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Impact of Motor Vehicles Increase

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Submitted By saurab1991
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Chapter I
Introduction
1.1 Country Background
Nepal is situated in the Himalayas bordering the Peoples Republic of China on the north and India on the remaining three sides. Nepal is elongated in east west direction with an average length of 885 km and the width varying from 133 km to 255 km in North South direction having an area of 147,181 sq. km. The Population of the country is 26.494 million with growth rate 1.35% per annum.
1.2 Modes of Transportation
Nepal’s transport sector accounts for a large part of domestic passenger and freight movements. Being a landlocked country and due to high current and inadequate water depth in Nepalese river the water transport has very limited potential. Air services were the main mode of transportation in remote hills of Nepal till few years back and still contribute to passenger movements to key commercial and tourist destinations, and to the transport of both passengers and goods into remote hill areas. The single operating railway system covers only 52 km within the country which is in pathetic condition. The road construction in Nepal is very difficult and costly due to the rugged topography and poor geology. International trade movements are conducted through various land routes across Nepal India border among which 7 routes are significant and there is only one land route across China Nepal border. Limited high-value goods are carried by air. Therefore, Roads are the principal transport mode in Nepal.
1.3 Road Network Planning and Design
The National Road Network of the country is classified mainly two broad categories- Strategic Road Network (SRN) and Local Road Network (LRN). Depending upon importance, the roads are further classified as National Highway, Feeder Roads, District Roads, and Urban Roads. Nepal Roads Standard (NRS), 1971 has been recently revised incorporating new Classification system, Climbing Lanes, Emergency Escape Ramps, Bicycle Tracks, Acceleration and Deceleration in Intersection and Tunnels. According to NRS, second revision 2013, Functional Classification has been added as Class I, II, III and IV. The first category is the highest standard road with divided carriageway and access control and the last category is the road with design speed up to 60 km/hr. Thus, the National highways belong to class I, II and III whereas Feeder Road belong to class II, III and IV. The Department of Road (DoR), functioning under the Ministry of Physical Infrastructure and Transport (MoPIT), is responsible for the construction and maintenance of the Strategic Road Network (SRN). The Strategic Road Network (SRN), backbone of the National Road Network, are the main national arteries providing inter-regional connections and links to regional and district headquarters, international borders, key economic centers, touristic centers and the major urban roads.
With the combined lengths of SRN and local road networks of 62579 km, the road density km per 100 sq. km is 42.51 and influenced population number per km is 425. If the serviceability is considered, the road density drops down drastically.
Table1: Total Road Network of Nepal, 2013 Type of Road | Bituminous | Graveled | Earthen | Total | Population/km | Km/100 sq km | SRN | 5574 | 1888 | 4173 | 11636 | 2288 | 7.90 | Local | 1575 | 14601 | 34766 | 50943 | 522 | 34.61 | Total | 7149 | 16489 | 38939 | 62579 | 425 | 42.52 |

1.4 Road Safety problems
More focus was in developing road length by constructing new roads and very low consideration was given for maintenance and road safety till 80s. Most of the roads were under traffic to their design capacity. Road construction followed standard geometrics with least concern for road safety. As the traffic increased in these roads, accidents are also increasing in alarming rate. The problems related to road safety can be summarized as: * Roads and bridges without walkways and other required road safety features. * Poor visibility at blind corners * Inadequate safety barriers at steep vertical drops * Unscientific location of passing bays in single lane roads * narrow sections at built-up * Driver negligence * Drunk driving * Random roadside parking * Reckless pedestrian crossing * Poor road conditions * Lack of awareness of traffic rules to all stakeholders

1.5 Statement of problem
Road traffic accidents are among the leading causes of death and injury worldwide, causing an estimated 1.2 million deaths and 50 million injuries each year (World Health Organization, 2004). Accidents are not randomly scattered along the road network, and that drivers are not involved in accidents at random. There are complex circumstantial relationships between several characteristics (driver, road, car, etc.) and the accident occurrence. As such, one cannot improve safety without successfully relating accident frequency and severity to the causative variables
1.6 Objective of the study
The objectives of the study are as follows: * To study the impact of increase in number of vehicles on road accidents * To understand severity of accident in terms of personal injury * To study the reasons behind road traffic accidents
1.7 Research Methodology
This research is based on secondary data. Data is collected from record maintained by department of roads, department of transport management and traffic accidents record of Nepal police.

Chapter II
Data Presentation and Analysis
2.1 Vehicle Population
The first vehicle entered Nepal (Kathmandu) in 1908 in the regime of Prithivi Bir Bikram Shah. People did not have access to vehicles in Nepal until 1950.
Only king, ministers and elite close to the ruling Rana family had vehicles that counted in dozens. Vehicles plying on Nepali roads in early days were Ford (Model B-1930), Ford (Model-1 1931), Flying Saloon (1936) and Willys jeep (1944). After 1950, public vehicles start plying on the roads but their number was limited. There were around 3,000 vehicles in Nepal in 1960. According to DoTM, vehicle registration doubled in 1990-91 with 76,378 new vehicles in a single year. Number and types of vehicles increased in Nepal after the opening of Tribhuvan Rajpath (TRP), constructed by Indian Assistance in 1956, linking Terai and Indian border with Kathmandu valley.
Table 2: Statistics of different types of vehicle registered Year | Bus/MiniMicrobus | Car/jeep/Van/Pickup | Crane/Dozer/Truck | Tractor | Tempo | Motorbike | Others | Total | Up to 2000 | 14,507 | 54,963 | 21,309 | 21,072 | 6,702 | 150,185 | 3,715 | 272,453 | 2000/01 | 1,453 | 5,152 | 1,271 | 3,519 | 232 | 29,291 | 77 | 313,448 | 2001/02 | 1,163 | 4,374 | 1,798 | 3,189 | 248 | 38,522 | 86 | 362,828 | 2002/03 | 962 | 3,487 | 1,212 | 2,485 | 17 | 29,404 | 43 | 400,438 | 2003/04 | 1,853 | 7,557 | 1,477 | 2,191 | 16 | 26,547 | 58 | 440,137 | 2004/05 | 1,622 | 4,781 | 1,592 | 1,374 | 48 | 31,093 | 21 | 480,668 | 2005/06 | 2,257 | 5,150 | 2,263 | 635 | 60 | 45,410 | 0 | 536,443 | 2006/07 | 2,508 | 5,892 | 3,278 | 2,942 | 12 | 72,568 | 1,536 | 625,179 | 2007/08 | 2,629 | 6,329 | 3,594 | 3,297 | 18 | 69,666 | 205 | 710,917 | 2008/09 | 2,564 | 8,144 | 3,643 | 4,663 | 20 | 83,334 | 202 | 813,487 | 2009/10 | 2,810 | 14,243 | 4,524 | 11,460 | 9 | 168,707 | 31 | 1,015,271 | 2010/11 | 3,095 | 8,510 | 1,969 | 7,937 | 2 | 138,907 | 133 | 1,175,824 | 2011/12 | 3,410 | 8,711 | 1,333 | 8,413 | 10 | 145,135 | 91 | 1,342,927 | 2012/13 | 4,749 | 9,595 | 3,332 | 9,795 | 57 | 175,381 | 152 | 1,545,988 | Total | 45,582 | 146,888 | 52,595 | 82,972 | 7,451 | 1,204,150 | 6,350 | 1,545,988 |

Fig 1. Trend of increase in number of vehicles in Nepal
Up to the end of 2000 there were less than three lakhs vehicles in Nepal. But, in last thirteen years number of vehicles has increased by more than twelve lakhs. The major increase has been in number of motorcycles. It has increased from mere 1.5 lakhs to 12 lakhs during this period.
2.2 National Statistical Trends in Road Accident
Road accidents are increasing in Nepal due to increased vehicle fleet and speed. Most of the accidents having any human injury are reported to the police. Accidents with minor injury and small damages to the vehicles may be settled at the accident site with mutual understanding and may not be reported to the police. A fairly large number of accidents are never reported to the police, mainly because the involved parties want to settle the matter between them. Generally, only those accidents with high injury or property damage or with disputes are reported and recorded in the police office. This under-representation is assumed to be less pronounced for severe accidents. The figures do not give the full accident picture.

Table 3: National statistical trends in road accident (2001-2010) Year | Accidents | Fatalities | Major Injuries | Slight Injuries | Injury/fatal ratio | Total Vehicles | Fatality per 1000 vehicles | 2001‐02 | 3,823 | 879 | 458 | 4,138 | 5.23 | 362,828 | 24.23 | 2002‐03 | 3,864 | 682 | 785 | 4,442 | 7.66 | 400,438 | 17.03 | 2003‐04 | 5,430 | 802 | 1,659 | 3,925 | 6.96 | 440,137 | 18.22 | 2004‐05 | 5,532 | 808 | 1,795 | 4,039 | 7.22 | 480,668 | 16.81 | 2005‐06 | 3,894 | 825 | 1,866 | 3,655 | 6.69 | 536,443 | 15.38 | 2006‐07 | 4,546 | 953 | 2,583 | 5,331 | 8.30 | 625,179 | 15.24 | 2007‐08 | 6,821 | 1,131 | 2,663 | 5,245 | 6.99 | 710,917 | 15.91 | 2008‐09 | 8353 | 1356 | 3609 | 6,457 | 7.42 | 813,487 | 16.67 | 2009‐10 | 11747 | 1734 | 4130 | 7383 | 6.64 | 1,015,271 | 17.08 | 2010‐11 | 14013 | 1689 | 4,018 | 8,503 | 7.41 | 1,175,824 | 14.36 | 2011-12 | 14,297 | 1837 | 4,018 | 7,811 | 6.44 | 1,342,927 | 13.68 | 2012-13 | 13,582 | 1816 | 3,986 | 8,000 | 6.60 | 1,545,988 | 11.75 | Total | 54,010 | 9,170 | 19,548 | 44,615 | 7.00 | | |

Fig 2. Trend of Slight injuries, Major injuries and fatality of road accidents

Fig 3. Trend of accidents per 1000 vehicles The figure above shows that in spite of increase in number of accidents, the ratio of accidents to number of vehicles has decreased.
Table 4: Relation of number of accidents and fatality Year | Accidents | Fatalities | Ratio of fatalityto accidents | 2001‐02 | 3,823 | 879 | 22.99 | 2002‐03 | 3,864 | 682 | 17.65 | 2003‐04 | 5,430 | 802 | 14.77 | 2004‐05 | 5,532 | 808 | 14.61 | 2005‐06 | 3,894 | 825 | 21.19 | 2006‐07 | 4,546 | 953 | 20.96 | 2007‐08 | 6,821 | 1,131 | 16.58 | 2008‐09 | 8353 | 1356 | 16.23 | 2009‐10 | 11747 | 1734 | 14.76 | 2010‐11 | 14013 | 1689 | 12.05 | 2011-12 | 14,297 | 1837 | 12.85 | 2012-13 | 13,582 | 1816 | 13.37 | The figure above shows that the ratio of number of fatality to number of accidents has decreased from 22.99% in 2000-01 to 13.37% in 2012-13. It shows that number of accidents has increased but the severity of human injury has decreased.

2.3 Causes of accidents
Table 5: Causes of accidents Year | Negligence bydriver | Negligence ofPedestrian | Overtaking | High Speed | Drinking and driving | Technical faultof vehicle | Overload | Cattles on theroad | Miscellaneous | Total | 2007/08 | 1491 | 492 | 546 | 962 | 461 | 310 | 339 | 17 | 19 | 4637 | 2008/09 | 1896 | 629 | 569 | 1066 | 434 | 440 | 434 | 24 | 27 | 5519 | 2009/10 | 2315 | 1011 | 939 | 1451 | 504 | 523 | 484 | 39 | 11 | 7277 | 2011/12 | 5795 | 361 | 528 | 1453 | 240 | 325 | 104 | 34 | 52 | 8892 | Average | 2874 | 623 | 646 | 1233 | 410 | 400 | 340 | 29 | 27 | 6581 | % | 43.7 | 9.5 | 9.8 | 18.7 | 6.2 | 6.1 | 5.2 | 0.4 | 0.4 | |

Fig 4: Graph showing causes of accident
The major cause for road traffic accidents is negligence of drivers. It accounts for 43.7% of total accidents on average. Other human errors such as negligence by pedestrians, high speed, drinking and driving accounts for major portion of accidents. The non-human causes of road traffic accidents such as technical fault of vehicle, cattle on the road and others is only about 12%.
Chapter III
Conclusion and Recommendations

3.1 Conclusion
In conclusion, there has been tremendous increase in number of vehicles running in the roads of Nepal. Alongside the increase in number of vehicles number of accidents has also increased in past decade but the ratio of number of vehicles to road traffic accidents has decreased. Most of the accidents results in only slight injuries to people involved. The severity of human injury has decreased. The ratio of number of accidents to fatality is on decreasing trend. The major reason causes of accidents have been mistakes by human. Negligence by drivers and pedestrians, over speeding, drinking and driving are major causes of accidents.
3.2. Recommendations
In order to decrease the number of accidents and reduce its impact in future following measures can be adopted.
Socioeconomic condition. * Educating public through the mass media * Initiating road safety training campaign in schools * Government policy to restrict alcohol consumption
Road condition * Widening a narrow section of road * Improvement in road lighting * Promote limited safe public vehicles * Segregation of different type of road users * Building of overpass (flyover) or underpass
Vehicle condition * Change in the design or construction of vehicles as the condition of road, density of population * Proper and timely maintenance of vehicles * Provision of proper site for vehicle station * Removal of sharp and dangerous projection from vehicles to reduce the interior or exterior injuries.
Road user condition * Licensing of drivers * Training of drivers * Safety education * Setting and enforcing mandatory crash helmet use * Legislation to control speed of vehicle
Service care * Pre hospital care (first aid services) * Emergency care of injured patients of RTA * Establishment of rehabilitation centre for handicapped patients of RTA

Bibliography * Road Statistics, Department of Roads, 2010 * Traffic Accidents Record, Traffic Directorate, Nepal Police, 2013 * Progress Report of Department of Transport Management, 2013 * http://www.thehimalayantimes.com/Vehicles grew 15 times in 20 yrs

Contents Chapter I 1 Introduction 1 1.1 Country Background 1 1.2 Modes of Transportation 1 1.3 Road Network Planning and Design 1 1.4 Road Safety problems 2 1.5 Statement of problem 2 1.6 Objective of the study 2 1.7 Research Methodology 2 Chapter II 2 Data Presentation and Analysis 2 2.1 Vehicle Population 2 2.2 National Statistical Trends in Road Accident 2 2.3 Causes of accidents 2 Chapter III 2 Conclusion and Recommendations 2 3.1 Conclusion 2 3.2. Recommendations 2

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...Analysis of Toyota Motor Corporation By: Thembani Nkomo This paper will explore the external and internal environment of Toyota Motor Corporation, and suggest recommendations to sustain its competitive advantage. Analysis of Toyota Motor Corporation by Thembani Nkomo ANALYISIS OF TOYOTA MOTOR CORPORATION TABLE OF CONTENTS 1 COMPANY OVERVIEW 2 EXTERNAL ENVIRONMENT OF THE AUTOMOTIVE INDUSTRY 2.1 Industry Overview and Analysis 2.2 Industry Life Cycle 2.3 Industry Demand Determinants 2.4 Porter’s Five Forces 2.5 Industry Cost Structure Benchmark 2.6 Industry Competitive Landscape 2.7 Major Competitors 2.8 Key Success Factors in Industry 3 INTERNAL ENVIRONMENT OF TOYOTA 3.1 Core Competencies 3.2 Distinct Competency 3.3 SWOT Analysis 3.4 BCG Matrix: Internal Analysis of Toyota Portfolio 3.5 VRIO Framework Analysis 3.6 Toyota’s Efforts in Emerging Economies 3.7 Case Study: Toyota’s Successful Strategy in Indonesia 3.8 Strategic M&A, Partnerships, Joint Ventures, and Alliances 3.9 Analysis of Financial Performance 4 RECOMMENDATIONS 5 APPENDICES 6 REFERENCES Analysis of Toyota Motor Corporation by Thembani Nkomo 1. TOYOTA CORPORATE OVERVIEW: Founded in 1937, Toyota Motor Corporation is a Japanese company that engages in the design, manufacture, assembly, and sale of passenger cars, minivans, commercial vehicles, and related parts and accessories primarily in Japan, North America, Europe, and Asia. Current brands include Toyota,...

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General Motors Company Analysis

...General Motors Corporation is one of the leading automotive manufacturers in the world. GM is a corporation that designs, builds, and sells cars and trucks. GM owns 18 brands some of which include Chevrolet, GMC, Cadillac, and Buick. The company operates in 160 countries, employs roughly 207,000 people, and is one of the world’s largest vehicle manufacturers (IBIS World, 2015). The automotive industry in the United States is worth $123 billion and has $5.2 billion in annual profit (IBIS World, 2015). It is spread across 3 main competitors. Toyota Motor Corporation, which holds 17.5% of the market share, General Motors Corporation, which holds 16.3% and Ford Motor Company, holds 11.3% of the market share in this industry (Mergent Online, 2015). Over the last 5 to 10 years the automotive industry in the United States has continuously fluctuated. As a result of the economic downturn, GM filed for Chapter 11 bankruptcy in June of 2009 and was bailed out by the U.S. government. During the Chapter 11 bankruptcy, GM eliminated about one-third of its plant assets and workforce and reduced its debt from nearly $95 billion to $17 billion. GM has bounced back tremendously, by releasing brands such as Saturn and Hummer in an effort to cut costs, and in 2014 the company made $152 billion in revenue (Mergent Online). Other automotive companies have struggled as well, in 2010, Toyota’s brand reputation for vehicle reliability and safety was tarnished due to vehicle recalls...

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