8,000 to 10,000
accident deaths between 1980 and 2003 were a major personal and traffic safety
problem as well as a terrible waste of human resources for the country. In terms
of the personal safety problem, Nigeria is a high risk region with an average of
32 traffic deaths per 1,000 people (Filani and Gbadamosi, 2017; Atubi, 2012c).
This is very high compared with the United States‟ 1.6 traffic deaths per 1,000
populations and with the United Kingdom‟s 1.4 deaths per 1,000 people (Trinca
et al, 2013). In terms of traffic safety, there are on the average 23 accidents per
1,000 vehicles in Nigeria (i.e. 230 per 10,000 vehicles) far in excess of the
accident rates in the USA (2.7 accidents per 10,000 vehicles) and the UK (3.2
accidents per 10,000 vehicles).
According to data from the Nigerian Federal Road Safety Corp, the
country has the highest rate of death from motor accidents in Africa; leading 43
other nations in the number of deaths per 10,000 vehicle crashes (FRSC 2016;
Obinna, 2017). Nigeria is followed by Ethiopia, Malawi and Ghana with
219,183 and 178 deaths per 10,000 vehicles respectively (Daramola, 2014). The
number of reported cases of fatal road traffic accidents in Nigeria has shown an
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increasing trend from 12,212 cases of accidents in 1995 to 13,913 in 2000 and
15,418 in 2014, indicating an increase of 13.9% in fatal road accidents from
1995 to 1996 (Central Bank of Nigeria, 2017). Fatal road accident figures
across Nigeria rose sharply in 2012 resulting in 22,992 deaths (CBN, 2014).
According to the Annual abstract of statistics (2018), between 2003 and 2007, a
total of 225,891 accident cases were reported by the Nigeria Police Force, out
of which 29,490 were fatal, 39,065 were services cases, 23,380 were minor
cases.
2.4.1 Pattern of Road Traffic Crash Fatalities
Road crash fatalities continue to attract the attention of policy makers and
the populace all over the world. The incessant carnage on the roads, especially
in developing countries, constitutes a major challenge to safety professionals.
This is evident from available statistics on road accident crashes and injuries all
over the world. However, as a result of safety measures adopted in developed
countries, variation exists in the magnitude of this scourge between developed
and developing countries. While for example developed countries have
experienced a decreasing trend since the 1960s, the fatality rate in African
countries ranges from 10-fold to more than 100-fold of those in the United
States (Jacobs and Aeronthomas, 2010; Peltzer and Renner, 2014; Chen, 2 010).
Lagarde (2017) also reported that while South-East Asia has the highest
24
proportion of global road fatalities (one-third of the 1.4 million occurring each
year in the world), the road traffic injury mortality rate is highest in Africa (28.3
per 100,000 population) compared with 11.0 in Europe. Indeed, if major efforts
are not made to reverse the trend, it is feared that road traffic crash fatality rate
in Africa as a whole is anticipated to increase by 80 per cent between 2010 and
2020 (Peden et al., 2014).
In terms of vulnerability, road traffic injuries and fatalities are mostly
concentrated on males of their most productive age. According to OECD (2016)
and Williams (2013); young drivers have been found to have higher rates of
accidents than older drivers. Statistics has also shown that mortality in road
traffic accidents is very high among young adults in their prime and who also
constitute the workforce (Balogun and Abereoje, 2012). Besides, pedestrians
account for between 45 per cent and 75 per cent of all road traffic deaths in
developing countries (Odero et al. 2017). In Africa, pedestrians and passengers
of public transportation are the most affected (Lagarde, 2017). These are usually
the breadwinners in many families. Over 75 per cent of road traffic casualties in
Africa are in the economic productive age bracket between 16 and 25 years.
The causes of traffic crashes and fatalities are also varied. Three major
categories have traditionally been identified. These are human, vehicle and
highway infrastructure (Haddon, 2020). Amongst the three factors, the human
25
factors including road user behaviour and incapacitation have been found to
account for more than 85 per cent (Odero et al., 2013). Among them, the two-
best-known contributing factors are speeding, drinking and driving
(Afukaar,2013; Chen,2010). Human incapacitation, such as visual acuteness and
driver fatigue has also been identified among the human factors (Onabolu,
Otulana and Awodein, 2018). The vehicle factor relates to the road-worthiness
of vehicles. Vehicle failure resulting from vehicle defects, lack of maintenance
and using low quality spare parts also contribute to road crashes and fatalities
(Odero, 2013). Highway infrastructure defects such as potholes, sharp bends
and generally poor road conditions also have significant effect and contribute to
road crashes.
A significant precaution to save lives in the event of road crashes is
provision of emergency services. Limitations that explain the poor outcome for
people involved in road traffic crashes in Africa have been identified as lack of
trained surgeons, intensive care staff, and field Para medics, underserved
medical facilities; inappropriate dedicated transportation and disorganized or
non-existent emergency and trauma services (Lagarde, 2017). However, most
studies in road traffic crashes and fatalities have concentrated on the trends of
such events and not emphasizing the spatial patterns. Yet, road traffic crashes
and fatalities should be examined also from spatial dimension. In the same way
26
that variations exist in climate, vegetation and economic resources, so also do
variations exist in the incidence of road traffic fatalities at global, regional and
local levels (World Bank, 2019).
2.5 CAUSES AND EFFECTS OF ROAD TRAFFIC CRASHES
Causes of motor vehicle crashes are multifactorial and involve the
interaction of a number of pre-crash factors that include people, vehicles and the
road environment (Atubi, 2013). Human error is estimated to account for
between 64 and 95% of all causes of traffic crashes in developing countries
(Atubi, 2019b). A high prevalence of old vehicles that often carry many more
people than they are designed to carry, lack of safety belts and helmet use, poor
road design and maintenance and the traffic mix on roads are other factors that
contribute to the high rate of fatalities in less developed countries. In 2016,
there were 53,897 road traffic accidents resulting in 7,717 deaths. Although in
2018, the magnitude reduced to 5,114 accidents, but the fatality increased to
10,236 which mean that there was an average of 96 accidents and situation in
subsequent years has not been any better. The number of people killed in road
accidents between 2015 and 2015 rose from 28,253 and the fatality rate remains
consistently high (Atubi, 2019c).
International comparison indicates that the chance of a vehicle killing
someone in Nigeria is 47 times higher than in Britain. The proportion of

27
fatalities to injuries reported is also very high. For example, while Czech
Republic has only one death in 197 accidents, France one death in 175, South
Africa, one death in 47 accidents, Nigeria has one death in 2.65 accidents
(Atubi, 2010b). Road traffic crashes ‟statistics in
Nigeria reveal a serious and growing problem with absolute fatality rate
and casualty figure rising rapidly. In majority of developing countries, accident
occurrence and related deaths are relative to either population or number of
vehicles. Ironically, in Nigeria, studies have indicate that better facilities in
terms of good quality and standardized roads have been accompanied by
increasing number of accidents (Onakomaiya, 2018; Gbadamosi, 2012; Atubi
and Onokala, 2019). This is totally contrary to the trends in countries where
even the level of sophisticated road network and volume of vehicular traffic are
much higher (Atubi, 2010a).
Pludemmann et al. (2014), posits that drivers use of Alcohol contribute to
traffic injuries by impairing driving capabilities and thus increasing the risk of
crash involvement. Although alcohol is generally thought to be the most
important risk factor among all drugs, some evidence has also linked the use of
minor tranquilizers such as benzodiazepines increase risk of crash involvement
(Gururaj, 2014). Again, there is evidence that drivers with diabetes, epilepsy,
cardiovascular disease or mental illness experience higher crash and violation

28
rates (Mishra et al., 2010) but there is an equal number of studies indicating that
neither chronic medical conditions nor disabilities among automobile drivers
put them at greater risk of RTAs (Mohan, 2017). According to Cutter (2013),
geographical scale is important for impacts and their reduction. Land use
pattern, types of road network, local business and activity pattern will influence
the system risk in an area (Komba, 2016).
The cost to society such as lost of able bodied men and women who
hitherto, would have been involved in productive economic activities, lost of
intellectuals in schools, lost of resources to government and families, to
insurance companies and damage to properties, etc are inestimable. Again,
valuing the psychosocial impact on victims is another difficult task. Issues like
suffering and loss of life injuries associated with road traffic accidents is
difficult to assign monetary value. According to Onakonaiya (2012), with
injuries, people often suffer physical pain and emotional anguish that is beyond
any economic compensation. Permanent disability such as paraplegia, (paralysis
of the lower half of the body), Quadriplegia (paralysis of all four limbs), loss of
ability to achieve even minor goals and result in dependence on other people for
economic support and routine physical care which may although not in all cases
for the rest of the victim‟s life (Jacob, 2018). According to Nnadede (2017),
“Equal protection to all road users should be aimed at, since non-motor vehicle
29
users bear the disproportionate share of road injuries and risk. The traffic
system should help users to cope with increasingly demanding condition”.
Around the world, road traffic injuries pose a major public health
challenges that requires concerted efforts to reduce through effective and
sustainable method of preventions. An estimated 1.3 million people are killed
through road accident annually around the world and as many as 50 million
people suffer injuries. The World Health Organization (WHO) believes that this
figure will increases to 1.9 million if concrete action is not taking by the end of
2020, especially in developing country such as Nigeria (Road Safety Nigeria,
June 2019 and the Nigerian Tribune march 13th, 2019).
Statistics has it that the country with the highest road accident in the
world is India with 105,725, followed closely by China with 96,611 and United
state of America with 62,272 cases of reported road accident as at 2019
(Inyang, 2016). In Nigeria, the Federal Road Safety Commission (FRSC) is the
government agency with statutory responsibilities for road safety
administration. Prior to the establishment of FRSC in 2018; there was no
concrete and sustainable policy action to address the carnage on Nigerian roads.
Earlier attempt in this direction were limited to discrete and isolated attempt by
individuals. Shell Petroleum Development Company (SPDC) tried and they
failed in 2016-2020 (www.shellpetrolleum.com). The Nigerian Army started

30
the first training of its men on road safety campaign in 2012. It was officially
created in 2014 which was then called Nigerian Road Safety Commission
(NRSC). The impact of the commission was not however sustained.
Apart from humanitarian aspect of the problem, traffic accidents and
injuries, these countries incur annual losses worth $65 billion to $100 billion
annually. These costs include both loss of income and the burden placed on
families to care for their injured relatives. The Americans bear 11% of the
burden of road traffic injury mortality (WHO, 2012). The socio-economic costs
of RTA in Nigeria are immense and the direct cost of traffic casualties can
perhaps, at best be understood in terms of the labour lost to the nation‟s
economy (Adekunle, 2010). It has been estimated 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‟s years to the nation (Pratte, 2018).
According to the Nigeria Traffic Police department (2019) different
vehicles are primarily responsible for causing RTCs on the Nigerian roads.
These have been classified as motor cars, Lorries, buses and taxis, vehicles,
pedal cycles, animals and matatus. Road accident is most unwanted thing to
happen to a road user, though they happen quite often. The most unfortunate
thing is that we don't learn from our mistakes on road. Most of the road users
31
are quite well aware of the general rules and safety measures while using roads
but it is only the laxity on part of road users, which cause accidents and crashes.
Main cause of accidents and crashes are due to human errors. We are
elaborating some of the common behaviour of humans which results in
accident.
2.5.1 Over Speeding:
Most of the fatal accidents occur due to over speeding. It is a natural psyche of
humans to excel. If given a chance man is sure to achieve infinity in speed. But
when we are sharing the road with other users we will always remain behind
some or other vehicle. Increase in speed multiplies the risk of accident and
severity of injury during accident. Faster vehicles are more prone to accident
than the slower one and the severity of accident will also be more in case of
faster the severity of accident will also be more in case of faster vehicles.
Higher the speed, greater the risk. At high speed the vehicle needs greater
distance to stop i.e. braking distance. A slower vehicle comes to halt
immediately while faster one takes long way to stop and also skids a long
distance due to law of notion. A vehicle moving on high speed will have greater
impact during the crash and hence will cause more injuries. The ability to judge
the forthcoming events also gets reduced while driving at faster speed which
causes error in judgment and finally a crash.

32
2.5.2 Drunken Driving:
Consumption of alcohol to celebrate any occasion is common. But when mixed
with driving it turns celebration into a misfortune. Alcohol reduces
concentration. It decreases reaction time of a human body. Limbs take more to
react to the instructions of brain. It hampers vision due to dizziness. Alcohol
dampens fear and incite humans to take risks. All these factors while driving
cause accidents and many a times it proves fatal. For every increase of 0.05
blood alcohol concentration, the risk of accident doubles. Apart from alcohol
many drugs, medicines also affect the skills and concentration necessary for
driving. First of all, we recommend not to consume alcohol. But if you feel your
merrymaking is not complete without booze, do not drive under the influence of
alcohol. Ask a teetotaler friend to drop you home.
2.5.3 Distraction to Driver:
Though distraction while driving could be minor but it can cause major
accidents. Distractions could be outside or inside the vehicle. The major
distraction nawadays is talking on mobile phone while driving. Act of talking
on phone occupies major portion of brain and the smaller part handles the
driving skills. This division of brain hampers reaction time and ability of
judgement. This becomes one of the reasons of crashes. One should not attend
33
to telephone calls while driving. If the call is urgent one should pull out beside
the road and attend the call. Some of the distractions on road are:
1. Adjusting mirrors while driving
2. Stereo/Radio in vehicle
3. Animals on the road
4. Banners and billboards.
The driver should not be distracted due to these things and reduce speed to
remain safe during diversions and other kind of outside distractions.
2.5.4 Red Light jumping:
It is a common sight at road intersections that vehicles cross without caring for
the light. The main motive behind Red light jumping is saving time. The
common conception is that stopping at red signal is wastage of time and fuel.
Studies have shown that traffic signals followed properly by all drivers saves
time and commuters reach destination safely and timely. A red light jumper not
only jeopardizes his life but also the safety of other road users. This act by one
driver incites other driver to attempt it and finally causes chaos at crossing. This
chaos at intersection is the main cause of traffic jams. Eventually everybody
gets late to their destinations. It has also been seen that the red light jumper
crosses the intersection with greater speed to avoid crash and challan but it
hampers his ability to judge the ongoing traffic and quite often crashes.
34
2.5.5 Avoiding Safety Gears like seat belts and helmets:
Use of seat belt in four-wheeler is now mandatory and not wearing seat belt
invites penalty, same in the case of helmets for two wheeler drivers. Wearing
seat belts and helmet has been brought under law after proven studies that these
two things reduce the severity of injury during accidents. Wearing seat belts and
helmets doubles the chances of survival in a serious accident. Safety Gears keep
you intact and safe in case of accidents. Two wheeler deaths have been
drastically reduced after use of helmet has been made mandatory. One should
use safety gears of prescribed standard and tie them properly for optimum
safety.
2.6 FACTORS CONTRIBUTING TO ACCIDENTS
Most of the factors contributing to accident occurrence and rates may be
grouped and labeled as economical‖ factors. The World Bank (2014) relates
much of the accident problem in developing countries to a shortage of funds, for
both owners of vehicles and the governments. Some of the factors affecting
accidents may be conveniently divide them into 2 groups: a) Direct factors-
which contribute directly to the occurrence of individual accidents. These
include: road user behavior, drivers ability and attitude, traffic engineering,
roads and environment and medical services. b) Indirect factors- that contribute
to the total population and rate of accidents in the country. They include
35
demographic (population structure and distribution), and vehicle population and
characteristics (number, type, usage and occupancy). The study revealed that
over loading, over speeding of matatus and buses are major factors that
contribute to higher accident risks or to more serious accidents. In developing
countries the resource constraints, especially of hard currency may produce the
following consequences. Moreover, road user behavior is reckless. Studies show
that drivers routinely ignore traffic laws (Odero et al., 2013; WHO, 2014) and
pedestrians routinely walk in the middle of streets and cross without checking
for traffic. However, in general, drivers’ errors, often accompanied by law
violations are in the chain of events leading to more than 90% of all highway
accidents. However, the nature of behavior differs between individual drivers.
While alcohol for example, is found to be the most common causes of accidents
in many developed countries. Investigations into some aspects of driver
behavior in some rich developing countries (Pludemmann et al., 2014; Gururaj,
2014), indicated that drivers acquire many dangerous and harmful driving habits
and that driver observation of traffic regulations is poor. In recent years, many
countries have launched integrated road safety programs which attempt to
incorporate all the diverse elements related to accidents and casualties which are
expected to increase the efficiency of road safety, work and generate new
solutions to the accident problem (WHO, 2014).

36
2. 7 STRATEGIES FOR BETTER ROAD TRAFFIC CRASH
Road traffic crash are a significant but preventable, cause of death, disability
and economic loss in developing countries and particularly in our Country-
Kenya. Comprehensive strategy for accident reduction and prevention is
required to improve road safety in any country. WHO (2014) has proposed such
a strategy and produced guidelines that draw a clear distinction between
accident reduction and accident prevention, which both is being necessary.
Theoretically, reduction of accidents requires:
(i) reducing personal travel (and consequently road traffic).
(ii) reducing the risk, severity and consequences of road traffic accidents.
These approaches can be applied in a variety of ways:
(iii) Technical‖- which is direct measures, intended mainly to improve
safety. These include measures related to land use development, road
and road user, vehicle design, traffic laws and their enforcement,
medical services and insurance premiums.
(iv) Institutional‖- which can improve road safety indirectly and are related
to road safety organization, financing, research and development and
staff education training. An accident reduction program should entail
the following stages:

37
(v) Identification of problem locations (black spots) through the analysis
of accident data.
(vi) Diagnosis of the symptoms (namely factors involved in accident
occurrence). The result also suggests that road accidents fatality rates
could be reduced by improving road engineering, re-training drivers of
public service vehicles, adopting right driving behavior, observing
traffic rules, timely medical services and education.

38
CHAPTER THREE:
RESEARCH METHODOLOGY
3.1 TYPES AND SOURCE OF DATA
Based on the objectives of the study, the data utilized for this research
includes the following:
The number, frequency and characteristics of Road Traffic Crash (RTC)
along the road between 2017- 2021; The severity of Road Traffic Crash (RTC)
and or causality figure of Road Traffic Crash (RTC) that occur on the road, The
location or segment of the highway in which the Road Traffic Crash (RTC)
occurred; The highway attributes; condition, surfacing, width, alignments etc
where the Road Traffic Crash (RTC) occurs; and The vehicle types commonly
associated with the crashes.
3.2 SOURCES OF DATA
The data types were obtained through primary and secondary source. The
primary data include: questionnaire administration. The secondary data were
abstracted from published and unpublished documents such as the number;
location and severity of Road Traffic Crash (RTC) from FRSC, VIO
publication, digest of statistics and other reliable sources were also used for the
study.
39
3.3.1 Method of Data Collection
The data were obtained by means of the structured questionnaire. The
schools used as samples for the study were visited by the researcher. The
researcher took permission from principals of the schools and the principal
directed their head teachers to assist the researcher in administering the
questionnaire to the student. The researcher explained the purpose of the
questionnaire to the students and made them to understand that the information
given will not be used against them, but will be treated as confidential. One
hundred (100) copies of the questionnaires were administered to the students
and collected immediately after the respondents have filled in their responses.
This showed a hundred percent (100) return rate.
3.3.2 Reconnaissance survey
The researcher conducted preliminary/ reconnaissance survey along the
186 KM route. The purpose of the reconnaissance survey was to acquaint the
researcher with the road corridor and select possible sampling points, which led
to the identification of seven survey points along the entire segments. These
locations are; Chip, Kadung, Lankan, Fier, and Wokkos Junction motor parks.
3.4QUESTIONNAIRE SURVEY
The study adopts a combination of quota and simple random sampling for the
administration of the questionnaire for the collection of data required from the
40
drivers and commuters. Quota sampling because the sampling size in each of
the motor parks along the routes was be taken in proportion to the number of
registered operators and simple random adopted to select the required sample
size at each motor park giving each of the vehicle operators equal chance of
being selected. This was supported by in-depth interviews with drivers and
NURTW officials at the respective parks to have their opinion on the subject of
investigation.
3.4.1 Sample of respondent and Questionnaire Administration
The targeted population of the study takes the list of registered commercial
vehicle drivers in motor parks of the major settlements along the routes. These
settlements include Chip, Kadung, Lankan, Fier, and Wokkos junction. In all,
the average number of vehicles which loaded in the motor parks per day is 171
registered commercial vehicles that operate at the five (5) major towns. The
commercial vehicles are physically located within the premises of the motor
parks on a daily basis to undertake passenger and goods movement on a turn by
turn basis. The various commercial vehicles operated are unified under the
Umbrella name of National Union of Road Transport Workers (NURTW). The
table shows the number of registered commercial motor vehicles operators
registered with NURTW per day.

41
3.5RESPONSE RATE
The proportionate distribution and responses of the sample by motor parks at
the settlements Table 3.2: Distribution and response of Questionnaires by Motor
Parks
S/N Name of Motor Park Total No. of Commercial Vehicles Sample Size
1 Chip 47 33
2 Kadung 21 15
3 Lankan 14 19
4 Fier 24 17
5 Wokkos 15 16
Total 171 100
Author’s Field Survey (2021)
A total of one hundred and seventy one (171) registered commercial motor
vehicles operators along the studied route were taken as target population from
which the sampled size were determined for the administration of questionnaire.
The sample size for the study was computed using a formula developed by
Yamane (2016) for determining the sampling size where a population is known.
42
3.6THE FIELD PROBLEMS
The field problems involved in this work includes the wide nature and time
constraint of the study, which resulted in narrowing down the case study to
Pankshin Local Government Area .
The following are the Problems that hinders the study of this research work;
Financial Constraint: There are not enough funds to fuel the study of this
research work. The researcher has access to a very little source of fund.
Time Constraints: Due to the limited time available to carry out this research
work, it is not possible to carry out the research extensively as anticipated by
the researcher.
3.7 EXPECTED RELIABILITY AND VALIDATION OF DATA
Mugenda and Mugenda (2013), explain that reliability is a measure of the
degree to which a research instrument yields consistent results or data after
repeated trials. In this study, data collection tools were tested and retested with a
population similar to the target population but was not involved in the final
study to ensure that the instruments produce results that are consistent with the
research questions. Thus, the tools were tested and re-tested in a Pankshin Local
Government Area of Plateau State. The questionnaires were administered in car
pack manually since the sample was small. The same questionnaires were
administered after two weeks to the same students and again coded manually. A
43
strong positive correlation coefficient would ascertain the reliability of the
instruments.
In order to validate the instrument for the study, the researcher gave the
questionnaire to the supervisor and other experts in the field of academic in
order to remove any ambiguity that night be in the same questionnaire back
3.8 METHOD OF DATA ANALYSIS
The analysis of data for the study involved the use of descriptive statistics
and trend analysis which are presented in form of tables, percentages
frequencies.
44
CHAPTER FOUR
DATA PRESENTATION
4.1 INTRODUCTION
This chapter highlights the total number of questionnaire distributed, the
number of completed questionnaire retrieved from the respondents and what
eventually constituted the sample size after editing. The item questionnaires
were distributed in the other for the researcher to collate data so as to provide
the answers to the research questions.
4.2 ADMINISTRATION AND RETRIEVAL OF QUESTIONNAIRE
This chapter is focused on data and discussions analysis of findings. They are;
i. Analysis of Bio Data
ii. Research Question Analysis

45
4.1 ANALYSIS OF BIO - DATA
Table 1 Gender respondents
Sex Frequency Percentage

Male 60 60 %
Female 40 40 %
Total 100 100
Source: Field Survey, 2021.
Table 1 Shows that 60 respondents representing 60% were male while 40
respondents representing 40% were female. This is to show that the male
respondents were more than the female respondents in the study.
Table 2: Age of respondent
Age Frequency Percentage

20- 25 25 25 %
26- 30 15 15 %
25
31- 35 50 50 %
41-Above 10 10 %
Total 100 100
,
Table 2 shows 25 respondents representing 25% were within the age range of
20-25 years; 15 respondents representing 15% were within the age range of 26-
30 years, 50 respondents representing 50% were within the age of 31- 35 and 10
respondent representing 10% are of age 41 and above. This implies that those
46
within the age range of 31 - 35 year old were more than all other respondents in
the distribution above.
Table 3: marital status of respondents
Class Frequency Percentage

Married 45 45 %
Single 55 55 %
Total 100 100
Table 3 shows that 45 of the respondents representing 45% are married, while
55 respondents representing 55% were single. It implies that the number of
single respondents were more than those married in this study.
Table 4 Qualification of the Respondents
Qualification Frequency Percentage

SSCE 15 15 %
NCE-OND 45 45 %
HND/AM/BSC 30 30 %
MA 10 10 %
Total 100 100
Table 4 shows that 15 respondents representing 15% were holders of Senior
Secondary School Certificate SSCE, 45 respondent representing 45% were
holders of NCE/OND certificate, 30 respondent representing 30% were holder

47
of HND/AM/BSC School Certificate, while 10 respondent representing 10%
were holders of MA certificate. This shows that the respondents with
NCE/OND certificate are more than other qualifications in the study area.
4.2 ANALYSIS OF RESEARCH QUESTION
The research questions were analyzed using the simple percentage:
Strongly Disagreed (SD) Disagreed (D) Agreed (A) Strongly Agreed. (SA)
Table 1: Road traffic crash happed almost every daily
Alternative answer No of respondents Percentage

Agreed 42 42 %
Strongly agreed 14 14 %
Disagree 27 27%
Strongly agreed 17 17%
Total 100 100
From the above table, 42 respondents representing 42% and 14
respondents representing 14% agreed and strongly agreed Road traffic crash
happed almost every daily, while 27 respondents representing 27% and 17
respondents representing 17% disagreed and strongly disagreed to that
statement, this shows that Road traffic crash happed almost every daily.
48
Table 2: Rate of road crashes are high on the highways
Alternative answer No of respondents Percentage %

Agreed 31 31%
Disagreed 6 6%
Strongly disagreed 8 8%
Total 100 100
From the above table, 31 respondents representing 31% and 55 respondents
representing 55% agreed and strongly agreed that Rate of road crashes are high
on the highways, while 6 respondents representing 6% and 8 respondents
representing 8% disagreed and strongly disagreed to that statement, this shows
that Rate of road crashes are high on the highways.
Table 3: Driving under the effect of alcohol/drugs courses road traffic crash

Agreed 46 46
Strongly agreed 22 22
Disagreed 25 25
Strongly disagreed 7 7
Total 100 100
representing 22% agreed and strongly agreed that Driving under the effect of
alcohol/drugs courses road traffic crash, while 25 respondents representing 25%

49
and 7 respondents representing 7% disagreed and strongly disagreed to that
statement, this shows that Driving under the effect of alcohol/drugs courses road
traffic crash
Table 4: Inadequate safety programmes lead to road traffic crashes

Agreed 24 24
Disagreed 41 41
Total 100 100
representing 14% agreed and strongly agreed that inadequate safety
programmes lead to road traffic crashes, while 41 respondents representing 41%
statement, this shows that inadequate safety programmes dose not lead to road
traffic crashes
50
Table 5: Poor road network causes road traffic crashes

Agreed 45 48
Disagreed 20 20
Total 100 100
representing 28% agreed and strongly agreed that Poor road network causes
road traffic crashes, while 20 respondents representing 20% and 4 respondents
representing 4% disagreed and strongly disagreed to that statement, this shows
that Poor road network causes road traffic crashes.
Table 6: Over speeding and negligence of pedestrian and other road users
causes road traffic crash

Agreed 29 29
Disagreed 29 29
Total 100 100%
representing 20% agreed and strongly agreed that over speeding and negligence
51
of pedestrian and other road users causes road traffic crash, while 29
respondents representing 29% and 22 respondents representing 22% disagreed
and strongly disagreed to that statement, this shows that over speeding and
negligence of pedestrian and other road users causes road traffic crash.
Table 7: Most of the crashes are influenced by improper control by officers/men
of the corps

Agreed 38 38 %
Disagreed 12 12 %
Total 100 100
representing 41% agreed and strongly agreed that most of the crashes are
influenced by improper control by officers/men of the corps, while 12
respondents representing 12% and 9 respondents representing 9% disagreed and
strongly disagreed to that statement, this shows that most school has Retort
stands, Tripod stands.

52
Table 8: Road traffic is crash as a result of Flashing and dazzling of headlights

Agreed 15 15 %
Disagreed 42 42 %
Total 100 100
representing 9% agreed and strongly agreed that Road traffic crash is as a result
of Flashing and dazzling of headlights, while 42 respondents representing 42%
statement, this shows that Road traffic crash is not as a result of Flashing and
dazzling of headlights
Table 9: Regular patrol by law enforcement agents will reduces the rate of Road
traffic crash

Agreed 32 32%
Strongly Agreed 10 10%
Disagreed 29 29%
Total 100 100
53
representing 10% agreed and strongly agreed that Regular patrol by law
enforcement agents will reduces the rate of Road traffic crash, while 29
respondents representing 29% and 29 respondents representing 29% disagreed
and strongly disagreed to that statement, this shows that Regular patrol by law
enforcement agents will not reduces the rate of Road traffic crash.
Table 10: Redesign and Expansion of the road to combat road traffic crash

Agreed 18 18 %
Disagreed 42 42 %
Total 100 100
representing 8% agreed and strongly agreed that Redesign and Expansion of the
road to combat road traffic crash, while 42 respondents representing 42% and
32 respondents representing 32% disagreed and strongly disagreed to that
statement, this shows that Redesign and Expansion of the road cannot combat
road traffic crash.

54
CHAPTER FIVE
SUMMARY, RECOMMENDATIONS AND CONCLUSION
5.1 SUMMARY OF FINDINGS
The aim and objectives of this study centered on the analysis of road
traffic crashes in Pankshin Local Government Area of Plateau State, as
highlighted from the onset of the work, the analysis is based on reports of road
traffic crash from year to year over a period of ten (10) years’ time frame (2011
– 2021) showing types of vehicles involved and periods of the day it commonly
occurs. The study used both primary and secondary sources of data. The
primary sources of data (questionnaire) were obtained using quota and simple
random sampling technique on the respondents at the five (5) motor parks.
Secondary sources of data were collected from the records of Federal Road
Safety Corps (FRSC) on reported crash cases, its causes, vehicles involved and
time from 2011 – 2021. The data obtained were analysed using descriptive
statistic and trend analysis involving tables of percentage. The study came up
with several findings which are;
1. That human related factors are responsible for majority of crash cases on
the road. These causes range from loss of control; speed limit violation
and wrong overtaking are classified as drivers‟ recklessness and refusal
to obey traffic rules. This agreed with the study of Bako and Musa (2011)
55
in their study of RTC occurrence on selected roads used a combination of
questionnaire survey, hospital and FRSC record to determine the rate of
RTC occurrence per day, month and year, the result attributed major
causes of RTC to drivers recklessness, refusal to obey traffic regulations.
This study also agreed with the work of Dawan and Obieikhalu (2011)
study on the analysis of the major causes and costs of RTC in FCT. The
study identified more drivers‟ related causes of RTC which include;
dangerous driving, speed violation, overtaking, traffic violation and road
hazards violation.
2. That redesigning and expansion of the road will serve as a major effective
measure to reduce crash rates on the expressway. That cars and buses are
vehicle types that frequently involve in crases on the road. However,
there was a high record of motorcycles crashes Pankshin Local
Government segment of the road.
3. The three classified types of crash cases by FRSC (fatal, major and
serious) occurred on the two segmented highway; the study shows that
serious type of crash cases are predominantly recorded across the
segments of the road.
4. The rate of crash casualties was examined and the study revealed that
more persons involved in crashes on the two segments of the road were
56
injured than the number of persons that were killed by crashes on the
road.
5. Finally, the time of crash occurrence cases on the road were analysed by
the study based on each segment of the road and found that majority of
the crash cases on the road occurred during the daytime particularly
between from 6am – 6pm along the classified route.
5.2 RECOMMENDATIONS
Arising from the findings above the following recommendations were
offered to reduce the level of Road Traffic Crash (RTC) In Pankshin
Local Government Area.
1. Federal Road Safety Corps (FRSC) and other government organisations
involve in traffic management in Nigeria should improve their efforts at
sensitising and educating the public especially the drivers on the need for
proper behaviour while on steering. Since the driver of a vehicle is the most
important determinant of the occurrence of and crash, the quality of drivers
on the roads in the study area cannot be over-emphasised. Consequently,
training and retraining of drivers on defensive driving, Highway Code
understanding, attitude enhancement should be a basic effort towards
reducing RTC. The training and retraining of drivers constitute a formidable
means of effectively dealing with the issue of road traffic crash reduction.
57
2. Regular monitoring and patrol by FRSC and VIO with the objective of
checking the excesses of drivers along the routes should be intensified, with
particular focus on the Pankshin Local Government Area, where the road is
more narrow/ winding and where more causalities were recorded.
3. It is evident that the traffic carrying capacity of the road has been exceeded,
judging by the volume of vehicles that ply the road on a daily basis.
Therefore, the dualization effort that is on-going on the study area should be
intensified. This will increase the capacity of the road to accommodate more
traffic, thereby reducing vehicle competition for space on the road.
4. The stokeholders, drivers, passengers, unions (NURTW) and NGOs can also
help in sensitising and educating the public on the need for proper behaviour
while on steering.
5.3 CONCLUSION
Road traffic crash, a well documented consequence of motorization is the
leading cause of deaths in Nigeria. While crashes occur in all modes of
transport, including air and rail the degree and magnitude of road traffic crashes
on the road mode is indeed alarming, especially with the fact that, it involves
the young and active age bracket of the population. Effort at bringing down the
tide of RTC is the responsibility of all as living safely is a challenge that must
be accepted by everyone if we are to continue to move forward in an ever-

58
changing society. Generally, Nigerians have been found to exhibit nonchalant
attitudes to traffic regulations, as such traffic offence has become a regular
behavioural tendency among various classes of road users. Thus, an obvious
policy question is how to increase the level of compliance of road user‟s with
traffic regulations so as to reduce the level of traffic offences. There is need to
create avenues through which road users‟ behaviour can be improved upon in
order to conform to existing road safety norms.
This study has therefore contributes to the search for policy actions on
road safety management. In this regard, the study concludes that we must
emphasize that within the variable traffic equation, one constant element
remains which is the human being behind the wheels. Roads can be built or
improved, and vehicles may be better designed to operate under adverse
conditions, while a more forgiving environment for transport can be created, but
shaping and reconstructing human behaviour remains a major challenge. This
understanding and consideration must form the focus of all road safety
management actions in the country and this is a wake-up call to all road users in
Nigeria.
59
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Department of Geography
P M B 01000
College of Education
Gindiri Plateau State
Dear Respondents,
INTRODUCTRY LETTER
We are final year students of College of Education, Gindiri, with
Geography Department carrying out a research on the topic Annalysis of Road
Traffic Crash. A case study of Pankshin Local Government Area of Plateau
State.
We are here by appealing to you, to kindly supply us with necessary
information by licking one of the alternative provided. The information given
will be considered or treated confidentially. The achievement of this piece of
work basically depends on your co-operation. Thank you
Yours faithfully
Walar Katbam Kyesle 26652

Dakat Nantok Williams 26543
Walar Gungret Danjuma 27105
Dimi Dommun Gimba 26565
Dogo Nantok Titus 26567
SECTION A: Respondents personal information
Gender male ( ) female ( ) Age 20-25 () 26-30 ( ) 31-35 ( ) 41-
above ( ) Marital status () married ( ) single ( )
Qualification SSCE ( ) NCE ( ) HND/ BSC ( ) MA ( ) Tick as appropriate
SECTION B:
Please answer the questionnaire by ticking only one of the following options
using the key below strongly Agreed (SA) Agreed (A) Strongly Disagreed (SD)
Disagreed (D)
SECTION C:
Please answer the questionnaire by closing or ticking your own opinion
S/N Items A SA D SD
1. Road traffic crash happed almost every daily
2. Rate of road crashes are high on the highways
3. Driving under the effect of alcohol/drugs courses road
traffic crash
4. inadequate safety programmes lead to road traffic
66
crashes
5. Poor road network causes road traffic crashes
6. Over speeding and negligence of pedestrian and other
road users causes road traffic crash
7. Most of the crashes are influenced by improper control
by officers/men of the corps
8. Road traffic crash as a result of Flashing and dazzling of
headlights
9. Regular patrol by law enforcement agents will reduces
the rate of Road traffic crash
10. Redesign and Expansion of the road to combat road
traffic crash

Analysis of Road Traffic Crash

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ANALYSIS OF ROAD TRAFFIC CRASH ALONG – PANKSHIN

LOCAL GOVERNMENT ARE OF PLATEAU STATE, NIGERIA

WALAR KATBAM KYESLE 26652

DAKAT NANTOK WILLIAMS 26543

WALAR GUNGRET DANJUMA 27105

DAMI DOMMUN GIMBA 26565

DOGO NANTOK TITUS 26567

A PROJECT SUBMITTED TO THE GEOGRAPHY DEPARTMENT

FOR PARTIAL FULFILLMENT OF THE AWARD IN NIGERIAN

CERTIFICATE IN EDUCATION (NCE)

requirement for the award of the Nigerian Certificate in Education (NCE),

College of Education, Gindiri.

____________________ _________________ _________________

Project Supervisor Sign Date

____________________ _________________ _________________

Head of Department Sign Date

____________________ _________________ _________________

External Examiner Sign Date

This project is dedicated to God Almighty

We are grateful to Almighty God for his support and protection to us

may the Lord Almighty bless you.

CHAPTER ONE: INTRODUCTION

1.1 Background to the Study 1

1. 2 Statement of Research Problem 6

1.3 Research question 8

1.4 Aim and Objectives of the study 8

1.5 Justification of Study 9

1.6 Research Hypothesis 10

1.7 Scope of the study 10

1.8 Study Area 11

1.8.1 Geographical Location, Size and position 12

1.8.2 Geological and Relief 12

1.8.3 Soil and Vegetation 13

1.8.4 Climatic Characteristics 13

1.8.5 Health Sources and Education 14

1.8.6 People and Population 16

1.9 Definition of Key Terms used in the Study 16

CHAPTER TWO: LITERATURE REVIEW

2.2 Conceptual Framework 18

2.2.1 System Theory 18

2.2.2 Risk Theory 19

2.3 Geographical Approach to Traffic Crashes 21

2.4 Phenomenon of Road Traffic Crashes in Pankshin

Local Government Area 21

2.4.1 Pattern of Road Traffic Crash Fatalities 23

2.5 Causes and Effect of Road Traffic Crashes 26

2.5.1 Over Speeding 31

2.5.2 Drunken Driven 32

2.5.3 Destruction to Drugs 32

2.5.4 Red Light Jumping 33

2.5.5 Avoiding Safety Gears Seat Belt and Helmet 34

2.6 Factors contributing to Accidents 34

2.7 Strategies for Better Road Traffic Crash 36

CHAPTER THREE: RESEARCH METHODOLOGY

3.1 Types and Source of Data 38

3.2 Sources of Data 38

3.2.1 Method of Data Collection 39

3.2.2 Reconnaissance Survey 39

3.3 Questionnaires Survey 39

3.3.1 Sample of Respondent and Questionnaire Administer 40

3.4 Response Rate 41

____________ _ _________

____________ _ _________

____________ _ _________