• xAfrica accounts for nearly 1 in 5 global road deaths, worsened by old used cars
• Over 80% of exported used vehicles fail basic emissions standards
• Weak regulations fuel road accidents, air pollution, and major economic losses

Africa accounts for nearly one-fifth of all road traffic deaths worldwide, according to the World Health Organization (WHO). Among the key factors is the aging vehicle fleet, largely driven by the continent’s dependence on imported used cars in low- and middle-income economies.

While these vehicles remain the only affordable option for many buyers, most imported used cars from Europe, Japan, and the United States raise serious concerns for road safety. According to the report Safe and Clean Vehicles for Healthier and More Productive Societies, many of these vehicles no longer meet safety or emissions standards in their countries of origin.

A 2019 study from the Netherlands shows that over 80% of used vehicles exported to Africa fail to comply with the Euro 4 standard, which regulates maximum pollutant emissions in the European Union.

Often more than 20 years old, these vehicles arrive on the African continent without valid roadworthiness certificates. Key safety and emissions systems are frequently defective, removed, or entirely non-functional. The most common failures include ineffective braking systems, non-operational lights and indicators, missing airbags, and severely worn tires.

This situation is made worse by weak or non-existent regulations in many African countries regarding the quality of imported used vehicles. As a result, these vehicles enter the market with little oversight, exposing users to increased road risks, higher pollution levels, and long-term economic costs.

According to the report, vehicle safety standards are essential for reducing accident risks and minimizing deaths and serious injuries. These standards include vehicle structural strength to protect occupants and collision-prevention technologies like anti-lock braking systems (ABS), electronic stability control (ESC), and seatbelt reminders. In high-income countries, such standards are legally mandated and strictly enforced. However, in emerging and developing economies, many vehicles lack these vital safety features, creating a significant safety gap.

A separate report from the United Nations Environment Program (UNEP), published in December 2020, found that among 146 countries studied, around two-thirds have weak or very weak policies regulating used vehicle imports. Many of the imported vehicles would not be permitted to operate on roads in the exporting countries.

Significant Economic Consequences

In emerging and developing economies, where road transport dominates, traffic accidents carry heavy economic consequences. The impact on human capital, public health, and overall productivity is substantial.

Globally, road accidents were estimated to cost $2.9 trillion per year in 2021, equivalent to about 3% of global GDP. For upper-middle-income countries, this share rises to 4.9% of GDP, reflecting increased financial strain. Developing countries bear the greatest burden, accounting for $1.6 trillion or 55% of the global total.

The figures vary by region: Sub-Saharan Africa recorded $98 billion in road accident costs, while East Asia and the Pacific faced $1.16 trillion.

Pollution linked to road transport adds to the economic and health burden. Fine particulate matter (PM2.5) emissions from vehicles are estimated to cause $385 billion in annual mortality and morbidity costs. Productivity losses from cognitive decline due to PM2.5 exposure amount to $157 billion per year. The global welfare cost of NO2-related deaths is estimated at $420 billion annually. In 2021, global IQ losses linked to air pollution were valued at $2 trillion, equivalent to 2.1% of global GDP, representing the lifetime income losses associated with these impacts.

Rapid Motorization in Developing Countries

In 2020, North America had a median motorization rate of 623 vehicles per 1,000 inhabitants, compared to just over 40 vehicles per 1,000 people in Sub-Saharan Africa. Although this remains one of the lowest rates globally, motorization in emerging and developing countries is growing rapidly, with annual increases of up to 10% in some regions.

This trend points to a potential doubling of the global vehicle fleet by 2050, currently estimated between 1.6 and 2.2 billion vehicles. Passenger cars, vans, and pickups account for around 73% of the fleet, motorcycles and two-wheelers make up 23%, and heavy vehicles represent just 4%.

Growth is especially strong in low- and middle-income countries. According to UNEP’s 2020 report, around 14 million light vehicles (cars, SUVs, and minivans) were exported to this category of countries between 2015 and 2018, with 40% destined for Africa.

Nigeria is one of Africa’s largest importers, bringing in more than 200,000 used vehicles annually. The U.S. International Trade Administration estimates Nigeria’s vehicle market at around 720,000 units per year, followed by other major markets such as Ethiopia, Kenya, and Tanzania.

What Solutions Are Possible?

To better regulate used vehicle imports and reduce the economic and health costs associated with them, the report recommends an integrated approach. This includes strengthening import standards and reorganizing inspection procedures for imported used vehicles. Applying these measures to all vehicle categories (light vehicles, heavy trucks, and two-wheelers) could reduce road accident fatalities by nearly 9%.

In addition, implementing regulatory requirements for imported used vehicles could significantly lower pollutant emissions—up to 20% for PM2.5 and 30% for nitrogen oxides (NOx). Some countries, such as Egypt and Ghana, have made notable progress by establishing more robust legal frameworks focused on reducing vehicle emissions.

Beyond vehicle conditions, human behavior remains the leading cause of road accidents in Africa. In its July 16, 2024 report, the WHO identified six major risk behaviors: speeding, driving under the influence of alcohol, failure to wear motorcycle helmets, failure to wear seatbelts, driver distraction, and mobile phone use while driving.

Road safety concerns are also linked to deeper structural issues, including poor infrastructure, with large portions of the road network in disrepair or lacking maintenance, the absence of policies promoting the purchase of new vehicles, and weak support for local automotive production, all of which slow vehicle fleet renewal.

These challenges weigh heavily on prevention efforts and call for a coordinated, systemic approach involving public policy, private sector stakeholders, and international cooperation.