Commercial Motorcyclists Research Articles

FE Analysis of Motorcycle Helmet Performance under Severe Accidents

A helmet is essential protective equipment for the safety of motorcyclists and their passengers. However, motorcycle accidents can cause severe injuries and fatalities, even when wearing helmets, because the strength of motorcycle helmets lacks head protectability in actual impact accidents. Thus, this research investigates the structural performance of commercial motorcycle helmets in Thailand for head injury prevention using finite element analysis via LS-DYNA. The helmet structural model was firstly validated under impact analysis by comparing with the test according to the TIS 369-2557 standard. The finite element results showed that the difference in maximum acceleration was only 4.8%. The protective efficacy of the helmet structure was then studied and analyzed by simulation under various velocities and impact angles according to three cases of accidents. The structural strength was investigated by assessing energy absorption, HIC, and AIS. The worst case was caused when high impact speeds and angles were applied, which showed the highest impact force and HIC. It also enabled a 100% probability of head damage according to AIS 2+, which causes fatality to passengers during impact accidents. The safest conditions in terms of head injury severity occurred when the impact angle was 45 degrees. Finally, at least 75% energy absorption of foam was further recommended for safety design to reduce head injury from motorcycle accidents.

ECONOMIC EFFECT OF TRAFFIC SAFETY MEASURES ON ROAD CRASHES IN DEVELOPING CITY IN SOUTHWESTERN NIGERIA

The occurrence of accidents has been an event which is predominant in road transportation. However, this accident occurs directly or indirectly as a result of human activity rather than a natural event. This study assessed the effect of traffic safety measures on road crashes in south western Nigeria. The study was conducted in Ogbomoso City, Oyo state. The population of the study comprise of 250 registered Commercial motorist and 150 commercial Motorcyclists, Civil Servants in Ogbomoso North Local government. The sample size was purposively chosen using the criteria of level of knowledge and educational background of the respondents. 130 sample size were chosen based on the given criteria. The questionnaire is based on 5 likert rating in order to assess attitude and other phenomena of interest. Data collected was analyzed using inferential Statistics (Pearson Product moment Correlation) and Descriptive statistics (Percentages). The Pearson product moment correlation co-efficient (PPMCC) was utilized to establish the relationship between the level of safety compliance and level of crashes at 0.05 level of significance. Findings revealed that there are inadequate traffic safety measures in the study area. The study therefore recommends that there should be adequate funding in the transport sector and availability of traffic safety measures should be taken as a major responsibility by the government.

ASSESSMENT OF PSYCHOACTIVE SUBSTANCE ABUSE AMONG COMMERCIAL MOTORCYCLE OPERATORS IN MINNA, NIGERIA.

The prevalence of psychoactive substance abuse among commercial motorcycle operators in Minna is of public health concern and has become worrisome as a result of their engagement in high-risk behaviour, unsafe lane-splitting and weave in and out of traffic with little caution, putting passengers and other road users at great risk. They also, dominate the road space, overtake along wrong side of traffic, and drive against traffic. This study was invariably designed to assess the extent of abuse of psychoactive substance among commercial motorcycle operators in Minna metropolis. A cross-sectional survey in which multi-stage sampling technique was adopted in dividing Minna into to Local Government Area and 372 structured questionnaires were administered to commercial motorcycle operators at three selected designated parks and operating units (i.e., Bosso, Sauka-kahuta and Kpakungu) within Minna metropolis. Findings reveals that 69.3% of commercial motorcycles operators were between the age of 21-40 years old, 45.2% had primary and secondary education with 52.7% earning less than #50,000 monthly. Unemployment and poverty accounted for 46% of factors influencing drug abuse. While, Tramadol, Codeine and Solution accounted for 98.4% of the total variance of effect of substance abuse with 47% of abused drugs gotten through street traders and peddlers. Multiple linear regression used to assed the effects of drugs abuse shows that the coefficient of determination R2 is 0.532 (53%), ANOVA; F = 38.284, P = 0.000. The following recommendations were made based on the findings; There is need for National Drugs Law Enforcement Agency (NDLEA) and ACOMMORON to collaborate in establishing a robust monitoring post at major parks in order to monitor, control and arrest drug abuse offenders. Finally, relevant Government agencies should introduce awareness and sensitization programs on the danger of substance abuse.

Impact of SMS Text Messaging Reminders on Helmet Use Among Motorcycle Drivers in Dar es Salaam, Tanzania: Randomized Controlled Trial.

BackgroundRoad traffic injury is a pressing public health issue in Tanzania. Increasing helmet use among motorcycle drivers can help reduce the burden due to road traffic injuries in the country. Helmet adherence can be supported through mobile health interventions.ObjectiveThe aim of this study is to evaluate the comparative impact of two different types of SMS text messaging reminders on motorcycle helmet use.MethodsParticipants were 391 commercial motorcycle taxi drivers in Dar es Salaam, Tanzania. Participants were randomized into three groups, each receiving a different set of messages: (1) social norming messages aimed at emphasizing society’s positive stance on helmet wearing, (2) fear appeal messages that emphasized the dangers of riding without a helmet, and (3) control group messages, which included basic road safety messages unrelated to helmet use. Every participant received the control messages. Adherence to helmet use was evaluated by self-report through surveys conducted at baseline, 3 weeks, and 6 weeks.ResultsAt 6 weeks, the odds of self-reporting consistent helmet use were estimated to be 1.58 times higher in the social norming group than in the control group (P=.04), though this difference was not significant after accounting for multiple testing. There was little difference between fear appeal and control group recipients (odds ratio 1.03, P=.47). Subgroup analysis suggests that both fear appeal and social norming message types might have been associated with increased helmet use among participants who did not consistently wear helmets at baseline (odds ratio 1.66 and odds ratio 1.84, respectively), but this was not significant (P=.11 and P=.07, respectively). Among those who were consistent wearers at baseline, the social norming messages performed better than the fear appeal messages, and this difference reached traditional significance (P=.03), but was not significant after accounting for multiple testing.ConclusionsThe use of SMS text messaging reminders may improve helmet use among motorcycle drivers when framed as social norming messages. Given that nearly half of the drivers in our sample did not consistently wear their helmets on every trip, strategies to increase consistent usage could greatly benefit public safety.Trial RegistrationClinicalTrials.gov NCT02120742; https://clinicaltrials.gov/ct2/show/NCT02120742

From Motorcycle to Tricycle: Neoliberal Political Economy, Informal Transportation, and Urban/Peri-Urban Mobility in Nigerian Cities

Abstract In most African states informal motorcycle transportation is a popular means of urban and semi-urban mobility. While studies have examined the transportation–economic development nexus, the political economy of the ban of motorcycles and shift from informal commercial motorcycle to tricycle operation for urban/peri-urban mobility in Nigeria has been grossly neglected in academic discourses. Using a qualitative approach and neoliberal political economy framework, this study investigates how the ban of commercial motorcycles and their replacement with commercial tricycles have impacted urban/peri-urban mobility in Nigerian cities. Contrary to the expectation that replacing motorcycles with tricycles would increase the vulnerability of the majority of informal transport operators and constrain transportation of urban/peri-urban poor without personal/private means of mobility, the replacement has facilitated the development of road infrastructure, reduced road crashes, minimized motorcycle induced crimes, and improved the income of informal transport operators in Nigerian cities. The study concludes that sustainable use of commercial tricycles for urban and peri-urban transportation is relevant for achieving organized and safe informal commercial transportation in Nigeria and other less-developed countries.

Chronic Lower Back Pain and Its Relationship with Vibration Exposure and Sitting Duration; A Cross-Sectional Study Among Commercial Motorcycle Driver

Background: Lower back pain (LBP) complaints are a health issue that may lead to restrictions on work activities. Motorcycles vibrations and long sitting duration on the motorcycles can cause chronic lower back pain complaints. Base motorcycles drivers receive motorcycles vibration exposure while riding a motorcycle. With the large number of base motorcycles drivers in Indonesia, the specific health problems (LBP complaints) in this group need to be examined.Methods: This research method uses a cross sectional study design to examine the relationship of motor vibration exposure and length of sitting to chronic low back pain with sampling technique used is Consecutive sampling. Consecutive sampling is a way of taking samples by selecting samples that meet the inclusion criteria until a certain time period so that the number of samples is met. The sampling period in this study is 2 days. The variables that measured were chronic lower back pain complaints, vibration, long sitting time, age, IMT, smoking, and working time. Data analysis using SPSS Statistics version 25.0. Results: A total of 95 subjects were included in this study. Based on Fisher’s test, the result of the correlation of chronic lower back pain complaints with motor vibrations > 0.5 m/s2 was obtained p = 0.102; OR = N / A). While for long sitting time of >4 hours result in p = 0.717; OR 0.85; CI 95% = 0.34-2.09. There is no difference in age-related chronic lower back pain complaints. At age> 35 years of age p = 0.722; OR 1.57; CI 95% = 0.31-7,9. No significant association between IMT and chronic lower back pain was found. In the IMT group> 25, p = 0.103 was obtained; OR 2.14; 95% CI = 0.85-5.36. There was no significant difference in chronic lower back pain complaints based on smoking status, where smoking group had p = 0.451; OR 1,45; CI 95% = 0.55-3.78. According to the Fisher test, there was no difference in chronic lower back pain complaints based on working age, where groups with> 4 years of work had a p = 0.908 value; OR 1.07; CI 95% = 0.31-3.91. Conclusion: In this study the hypothesis was rejected. There is no association between motorcycles vibration exposure and the occurrence of chronic lower back pain complaints in the base motorcycles driver in Bekasi city. There is no association long sitting time with the occurrence of chronic lower back pain complaints in the base motorcycles driver in Bekasi city.

Determinants of Willingness to Pay for Community Health Insurance Among Commercial Motorcyclists in Kampala City, Uganda: A Contingency Valuation Study

Background: To assess determinants of Willingness to Pay (WTP) for Community Health Insurance (CHI) among commercial motorcyclists (Boda boda riders) in Kampala City, Uganda. Methods: This is a descriptive study with a cross-sectional design. A total of 381 commercial motorcyclists were selected from Nakawa Division using purposive and simple random sampling methods. Structured interviews and contingency valuation method were used for data collection and measuring WTP for CHI. Data were collected in April, May and June 2019. Data were analyzed in SPSS software, v. 21 by multivariate regression analysis and considering at significance level of P<0.05. Results: Most of Boda boda riders had WTP for CHI (70%); 7 out of 10 commercial motorcyclists were willing to pay a premium of at least 70,000 UGX (20 USD).Those with at least five years of experience in the commercial motorcycle business were 9 times more willing to pay for CHI. Those with hired motorcycles and a history of involvement in a riding accident were less likely to pay for CHI. The other key determinants of WTP included: Being a commercial motorcyclist for 3 years or more, being aware of CHI, self-employment (riding own motorcycle), a history of payment for any form of insurance, and being single. Conclusion: The WTP for CHI is high among commercial motorcyclists in Kampala City. The WTP among these motorcyclists is determined more by individual factors and less by insurance scheme-related factors. The results recommend the coverage of informal sector by CHI schemes to increase universal health coverage in Uganda.

ERGONOMIC INVESTIGATION AND ASSESSMENT OF MOTORCYCLISTS MUSCULOSKELETAL DISORDERS

Motorcycles have become a mean of transportation in our rural and urban area in Nigeria. This cross sectional study was conducted in Abeokuta Ogun State to assess the work-related musculoskeletal disorders (WRMSDs) among the motorcyclist between October 2021 and January 2022 using snowball techniques. A structured modified Nordic Musculoskeletal disorder questionnaire (SNMQ) was administered to four hundred and fifty (450) motorcyclists. The result shows that 91.6% (412) of the motorcyclist participated. Furthermore, 76.1% of the cyclist experienced daily pains and 81.6% reported major pains in body parts. However, the results also show that major affected body regions were lower back (81.6%), leg (61.2%), upper back (82.0%), shoulder (55.1%), neck (82.5%), knee (73.3%), wrist/hand (98.8%), thigh (91.3%), ankle/feet (78.9%), ears (80.3%), eyes (59.0%), head (63.1%) respectively. The study concluded that high prevalence of WRMSDs existed among the commercial motorcyclists as a result of working hours, sitting posture, smoking and alcoholic drinking. Reduction of these symptoms could be achieved through the reduction of working hours.

Prevalence and risk factors of chronic kidney disease among commercial motorcyclists in Ado-Ekiti, Ekiti State, Nigeria

Chronic kidney disease (CKD) is a silent killer that has become a global public health issue in the past decades and affects more than 10% of the population worldwide. The study aimed to investigate the prevalence and risk factors of CKD among commercial motorcyclists in Ado-Ekiti. The study adopted a descriptive cross-sectional survey design. A multistage sampling technique was employed to select 310 respondents. Socio-demographic data, knowledge, and risk factors for CKD were determined using a standardized questionnaire while CKD prevalence and incidence of end stage renal disease were investigated with biophysical measurements and laboratory investigations. Descriptive analyses were used to answer the research questions while inferential statistics were used to test hypotheses at a significant level of p < 0.05. Socio-demographic characteristics of the respondents revealed that the majority (69.5%) were between 21 and 40 years. About one-third (35.5%) have poor knowledge of CKD. A CKD prevalence of 22.3% was recorded with more than half (58.8%) in the second stage with no record of end-stage renal disease. Major risk factors of CKD identified were herbal concoction (96.4%), alcohol (72.8%), NSAID (64.9%), hypertension (33.4%), and diabetes mellitus (10.2%). There was a significant relationship between respondents’ knowledge of CKD and educational background (χ2 = 89.934, p = < 0.001) and age (χ2 = 22.899, p = 0.001). Diabetes and hypertension were the only two risk factors that significantly predicted CKD. The study concluded that the prevalence of CKD among the studied population is high and that diabetes and hypertension were the major predictors CKD among commercial motorcyclists.

A View of Commercial Motorcycle Transportation in Sub-Saharan African Cities Through the Sustainable Development Lens

A View of Commercial Motorcycle Transportation in Sub-Saharan African Cities Through the Sustainable Development Lens

Road safety regulations among commercial motorcyclists in Douala, Cameroon

Background: Road traffic accidents among motorcyclists have persisted as a serious Public Health problem and much of the economic burden is felt in the Low- and Middle-Income Countries. Objective: To assess knowledge, attitude, and practice of road safety regulations among commercial motorcyclists in Douala. Materials and Methods; A cross-sectional study was carried out in Douala in purposively selected neighborhoods. A total of 700 participants were recruited and given a structured questionnaire to respond to on sociodemographic data, knowledge, attitude and practice. Data was inputted into Epi Info 7.0 and analysed using SPSS statistical software. Ethical clearance was obtained from the Institutional Review Board of the University of Buea. Results: 672 (96%) commercial motorcyclists responded to the questionnaires. Respondents with driver’s licenses were more likely to present with positive attitudes towards road safety regulations (COR; 2.14, 95% CI: 1.45-3.17, p=0.000). A motorcyclist who had received formal training (COR 3.50, 95% CI: 1.49-8.19, p = 0.004) were significantly associated with positive attitudes towards road safety regulations. Furthermore, ownership of driver’s license by commercial motorcyclists significantly predicted positive attitudes towards road safety regulations (AOR; 2.14, 95% CI: 1.45-3.17, p=0.000). Moreover, riding the motorcycle for more than 5 years (AOR; 3.77, 95% CI: 1.19-11.96, p=0.025), ownership of driving license (AOR; 1.98, 95% CI: 1.39-2.81, p=0.000), holder of driver’s license for more than one year (3.05, 95% CI: 1.25-7.43, p=0.014) significantly predicted good practices. 78.8% of the motorcyclists were observed not wearing helmets, 69.9% carried more than two persons and 71.9% did not put on reflective jackets. Conclusion: The majority of the participants had good knowledge, positive attitudes, and good practices of road safety regulations. Keywords: Knowledge, attitude, practice, commercial motorcyclists

The Prevalence of Crash and Associated Factors Among Commercial Motorcyclist in Owo, Western Nigeria.

To determine the prevalence of crash and associated factors among commercial motorcyclists in Owo, Ondo State, Nigeria. This study is a descriptive cross-sectional study. Data was collected by using pre-tested structured questionnaires administered to commercial motorcyclists. Collected information was socio-demographic characteristics of the respondents, riding experience, formal training, possession of valid drivers' licence, motorcycle ownership status, mobile phone usage, history of crash in the previous one year, riding hours per day, helmet use, carrying more than one passenger, riding against traffic and daily income. The study were enrolled 502 individuals with a mean age of 31.5±8.7. The ratio of men to women was 250:1. All respondents who admitted to engage in the study had at least one risky behaviour in the past (95.4% admitted to transporting one passenger more than the legal) and 56.6% admit to a prior history of traffic offences. The crashes' predictive factors include respondent age, cell phone use while riding, prior traffic offences, carrying more than one pillion rider, use of stimulants such as kolanut and bitter kola, alcohol drink riding, and admission of fault in the prior of crashes. Commercial motorcyclists in Owo, Ondo State Nigeria engaged in risky behaviours that raised their likelihood of being involved in crashes. The objectives of public enlightenment and driver education at these behaviours could help to reduce the occurrence of crashes among them.

Commercial Motorcyclists and Road Safety Measures Compliance. a Case of Dodoma City, Central Tanzania

Commercial Motorcyclists and Road Safety Measures Compliance. a Case of Dodoma City, Central Tanzania

Knowledge and Practice of Safety Measures Towards Head Injury Prevention among Commercial Motorcyclists Plying Idi-Araba-Ojuelegba Axis of Lagos

Knowledge and Practice of Safety Measures Towards Head Injury Prevention among Commercial Motorcyclists Plying Idi-Araba-Ojuelegba Axis of Lagos

Factors of Road Traffic Accident Among Commercial Motorcycle Drivers in Kindo Koyisha Woreda, Southern Ethiopia

Factors of Road Traffic Accident Among Commercial Motorcycle Drivers in Kindo Koyisha Woreda, Southern Ethiopia

Poor incomes and economic hardships among commercial motorcycle drivers (boda-boda) are associated with accidents and injuries in Gulu Municipality, Northern Uganda: a cross-sectional study.

Introductioninjuries in commercial motorcycle drivers (boda-boda) are the second-commonest reason for trauma-related admission to the Gulu Regional Referral Hospital. Most causes of boda-boda accidents and injuries were related to the behaviors of drivers, passengers, and pedestrians. The purpose of this study was to determine factors associated with boda-boda drivers, accidents, and boda-boda accident victims in Gulu Municipality, Northern Uganda.Methodstwo cross-sectional studies were conducted at intervals of six months between July and December 2015. Two hundred boda-boda drivers from Gulu Municipality and fifty-seven victims of boda-boda accidents admitted to the Gulu Regional Referral Hospital were recruited for this study. A pre-tested questionnaire with Cronbach´s alpha (internal validity) α=072 was used for data collection. This study was approved by a local Institutional Review Board (IRB) and STATA version 14.1 was used for statistical analysis. A p-value less than 0.05 was considered statistically significant.Resultsfactors associated with boda-boda accidents in Gulu Municipality were boda-boda drivers from Pece division (AoR=7.290, 95% CI: 2.162-24.580; p<0.001) and those with low monthly incomes less than UGX400,000/= equal to USD$100 (AoR=0.154, 95% CI: 0.031-0.766; p<0.05). Drivers with monthly incomes higher than UGX400,000/= were least likely involved in boda-boda accidents (AoR=0.104, 95% CI: 0.038-0.281; p<0.001). Work experience, prior road safety training, age, wearing a helmet and protective clothing, levels of education, and knowledge on road safety regulations did not significantly affect the outcome. Most victims of boda-boda accidents were passengers and pedestrians from villages outside Gulu Municipality (AoR=8.808, 95% CI: 3.190-24.329; p<0.001) and sustained minor injuries.Conclusionboda-boda accidents in Gulu Municipality are problematic, drivers from the Pece division and those with low monthly incomes were more involved. Most victims of boda-boda accidents were passengers and pedestrians from villages outside Gulu Municipality. This study suggests that boda-boda drivers should be engaged in other income-generating activities, as some divisions in Gulu Municipality do not generate the required resources to meet their needs.

Assessment of Hearing Acuity among Commercial Motorcyclists (Okada Riders) in the Main Campus of Abia State University Uturu Abia State Nigeria

Two hundred motorcycle operators who had lasted for at least one year in the vocation constituted the test population. At the same time, the control group was derived from the staff and students of Abia State University, Uturu, who were sex and age-matched and exposed to low noise levels. Results showed that the noise levels at the operational location of the test population (commercial motorcycle park) was significantly (P&lt;0.001) higher than that recorded at the control site (classrooms and environs). The study revealed that the hearing threshold of the right and left ears of the test group was significantly (P&lt;0.001) higher than that reported for the control group at all the frequencies tested for both air and bone conductions. It was also revealed through this study that the frequency of symptoms associated with high levels of noise was significantly (P&lt;0.001) higher in the test group (motorcycle operators) compared to their control counterparts (staff and students of ABSU). It was also deduced from the study that while 75% of the test population had impaired hearing acuity, 45% of the same case was recorded for the control population. The frequency of symptoms associated with persistent exposure to excessive noise levels was higher in the test subjects than in control. In conclusion, it was established through this study that commercial motorcycle operators within the main campus of Abia State University, Uturu are exposed to excessive noise levels which predisposes them to hear impairment.

Understanding the Factors That Are Associated with Motorcycle Crash Severity in Rural and Urban Areas of Ghana

Like many countries in sub-Saharan Africa, Ghana has witnessed an increase in the use of motorcycles for both commercial transport and private transport of people and goods. The rapid rise in commercial motorcycle activities has been attributed to the problem of urban traffic congestion and the general lack of reliable and affordable public transport in rural areas. This study investigates and compares factors that are associated with motorcycle crash injury outcomes in rural and urban areas of Ghana. This comparison is particularly important because the commercial use of motorcycles and their rapid growth in urban areas are a new phenomenon, in contrast to rural areas where people have long relied on motorcycles for their transportation needs. Preliminary analysis of the crash data revealed that more of the rural area crashes occurred under dark and unlit roadway conditions, while urban areas recorded more intersection-related crashes. Additionally, it was found that more pedestrian collisions happened in urban areas, while head-on collisions happened more in rural areas. The model estimation results show that collisions with a pedestrian, run-off-road, and collisions that occur under dark and unlit roadway conditions were more likely to result in fatal injury. Findings from this study are expected to help in crafting and targeting appropriate countermeasures to effectively reduce the occurrence and severity of motorcycle crashes throughout the country and, indeed, sub-Saharan Africa.

Commercial motorcycle operators pose high risk for community transmission of coronavirus disease 2019 (COVID-19) in South-South Nigeria

COVID-19 has become a threat to the existence of man as no method of effective treatment has been found. Although the WHO has given guidelines that include physical distancing to prevent the spread of COVID-19, it is not feasible in practice with commercial motorcycle operation, which is a major source of income and means of transportation in Nigeria. We examined the COVID-19 knowledge, awareness, and preventive practices among commercial motorcycle operators (CMOs) and the potentials for community transmission of SARS-CoV-2 in the South-South region of Nigeria. Data used was collected from a cross-sectional survey of 777 CMOs operating in the South-South region of Nigeria. The instrument captured information on their biodata, knowledge, awareness, and preventive practices of COVID-19. The data obtained were subjected to both descriptive and inferential analyses using SAS JMP Statistical Discovery™ software version 14.3 (SAS Institute, Cary, North Carolina, USA). The majority of the CMOs were of age category 26–35 years (36.4%), married (82.1%), under a monogamous union (83.8%), had 3–4 children (43.4%) and resided in rural areas (60.8%). The mean years of experience of the CMOs was 4.9 ± 2.45 years with most depending on daily income of N1,000–2,000 (87.6%). All the CMOs were aware of the existence of COVID-19, but 93.3% of them did not believe it existed in their state. Only 37.8% of them put on facemasks while on duty, although they were aware that they could be infected or infect others in the community. Prevention practices among CMOs were significantly predicted by age category, type of family, number of dependents, and place of residence. We conclude that CMOs have high potentials for transmission of SARS-CoV-2 in the communities because the business does not permit physical distancing. It is recommended that guidelines requiring mandatory screening of operators and riders be implemented.

The impact of road transport emissions on air quality in Brăila, Romania

Road transport, including accessibility and individual mobility is considered unanimously as a fundamental element of contemporary living. The study area is considering Braila County with a total population of around over 305,000. The area it is well served by 6 national roads, 27 county roads and 42 communal roads and contains some of the most heavily trafficked stretches of road in the Romania. The emissions analysed in this study CH4, CO, CO2, N2O, NH3, NOx, PM2.5 and PM10, were collected by the Agency for Environmental Protection Braila during 2015-2019 based on questionnaires according to EMEP/EEA air pollutant emission inventory guidebook. The highest level of pollutant emissions was recorded in 2017, more exactly 191714,5 Megatons. In this article we analysed five categories of pollution sources: Passenger car, Light commercial trucks, Heavy-duty vehicles, Motorcycles and Non - Road vehicles and other mobile equipment. With the exception of CO2, N2O and NH3, pollutant emissions decreased for the eight pollutants analysed.