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Environmental hazards of importing used vehicles into Nigeria

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Proceedings of International Symposium on Environmental Pollution Control and Waste Management
7-10 January 2002, Tunis (EPCOWM’2002), p.521-532.

Environmental hazards of importing used vehicles into Nigeria

A. B. AJAYI* , O. O. DOSUNMU**
*Department of Mechanical Engineering, Faculty of Engineering, University of Lagos, Lagos, Nigeria
E-mail: bola@biznet_solutions.net
**Department of Chemical Engineering, Faculty of Engineering, University of Lagos, Lagos, Nigeria
E-mail: dotun_dosunmu@yahoo.com

ABSTRACT
During the period of economic depression in Nigeria, the purchasing power became low. Imported used vehicles
became the norm because the costs of new ones were far above the income of most of the population. The paper
examines environmental implication of the importation over a period of twelve years (1988-2000). Time series
analysis was used to determine the trend of pollution, forecast were also made for importation for 5 years. The
paper also proposes a control mechanism.

1. Introduction
1.1 Background
A number of human activities have the potential of inducing climatic changes. One of the most important of these
activities is the increase in atmospheric carbon dioxide due to the burning of fossil fuels (global warming). This is
closely followed by the depletion of the ozone layer. Operation of aircraft in the upper atmosphere, attempt at
deliberate weather modification, as well as, direct heat output from energy production in cities and industrial areas also
contribute to environment pollution. The consequences of the climatic changes, that we can foresee, if and when they
occur, make it necessary to maintain a constant and careful surveillance on this regard. The combustion of coal, oil and
gasoline accounts for the most of the airborne pollutants. For instance, more than 80% of the sulphur dioxide, 50% of
the nitrogen oxides and 30 – 40% of the particulate matter emitted to the atmosphere in the US, are produced by
fossil-fuel fired electric power plants, industrial boilers, and residential furnaces [1]. In addition 80% of carbon
monoxide and 40% of the nitrogen oxides and hydrocarbons come from burning gasoline and diesel fuels in cars and
trucks [1]
Emissions from an individual car are generally low, relative to the smokestack image many people associate with air
pollution. But in numerous cities across the country, the personal automobile is the single greatest polluter, as
emissions from hundreds of thousands of vehicles on the road add up. Driving a private car is probably a typical
citizen's most "polluting" daily activity [2].
The economic difficulties that were consequent to the adoption IMF inspired economic program – Structural
Adjustment Program (SAP) encouraged importation of used automobiles from Europe in a large scale. The low earning
power of the middle classes made the used automobile the only solution, since there is no organised public
transportation in most Nigerian cities. The age and the general absence of any quality enforcement make the used
automobiles a great threat to the environment in Nigeria.

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 Ajayi and Dosunmu

1.2 Nigeria Air Quality Standards

In Nigeria, pollutants emanate from different sources. The common air pollutants in the chemical industries are sulphur
dioxide, which are emitted from process and from fuel combustion, while the major pollutant from automobiles is
carbon monoxide. The national agency responsible for setting and maintaining environmental standards in Nigeria,
Federal Environmental Protection Agency (FEPA), has stated the air quality standard as presented in Tables 1 and 2.

TABLE 1: Nigerian Ambient Air Quality Standard [8].

Pollutants Time Of Average Limits

Particulates Daily average of daily values 250 µg/m3
1 hour
600µg/m3
Sulphur dioxide (SO2) Daily average of hourly values 0.01ppm(26µg/m3)
1 hour
0.1ppm(260µg/m3)
Non-Methane Hydro carbons Daily average of 3hourly values. 160µg/m3
Carbon Monoxide Daily average of hourly values 10ppm(11.4µg/m3)
8 hourly values
20ppm (22.8µg/m3)
Nitrogen Oxide Daily average of hourly values 0.04 ppm – 0.06 ppm
(Range)
(75.0 µg/m3 – 113 µg/m3)
Photo chemical Oxidants Hourly values 0.06 ppm

TABLE 2: Guidelines for Nigeria Ambient Air Limits For Convectional Pollutants. Tolerance Limits for Ambient Air Pollutants [8].

Pollutants Long – Term Limits Short- Term Limits

mg/m3 +(Hours) mg/m3 +(mins)
Carbon Monoxide 1.0 24 5.0 30
Chlorine 0.03 24 0.1 30
Chloroform 10.0 24 50.0 30
Fluorides 0.012 24 0.055 30
Hydrocarbons (Total) 0.01 24 - -
Hydrogen Sulphide 0.008 24 0.008 30
Lead 0.005 24 0.02 30
Lead Sulphide 0.001 24 - -
Nitric Acid 0.008 24 0.008 30
Nitrogen Dioxide 0.085 24 0.085 30
Nitrogen Monoxide 0.4 24 0.8 30
Nitrogen Oxide 0.004 24 0.1 30
Oxidants 0.08 24 0.1 30
Ozone 0.1 24 0.2 30
Soot 0.05 24 0.1 30
Sulphur Dioxide 0.05 24 0.5 30
Sulphuric Acid 0.1 24 0.5 30
Suspended Particulate 0.15 24 0.5 30

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 Used Vehicles

1.3 Automobile Emissions

The power to move a car comes from burning fuel in an engine. Pollution from cars comes from by-products of this
combustion process (exhaust) and from evaporation of the fuel itself.

Gasoline and diesel fuels are mixtures of hydrocarbons. In a "perfect" engine, oxygen in the air would convert all the
hydrogen in the fuel to water and all the carbon in the fuel to carbon dioxide. Nitrogen in the air would remain
unaffected. In reality, the combustion process cannot be "perfect," and automotive engines emit several types of
pollutants.

Theoretical Combustion:

FUEL (hydrocarbons) + AIR (oxygen and nitrogen) => CARBON DIOXIDE

+ Water + Unaffected nitrogen

Real Engine Combustion:

FUEL + AIR ==> UNBURNED HYDROCARBONS + NITROGEN OXIDES

+ CARBON MONOXIDE + CARBON DIOXIDE + water

The proportion of pollutants in the air, which are directly attributable to vehicle emissions, has risen significantly in
line with the growth in car ownership and the increase in the number of kilometres driven per car [3].

Table 3: Sources of the principal pollutants in an average Urban City [3]

CO NOx HC

Gasoline vehicles 90 % 52 % 40 %
Domestic 5% 3% 2%
Power stations 1% 26 % <1%
Industry 4% 11 % 56 %
Others - 8% 1%

The air pollution associated with the emissions from automotive vehicles exhausts are mainly nitrogen oxides (NO and
NO2), carbon monoxide (CO), unburned Hydrocarbons (HC), and particulates (lead, soot and sulphates). The engine
exhaust is the source of nitrogen oxides (NO and NO2) and carbon monoxide (CO) emissions. The exhaust, the
crankcase, the fuel tank and the carburettor are the sources of unburned hydrocarbon (HC).
The processes responsible for the production of pollutants in the cylinder of a convectional SI engine (a reciprocating
carburetted four-stroke) are: firstly, a spark ignites the compressed fuel-air mixture, and a flame form propagates across
the chamber. As the flame approaches the walls, it is quenched, leaving behind an extremely thin layer of unburned gas,
typically a few thousandth of an inch thick, unburned gas is also left in the crevice above the piston ring between the
piston crown and the cylinder wall. At the same time nitric oxide (NO) is formed in the high temperature combustion
products throughout the layer by non-equilibrium reactions involving nitrogen and oxygen. Carbon monoxide is also
formed during this combustion process. In the end stage, the piston recedes, depositing the unburned hydrocarbons in

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 Ajayi and Dosunmu

the crevice above the piston ring along the sides of the cylinder and rapidly cooling the bulk combustion products by
expansion [4].

Table 4: Typical Emissions from an Automobile [5]

Pollutant Effects Emission Automobile Emissions in Grams per *Mobile

Sources average vehicle mile source as
Uncontrolled New Vehicle percentage of
Vehicle Total
Emissions
1 2 3 4 5 6
Oxides of Reactants in Exhaust
Nitrogen (NO photo-chemi 4 3 60 - 75
and NO2) cal smog
NO2 is toxic
Carbon Toxic Exhaust
Monoxide (CO) 90 15 90
Unburned Reactants Exhaust 9 1.5 60 – 80
Hydrocarbon
(HC, many Photo-chemi Evaporation 3 2
hydrocarbon cal
compounds) Smog Crankcase 4 0

As a result of the falling temperature, the chemical reaction which would normally remove the NO and CO becomes
extremely slow “freezing” the concentration of these pollutants at all levels far above those expected for equilibrium of
the exhaust temperature. In the final stage, the exhaust valve opens and the combustion products containing NO and
CO leave the cylinder, entraining parts of the hydrocarbon quench layers on the walls in the exhaust process.

One of the most important engine operating variables in determining emission is φ, the fuel air equivalence ratio (actual
fuel-air ratio / stochiometric fuel-air ratio). Figure 2 shows qualitatively how NO, CO and HC emissions vary with this
parameter.

The convectional SI engine has traditionally operated close to stochiometry, or fuel-rich, to ensure smooth vehicle
engine operation. Figure 2 shows that leaner mixtures gives lower emissions until misfire occurs when the emissions
rise sharply, and engine operation becomes erratic, the shapes of these curves indicate the complexities of emission
control. In cold engine, when fuel vaporization is slow, the fuel flow is increased with chokes to provide an easily
combustible fuel rich mixture nearer the spark plug. Thus, until the engine warms up and the choke is released, CO and
HC emissions are high. At cruise conditions lean mixture can be used which produce lower CO and HC emissions (at
least until misfire occurs) and moderate NO emissions. But maximum power is obtained from the engine with close to
stoichiometric operation, where NO emissions are at their maximum value. A series of emission control techniques are
required to reduce emissions of the three pollutants, over all engine-operating modes, and achieve acceptable average
levels.

The reciprocating four-stroke cycle carburetted SI engine is the dominant automobile engine today. From the
discussion above it is clear that the process responsible for the production of NO and CO and HC are distinctively
different. The first two processes occur in the bulk gases and involve primary combustion kinematics, the last process
involves flame quenching at the walls, boundary layer aerodynamics, mixing and oxidation. The state of the burnt gas

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 Used Vehicles

in a SI engine is very close to thermodynamic equilibrium, and that the trace concentrations of pollutants represent a
minor perturbation of the system.

Table 5: Types of air pollutants from automobiles engines [5]

AEROSOL GASES VAPOUR

FUME NO2 CO

SMOKE SO2 Acid

There are at least three types of potential spark ignition engine particulate pollutants: Lead, Soot and Sulphates. While
none of these is yet to be regulated through exhaust emission standards, restrictions on fuel composition and other
methods for controlling automobile particulate are being reviewed.

Sulphates emissions are of concern with the oxidation catalyst system being reviewed. For engines operated with
premium leaded gasoline (up to about 3ml/gal tetraethyl lead additive) the vehicle mass emissions range from about 0.1
to 0.5g/mile [6]. These values are substantially larger than mass emission from vehicles operated with unleaded fuel.
The particulate emission rates are considerable higher when the engine starts up cold. Apparently, the temperature of
the exhaust gas below about 2000F and above about 6000F has significant effect. The particulate size distribution with
leaded fuel is about 80% by mass below 2µm diameter, and about 40% below 0.2µm. Most of these particles are
presumed to form and grow in the exhaust system due to vapour phase condensation enhanced by coagulation. Some of
the particles are emitted directly. Some of the particles are either formed or are deposited in the walls where
agglomeration may occur. Many of these are removed when the exhaust flow rate suddenly increased, and these
particles together with the rust and scale account for the increase in mass and size of particulate emitted during
acceleration. The “lead” in the particulate emissions is mostly in the form of lead halides and complexes of ammonium
halide. Lead compounds constitute between 20% and 80% of the total particulate mass emitted, varying apparently with
particle size and engine operating mode. Only a fraction (between 10 and 50%) of the lead consumed in the fuel is
exhausted. The remainder is being deposited within the engine and the exhaust system.

Soot emissions in SI engines results from combustion of fuel-rich mixtures. For properly adjusted convectional
automobiles, soot in the exhaust is not a significant problem in contrast to the diesel engine. However, the fuel-injected
stratified charge engines have a heterogeneous combustion process, similar to that in a diesel engine, and the fuel
scheduling and distribution within the combustion chamber must be controlled to hold soot emissions to a minimum.
Broome and Khan [7] reviewed the available information on soot formation and combustion in laboratory hydrocarbon
flames and attempted to relate it to diesel engine design and operating variables. The mechanism in fuel-injected
stratified charged engines will be quantitatively the same. That soot formed in these SI engines is confirmed by
combustion photographs in the Texaco engine, which show the yellow-orange luminous characteristics of soot particle
burn-up.

Broome and Khan [7] concluded that the soot forms in the engines through a sequence of processes are similar to that
vapour-phase pyrolysis of fuel molecules which occurs where insufficient oxygen is present in the high temperature
regions of the fuel spray. A large number of reaction routes may be involved in the formation of soot from the fuel
molecule but under temperature conditions typical to diesel flames, the precursors are thought to be heavy unstable
hydrocarbon radicals. Growth of the first detectable soot particle is very rapid, and occurs in the hotter zones of the
525
 Ajayi and Dosunmu

flame. Subsequent coagulation of the particles is a physical process; and combustion after formation of soot particles by
Oxygen atoms appears to be most important oxidation mechanism.

Thus, soot emissions depend on the fuel type, details of the fuel-air mixing process, and flame temperature, and the
balance between two successive process-formation and oxidation. These physical variables are themselves influenced
by the direct controllable engine design and operating variables.

1.4 Evaporative Emissions

Other forms of Automobile pollutants include hydrocarbon pollutants that escape into the air through fuel evaporation.
With today's efficient exhaust emission controls and today's gasoline formulations, evaporative losses can account for a
majority of the total hydrocarbon pollution from current model cars on hot days when ozone levels are highest.
Evaporative emissions occur several ways:
DIURNAL: Gasoline evaporation increases as the temperature rises during the day, heating the fuel tank and venting
gasoline vapours.
RUNNING LOSSES: The hot engine and exhaust system can vaporize gasoline when the car is running.
HOT SOAK: The engine remains hot for a period of time after the car is turned off, and gasoline evaporation
continues when the car is parked.
REFUELING: Gasoline vapours are always present in fuel tanks. These vapours are forced out when the tank is filled
with liquid fuel.

Figure 3: Basic controls for exhaust and evaporative emissions.

2.0 Impact of automobile pollution on health and environment

Numerous studies have been undertaken in Europe to determine the impact of car emissions on human health and the
environment. The results are alarming. In Europe, the 1999 WHO report on Health costs due to road traffic-related air
pollution revealed that car-related pollution kills more people than car accidents in the three European countries where
the study took place (Austria, France, Switzerland).

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 Used Vehicles

The main findings of EFOA [3] are:

• long-term exposure to air pollution from cars in adults over 30 years of age caused an extra 21,000 premature
deaths per year from respiratory or heart disease. This is more than the total annual deaths from road traffic
accidents in the countries studied (9,900)

• each year, air pollution from cars causes 300,000 extra cases of bronchitis in children, plus 15,000 hospital
admissions for heart disease, 395,000 asthma attacks in adults and 162,000 attacks in children.

The potential harmful effects, both on health and the environment, of the main automobile exhaust pollutants are
summarized as follows:

Table 6: Potential harmful effects of the main automobile exhaust pollutants [3].

Health effects Environmental Effects

Carbon monoxide (CO)
Nitrogen oxides (NOx)
Hydrocarbons (HC)
Benzene (C6H6)
Ground-level ozone (O3)
Lead (Pb)
Lethal at high doses. At low doses can impair Greenhouse gas contributing to
concentration and neurobehavioral function. global warming
Increases the likelihood of exercise-related
heart pain in people with coronary heart disease
May exacerbate asthma and possibly increase Acid rain Ground level ozone
susceptibility to infections precursor
Low molecular weight compounds cause eye Ground level ozone precursor
irritation, coughing and drowsiness High
molecular weight compounds can be mutagenic
or carcinogenic
Classified as a human carcinogen (Group 1) by
the International Agency for Research on
Cancer
Irritates the eyes and air passages. Increases the Oxidants to plants, impairs growth
sensitivity of the airways to allergic triggers in and maturation
people with asthma. May increase
susceptibility to infection
Impairs the normal intellectual development Ground water pollution and
and learning ability of children particulates in air

3.0 Pollution due to Automobile Emission in Nigeria

With the importation of used vehicles into Nigeria, there are lots of hazardous effects including global implications of
such action. The used vehicles pollute the air with the emission of incomplete combustion of the old engines. These
pollutants include: COx, NOx, Sox, 3:4 benzpyrene, aldehydes, ketones, chlorinated organic compounds, ozonides and
peroxides, carbon compounds containing nitrogen such as peracetyl nitrides. CO2 has greenhouse effects, NO2 will
oxidize to HNO3, and SO2 will oxidize to H2SO4, which now falls as acid rain or mist or fog. In Nigeria, importation of
used vehicles, known as “Tokunbo”, are the aftermaths of the devaluation of Nigerian currency. It then became cheaper
to buy these used vehicles to the detriment of the society at large.
We are of the opinion that if the importations of used vehicles were reduced, the output consequences would definitely
be reduced. Also, used vehicles could be imported provided the vehicles are relatively new, non-smoky, fitted with
after-burner (converter), should be attended to immediately it begins to smoke, etc.
527
 Ajayi and Dosunmu

To structure this analysis, the study was carried out for the period of 1988 – 2000. The credit for using this time period
lies in the fact that:
1. There were no records of the importation of used vehicles prior to 1988.
2. The percentage change in importation and subsequently its effect during the period could be evaluated.
The problem is based mainly on environmental pollution, although there are other side effects such as accidents,
maintenance cost, etc. estimates or projections of the future conditions will be necessary because of uncertainties of
Nigeria economy which has refused to pick up for close to 20 years.
The importance of this analysis is to assist us to obtain a clearer understanding of the interactions between the different
elements of the system. The analysis takes the form of tabulated data and graphs.

import s

35 000

30 000

25 000

20 000

import s

15 000

10 000

5 000

0
1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000
Y ear s o f Imp o r t

Figure 4: Used Vehicles Imported into Nigeria between 1988 and 2000 [9].

528
 Used Vehicles

Em issions of Used Vehicles com pared w ith New Vehicles

3 000 000

2 500 000

2 000 000 Nox(new)

CO( new)
HC( new)
1 500 000
Nox(used)
CO( used)

1 000 000 HC( used)

500 000

0
1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000

Ye a r of I m p or t

Figure 5: Used Vehicles Imported into Nigeria between 1988 and 2000 and their Estimated Pollutants Emission
Contents.

PROPOSED IMPORTATION OF USED VEHICLES

45 000

40 000

35 000

30 000

25 000
U se d Ve h i c l e s I m po r t e d
20 000 import s

15 000

10 000

5 000

0
1 2 3 4 5

Ye a r s Of I m p or t

Figure 6: Estimated Used Vehicles to be imported into Nigeria between 2001 and 2005.

529
 Ajayi and Dosunmu

Proposed Em issions from Im ported Used Vehicles

4 500 000

4 000 000

3 500 000

3 000 000
Nox(new)
CO( new)
2 500 000
HC( new)
Nox(used)
2 000 000
CO( used)
HC( used)
1 500 000

1 000 000

500 000

0
2001 2002 2003 2004 2005

Ye a r s of I m p or t

Figure 7: Estimated Used Vehicles to be imported into Nigeria between 2001 and 2005 their Estimated Pollutants
Emission Contents.

Figure 7 show the number of used vehicles imported over a period of twelve years and their estimated pollution
contents in grams/average mile. Of these pollutants, the most grievous is carbon monoxide; over 82% of the emitted
pollutant is carbon monoxide. These imported vehicles are concentrated in the urban areas, where most people,
industries and commercial activities are located. This situation will lead to the development of severe air pollution
problems in areas where a large number of people can be exposed. Although the relative contribution of vehicles to the
air pollution problems of a community depends on how much of this contaminants are emitted from other sources.
From investigations, it has been noted that in many large cities, vehicles contribute up to 90% of carbon monoxide
[3,10].

4.0 CONCLUSION & RECOMMENDATION

With the importation of used vehicles into Nigeria, there are lots of hazardous effects including global implications of
such action. The used vehicles pollute the air with the emission of incomplete combustion of the old engines. These
pollutants include: COx, NOx, Sox, 3:4 benzpyrene, aldehydes, ketones, chlorinated organic compounds, ozonides and
peroxides, carbon compounds containing nitrogen such as peracetyl nitrides. CO2 has greenhouse effects, NO2 will
oxidize to HNO3, and SO2 will oxidize to H2SO4, which now falls as acid rain or mist or fog. In Nigeria, importation of
used vehicles, known as “Tokunbo”, are the aftermaths of the devaluation of Nigerian currency. It then became cheaper
to buy these used vehicles to the detriment of the society at large.

We are of the opinion that if the importations of used vehicles were reduced, the impact of pollution from automobiles
would definitely be reduced. However, used vehicles could be imported provided the vehicles are relatively new,
non-smoky and fitted with after-burner (converter).

The following actions are, therefore, recommended as control in other to protect Nigeria’s environment from
530
 Used Vehicles

degradation:

1. There should be public and consumer awareness campaigns about the havoc of environmental
degradation.
2. Government should set a high standard for the importation of used vehicles.
3. Exhaust Emission Standards should be set by FEPA and should enforce these standards to ensure strict
compliance.
4. Old vehicles should be mandated to use exhaust reactors i.e. catalytic converters and thermal reactors.
5. Regular assessment of the actual level of pollution in the country by the appropriate agencies.
6. Vehicle inspection centres should be introduced. The centres should be equipped to test and certify
compliance or otherwise of all automobiles used in the country, especially in the urban areas.
7. Government should impound a vehicle that violates emission standards.
8. Research on renewable energy sources should be encouraged and funded to ensure sustainable
environment.

REFERENCES
1. Dosunmu, O. (1998), “Emission Inventory for Lagos City, 1980 – 2010”. Journal of the Nigerian
Society of Chemical Engineers, 17 (1&2); pp95-102.
2. “Automobile Emissions: An Overview” (1998) Office of Mobile Sources, EPA National Vehicle and
Fuel Emissions Laboratory, 2565 Plymouth Road, Ann Arbor, MI 48105, USA.
http://www.epa.gov/OMSWWW/05-autos.htm
3. The European Fuel Oxygenates Association; “Automobiles and Pollution”.
http://www.efoa.org/air-quality.htm
4. HOLDGATE, M. W. (1979); “A Perspective of Environmental Pollution”, Cambridge University Press.
5. HEYWOOD, J. B. (1977); “Progress in Energy and Combustion”. An International Review Journal.
Edited by Chigier, N. A., University of Sheffield, England. Pergamon Press, Oxford
6. OKEKE, B. O. and AJAYI, A. B. (1997); “A Quantified Study of Environmental Pollution Emanating
from Imported Second-hand Cars, Refrigerators, and Air conditioners in Nigeria (1988 – 1992)”. M.
Sc. Thesis. University of Lagos. Lagos Nigeria.
7. BROOME, D. and KHAN, J. M. (1971); “Air Pollution Control in Transport Engines”, Paper C 1407,
Institute of Mechanical Engineer, London.
8. Federal Environmental Protection Agency, (1991); “Guidelines and Standards for Environmental
Protection Control in Nigeria.”
9. Federal Office of Statistics (1988 – 1998); “Nigeria Trade Summary”. Published by Director-General,
Federal Office of Statistics, Abuja Nigeria.
10. Stern, A. C. (1976); Air Pollution, Volume V, Academic Press, New York

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 Ajayi and Dosunmu

APPENDIX
Table A1: Used Vehicles Imported into Nigeria between 1988 and 2000 and their Estimated Pollutants Emission
Contents.
Emissions in grams per average mile of air pollutants
Used Vehicles Total emission by
Year Imported New Vehicles Vehicles Used used Vehicles
NOx CO HC NOx CO HC NOx+CO+HC
1988 432 1,512 6,480 1,512 1,728 38,880 6,912 47,520
1989 766 2,681 11,490 2,681 3,064 68,940 12,256 84,260
1990 1,878 6,573 28,170 6,573 7,512 169,020 30,048 206,580
1991 5,304 18,564 79,560 18,564 21,216 477,360 84,864 583,440
1992 10,554 36,939 158,310 36,939 42,216 949,860 168,864 1,160,940
1993 15,140 52,990 227,100 52,990 60,560 1,362,600 242,240 1,665,400
1994 9,551 33,429 143,265 33,429 38,204 859,590 152,816 1,050,610
1995 15,130 52,955 226,950 52,955 60,520 1,361,700 242,080 1,664,300
1996 21,551 75,429 323,265 75,429 86,204 1,939,590 344,816 2,370,610
1997 26,568 92,988 398,520 92,988 106,272 2,391,120 425,088 2,922,480
1998 22,732 79,562 340,980 79,562 90,928 2,045,880 363,712 2,500,520
1999 27,730 97,055 415,950 97,055 110,920 2,495,700 443,680 3,050,300
2000 30,388 106,358 455,820 106,358 121,552 2,734,920 486,208 3,342,680

The table below gives the estimated values for imports over the next five years.

Table A2: Estimated Used Vehicles to be imported into Nigeria between 2001 and 2005.

YEAR Imported Used Vehicles

2001 33,046
2002 35,704
2003 38,362
2004 41,020
2005 43,678

Table A3: Estimated Used Vehicles to be imported into Nigeria between 2001 and 2005 their Estimated Pollutants
Emission Contents.

Estimated Emissions in grams per average mile of air pollutants

Used Vehicles Used Total emission
Year to be imported New Vehicles Vehicles by used Vehicles
NOx CO HC NOx CO HC NOx+CO+HC
2001 33,046 115,661 495,690 115,661 132,184 2,974,140 528,736 3,635,060
2002 35,704 124,964 535,560 124,964 142,816 3,213,360 571,264 3,927,440
2003 38,362 134,267 575,430 134,267 153,448 3,452,580 613,792 4,219,820
2004 41,020 143,570 615,300 143,570 164,080 3,691,800 656,320 4,512,200
2005 43,678 152,873 655,170 152,873 174,712 3,931,020 698,848 4,804,580

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