Vehicle regulations in Africa: Impact on used vehicle import and new vehicle sales

Ayetor, Godwin Kafui; Mbonigaba, Innocent; Sackey, M. N.; Andoh, P. Y.

doi:10.1016/j.trip.2021.100384

Cited by 13 publications

(19 citation statements)

References 16 publications

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“…In 2019, Libya set a 10-year age restriction for light and heavy-duty vehicles (ILT, 2020). Similar regulations exist in various forms in Algeria, Kenya, Senegal and other countries in the continent (Ayetor et al, 2021;ILT, 2020).…”

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confidence: 68%

“…Our approach to used vehicle dependency enhances the existing push-pull research and suggests that further, more holistic research is required. As discussed earlier, the push-pull approach to used vehicle dependency in Ghana (see e.g., Arhinful, 2002;Ayetor et al, 2020Ayetor et al, , 2021Chalfin, 2008;Kehbila et al, 2009) and Africa generally (Coffin et al, 2016;Davis & Kahn, 2010;Grubel, 1980;Pelletiere & Reinert, 2006;Plumer, 2020;UNECE, 2017) considers the phenomenon as being driven primarily by defective demand, effective supply, and defective regulation. The approach has considerable merits.…”

Section: Discussionmentioning

confidence: 99%

“…Ghana, however, is not the only African country that has restrictions on the importation of used vehicles. Nigeria has a ban on the importation of vehicles that are more than 8 years old (Ayetor et al, 2021). In 2019, Libya set a 10-year age restriction for light and heavy-duty vehicles (ILT, 2020).…”

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confidence: 99%

“…The puzzle, however, is that while such measures often result in some reductions in the number/ quantity of used vehicle import (see Ayetor et al, 2021;Sulemana, 2012), they seldom translate into public health gains in terms of reduced crash injuries, vehicular pollution, and a shift towards new less polluting eco-friendly vehicles. Consider, for instance, the outright ban and high penalties Ghana imposed on used vehicle imports in 1998, respectively (EPA, 2017Kombat & Wätzold, 2019).…”

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confidence: 99%

“…Furthermore, Kanyoke (2004, p. 35) found that between 1999 and 2003, at a time the ban and penalties were still being enforced, carbon monoxide, carbon dioxide, volatile organic compounds, nitrogen oxides and PM emissions even went up in the Accra-Tema area where the majority of the vehicles in Ghana are also concentrated (Adjei Appiah, 2020). More generally, Ayetor et al (2021) have shown that the imposition of bans and penalties on used vehicle import in Africa do not yield a commensurate increase in the purchase of brand-new vehicles (Ayetor et al, 2021). In sum, the imposition of bans and higher penalties on used vehicle import appear to fail to yield meaningful, sustained public health gains in Africa in terms of reduced per capita crash injuries and vehicular pollution, and a shift towards new less-polluting eco-friendly vehicles.…”

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confidence: 99%

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Beyond bans: A political economy of used vehicle dependency in Africa

Boateng¹,

Klopp

2022

JTLU

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African countries serve as used vehicle dumping sites for advanced capitalist countries, undermining global and local goals to move toward safe and low-emissions transport. Africa’s used vehicle dependency is commonly explained in terms of push-pull factors linked to demand for new cars and stringent environmental policies in wealthier countries that make available used vehicles for export, the limited purchasing power for less-polluting new safer vehicles, and weak regulation of vehicle emissions in Africa, all of which sustain used vehicle import on the continent. Drawing on the Ghanaian case, we present an enhanced explanation that brings in the role of historical underinvestment in public transport and larger processes that channel public resources toward car-oriented transport and land use, marginalizing other modes of transport used by the majority. Using historically informed political economy analyses and drawing on interviews and grey literature including media and institutional sources, this paper makes two contributions. First, it advances used vehicle research by moving beyond the push-pull approach to incorporate the historical institutional drivers of used vehicle and automobile consumption generally in Africa. Second, it provides insight into why used vehicle import bans on their own are unlikely to lead to sustained environmental and public health benefits and instead recommends more holistic policies for shifting toward cleaner, safer and affordable public transport in Africa. Transport and land-use planning reforms and investment prioritizing public transit including minibus recapitalization programs, as well as mixed land use and transit-oriented development can help reduce used vehicle dependency and the harms it brings.

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confidence: 68%

Section: Discussionmentioning

confidence: 99%

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confidence: 99%

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confidence: 99%

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confidence: 99%

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Beyond bans: A political economy of used vehicle dependency in Africa

Boateng¹,

Klopp

2022

JTLU

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Predictive modeling of energy‐related greenhouse gas emissions in Ghana towards a net‐zero future

Sokama‐Neuyam,

Amezah,

Adjei

et al. 2023

Greenhouse Gases

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Ghana is determined to reduce greenhouse gas (GHG) emissions by at least 15% by 2030 and attain net‐zero emissions by 2070. However, like many developing countries, Ghana must utilize its limited resources effectively to actualize its climate goals. Currently, climate policies in the country are not driven by emission data, which has important implications on effective utilization of resources and selection of efficient mitigation techniques. We analyzed energy consumption and GHG emission data between 1990 and 2016 from Ghana's energy sector which is responsible for about 36% of the country's total emissions. Predictive models were then developed using machine learning to forecast energy related emissions up to 2030. Based on the analysis and projections, attainable data‐driven recommendations were proposed to direct climate policies in the country. We found that between 1990 and 2016, petroleum fuel consumption increased by about 64.5% and the corresponding GHG emissions increased by 303%. The projections suggests that by 2030, energy sector emissions could increase by 131% compared to 2016 levels. Transport sector emission is also projected to increase by a whopping 219% and fuel consumption could hit 6742 ktoe by 2030, which is about 106% increase from the 2016 benchmark. The findings from this work will direct policy for effective mitigation of GHG emissions in the country while ensuring effective utilization of climate resources to pursue its net‐zero targets. © 2023 Society of Chemical Industry and John Wiley & Sons, Ltd.

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