Assessment of Dangerous Goods Transport: Case Western Balkan Countries

Abstract

The transportation of dangerous goods (TDG) is a critical component of economic systems, especially in regions such as the Western Balkans (WB), where infrastructure and regulatory frameworks face significant challenges. This study assesses the current state of transportation of dangerous goods in Albania, Montenegro, Bosnia and Herzegovina, and Kosovo*, focusing on the alignment of national regulations with international standards such as the ADR agreement. Using a structured questionnaire distributed to 847 stakeholders, key barriers are identified, including inadequate infrastructure, insufficient training, limited oversight and low public awareness. Statistical analyses, including paired t-tests, reveal significant differences in perceptions across the countries surveyed, indicating inequalities in implementation and enforcement. Despite these challenges, there are opportunities to close gaps through targeted investments in infrastructure, increased training programs, stricter compliance and regional cooperation. The findings underscore the need for comprehensive data collection systems and advanced risk assessment tools to improve safety and efficiency. This study contributes to a deeper understanding of TDG issues in the WB countries and provides actionable recommendations for policy makers and practitioners to promote safer and more sustainable practices. The region can improve its TDG framework by addressing these challenges and ensuring economic growth and public safety while minimizing environmental risks.

1. Introduction

The transport of dangerous goods (TDG) plays a crucial role in economic development and serves as the backbone for industries such as manufacturing, healthcare and energy. This category of goods, which includes a wide range of items such as flammable liquids and medical isotopes, is critical to the proper operation of various industries. In the manufacturing industry, the timely delivery of raw materials for chemical production, fertilisers and paints, all considered dangerous goods, is essential [1]. The healthcare sector also relies on safely transporting life-saving medical supplies, disinfectants and radioactive materials for diagnostics [2]. Energy production, which forms the basis of modern economies, also relies on the efficient and well-regulated transportation of fossil fuels and alternative energy sources such as compressed natural gas [3].

Given the critical role of dangerous goods transport, numerous studies have emphasised the need for a robust framework to mitigate the risks associated with accidents and environmental damage. For example, the research emphasises the interplay between sustainable development and safety measures in dangerous goods transport and argues for a balance between operational efficiency and environmental protection [4]. Effective transport policies tailored to specific regions, as explored in studies on various logistics challenges [5,6], emphasise the importance of adapting international frameworks to local conditions. In addition, risk assessment methods and optimisation strategies, as presented in the analysis of logistics systems [7], provide valuable tools for increasing safety and minimising the negative impacts of dangerous goods transport.

In view of the fact that a considerable quantity of dangerous goods is transported on the roads in the vicinity of people and the natural environment, it is essential to make every effort and take all possible measures to minimise the consequences for people and the environment in the event of road accidents involving vehicles transporting dangerous goods [8,9]. For this reason, the profession in question is strictly regulated by law worldwide, and the individual signatory states must carefully transpose the adopted regulations into their national legislation. The development of a common legal framework for TDG on the roads dates back to 1957 when the Economic Commission for Europe (ECE) adopted the agreement concerning the International Carriage of Dangerous Goods by Road (ADR) within the framework of the United Nations (UN). There are more than 87 contracting parties, including most European and Central Asian countries and a few others from around the world. The objectives of the ADR are as follows:

• To promote trade: The post-war economic boom led to a sharp increase in international trade, which necessitated a standardised system for the TDG.
• Consideration of safety aspects: The growing number of accidents involving dangerous goods highlighted the need for stricter regulations.
• Facilitating trade: Standardised regulations aim to streamline border crossings and simplify procedures for the TDG.

The current version of the ADR is ADR 2023 [10]. The regulations are reviewed and updated every two years to ensure that the latest safety standards are implemented. Similarly, the regulations for the TDG in various sectors, such as rail transport (RID), maritime transport (IMDG Code), air transport (IATA) and inland waterway transport (ADN), are also regularly updated.

The TDG is of great importance for the economy of the WB, but it also poses a risk to people and the environment. It is important to regularly assess the state of dangerous goods transport and take appropriate measures to increase safety. In recent years, there have been improvements in this area [11,12,13,14]. All countries in the WB have adopted legislation on the TDG that complies with international laws and standards, and institutions have been established to monitor this activity.

However, there are still numerous challenges:

• Inadequate infrastructure: transport infrastructure, including roads, bridges, railways and ports, are often not suitable for the TGD.
• Inadequate training: Drivers and staff are not always adequately trained to handle dangerous goods.
• Inefficient monitoring: Monitoring of TDG is often ineffective, leading to breaches of regulations.
• Lack of awareness: The public is not sufficiently informed about the dangers associated with the TDG.
• Insufficient international cooperation: The WB countries do not cooperate sufficiently at a regional level to improve the TDG.

There are also opportunities to address these challenges and improve the TDG:

• Invest in infrastructure: Build and maintain roads, bridges, railways and ports suitable for the TGD.
• Training of drivers and staff: Adequate training for all levels of staff involved in the TDG.
• Increased monitoring: Stricter monitoring of the TGD to ensure compliance with regulations.
• Raising awareness: Raising public awareness of the risks associated with the TDG and promoting safer alternatives.
• International cooperation: Cooperation between the WB countries at a regional level to improve the TDG.

The TDG is a major challenge in terms of the volume of goods transported or the amount of transport work performed in tonne-kilometres (tkm). According to official data from the European Union, which comprises 27 countries, and

Table 1. Growth in transport performance in road freight transport overall and for dangerous goods, EU (27 countries), for 2013, 2021 and 2022 [16].

	2013	2021	2022	2013–2022
Transport work total (mio. tkm)	1,591,916	1,921,179	1,920,249	1.9%
TDG (mio. tkm)	64,568	72,628	67,455	0.4%
Share of TDG	4%	3.8%	3.5%

, around 2,000,000 million tkm are travelled on EU roads every year. Of this, an average of 4% is considered dangerous goods. From 2013 to 2022, the average annual growth rate for all road transport was 1.9%, while the average annual growth rate for dangerous goods transport was 0.4% per year [15,16].

The structure of the dangerous goods transported must be drawn up according to the ADR class of dangerous goods. Figure 1 shows that the largest proportion of dangerous goods transported (in mio tonskm) are Class 3 substances: flammable liquids, which account for more than two-thirds of all TDG in 2022 [16]. This is followed by ADR classes: 2—gases; 4.1—flammable solids, self-reactive substances, polymerizing substances and solid desensitized combustion; 5.1—oxidizing substances; 6.1—toxic substances; and 9—miscellaneous dangerous substances and articles with a share between 3 and 15%. The remaining ADR classes have a share below 2%.

Despite considerable efforts, the researchers and the authors of this article have not been able to obtain information on the volume of dangerous goods transported in the countries analysed. The latter suggests that individual countries either do not have systems in place to record lorries carrying dangerous goods or that such records are not established in the countries. We assume that the structure of TDG in the countries analysed is like that of the European Union, even if the volume is smaller.

The main goal of the article is to assess the current state of TDG in the WB countries, identify the main obstacles to harmonising national systems with international standards (ADR agreement) and provide actionable recommendations to improve safety, efficiency and sustainability within the TDG framework.

2. Literature Review

Although the TDG sector is highly regulated by law (ADR, RID, IMDG Code, IATA Code), numerous scientific and technical articles have been published in the scientific literature that contribute to the development of methods and procedures for activities related to the transport of dangerous goods in order to increase the safety of TDG and reduce the negative impact on the environment and society. The Web of Science portal has identified more than 50 different scientific articles published in scientific journals in the field of TDG in the last 5 years.

The scientific articles mentioned can be categorised into at least three large groups:

• Examination of methods and procedures for developing a system for TDG;
• Discussion of road safety when vehicles carrying dangerous goods have been involved in road accidents;
• Discussion of the elements of the organisation and implementation of the TDG.

Among the methods and procedures for the development of the dangerous goods transport system, risk assessment methods are most frequently used, namely in different geographical areas [17], for different transport substrates [18], for the development of new risk assessment approaches, e.g., with the fault tree method [19], chemical safety assessment in case of misclassification [20], environmental impact modelling [7] and others. When it comes to collecting a larger amount of data for assessment, e.g., in safety and quality assessment, data and information collection methods using different types of questionnaires are usually used [21].

The problems that authors have dealt with in the field of road safety are assessing the consequences of road accidents involving participants with dangerous goods [22], minimising the probability of road accidents involving vehicles with dangerous goods [23], establishing a safe and sustainable system for the distribution of various dangerous goods [24] and others.

The most frequently discussed group of elements is the organisation and implementation of the TDG. Among the elements, the consideration of legislation, transport infrastructure for TDG, carriers (companies) for TDG, human factors together with adequate training for TDG, assessment of the risks of certain transport substrates and measures to avoid them (packaging) should be emphasised.

Various studies generally contribute to knowledge in the field of TDG. Consequently, they can lead to changes in legislation by introducing new methods and procedures that prove to be better than the existing ones. In the field of legislation, the conclusion that it is important to adequately transfer global standards (e.g., ADR) to the national level is emphasised [25]. In addition, the specificities of the systems in different countries (e.g., the USA) [26] and the contribution to the categorisation of exclusively reactive substances [27] are discussed.

The condition of the transport infrastructure is categorised as critical in several parts of the risk assessment. The responsibility lies with the nation states that manage the transport infrastructure. The treatment of tunnels occupies a special place among scientific articles, as they are elements of transport infrastructure where the consequences of transport accidents involving dangerous goods are particularly critical. Various methods have been used, such as risk assessment using the Delphi method [28], the application of the deep learning method [29], fractal damage analysis [30] and others.

The organisers and operators of dangerous goods transports have a decisive influence on ensuring safe and efficient transport. Thus, stakeholders were assessed through interviews and workshops [31], and a stakeholder assessment model was also created [32].

Analyses and studies on various dangerous goods substrates help to determine the risks of transporting certain dangerous goods, the appropriate packaging method, the appropriate selection and preparation of vehicles, and thus the consideration of various measures whose use should ensure the safety of transport, personnel, the environment and society [33].

Various studies have shown that the human factor is the most common cause of the various hazards associated with TDG [34,35,36,37]. Therefore, when developing and improving the national models for the TDG, particular attention should be paid to the training of personnel responsible for the organisation and implementation of the TDG and other persons involved in the handling of road accidents involving dangerous goods.

To summarize, the appropriate transfer of global standards into national legislation and the appropriate professional training of personnel for the organisation and implementation of the TDG are the keys to the modern development of the relevant transport system in the WB countries as well. Higher education institutions (universities and faculties) operating in a specific geographical area, either in the field of transport or in another related field in terms of content and specialisation, also play an important role. Higher education institutions from the WB countries, following the example of the developed EU countries in this area, have decided to develop new study programmes or complement existing study programmes, especially with content related to the TDG.

3. Current Framework for the TDG in the WB Countries

Researchers from various countries, within and outside the European Union, have been working on the difficulties of providing sufficient trained staff as part of the ERASMUS+ DGTRANS project funded by the European Union (Call: ERASMUS-EDU-2022-CBHE (Capacity building in the field of higher education), Topic: ERASMUS-EDU-2022-CBHE-STRAND-2, Proposal number: 101082187, Proposal acronym: DGTRANS (Transport of Dangerous Goods—Modernization of Curricula and Development of Trainings for Professionals in the Western Balkans HEIs), Duration in months 36, cofinanced by European Education and Culture Executive Agency (EACEA), Home page: https://dgtrans.pr.ac.rs/). The main objective of this initiative is to create relevant study programmes in the field of dangerous goods transport. The project aims to improve the qualifications of professionals transporting dangerous goods or people working in this field (e.g., organisers, supervisors or policy makers) in the WB region. The University of Kosovska Mitrovica (KO*) is the project coordinator. Higher education institutions from Bosnia and Herzegovina, Kosovo*, Montenegro, and Albania are participating from the WB.

The following section provides an overview of the current state of knowledge in the field of dangerous goods transport and the corresponding legislation in the WB region. As part of the DGTRANS project, a comprehensive questionnaire was prepared and distributed to key stakeholders in the region to gain a comprehensive understanding of the situation. The information obtained from the questionnaire was then analysed to assess the current situation. The results of this evaluation will serve as a basis for future changes and developments of existing and new study programmes at the participating institutions. The aim of this evaluation is to support decision makers in the field of TDG in the development and implementation of efficient and high-quality strategies.

The TDG is a constantly evolving field driven by the need to strike a balance between efficiency and ever-higher safety and environmental standards. The main research priorities in this area are as follows [38]:

• Improved classification and hazard identification: Research continues to refine classification systems for new materials and complex mixtures. This includes the development of more sophisticated test methods and hazard prediction models [39].
• Improved packaging and containment systems: Research into novel materials and packaging designs that can withstand extreme conditions and mitigate potential leaks or ruptures during transport [40,41].
• Advanced emergency response techniques: Research is focused on better spill containment strategies, firefighting methods specific to DG incidents, and improved decontamination procedures [42].
• Multimodal transport safety: As the TDG often involves multiple modes of transport (road, rail, air, sea), research is crucial to ensure seamless and safe intermodal transfers, with a focus on harmonising regulations and risk assessments across transport sectors.
• Sustainable practises: Balancing safety and environmental concerns—researching greener packaging materials, cleaner transport fuels and minimising the environmental impact of potential accidents involving dangerous goods.

The most important standard research approaches in the field of dangerous goods transport are:

• Computer-aided modelling: using simulations to predict accident scenarios, assess packaging performance and optimise emergency response strategies.
• Advanced materials science: developing stronger, lighter, and more temperature-resistant materials for packaging and transport infrastructures.
• Sensor technology: Real-time monitoring of DG shipments for temperature, pressure and potential leaks during transport.
• The following elements should be utilized as a part of the above approaches:
• A constantly evolving regulatory landscape: regulations issued by bodies such as the UN Model Regulations [43] need to be closely monitored and incorporated into research.
• Risk assessment techniques: The development of robust risk assessment tools that consider the specific hazards of the material, packaging type, and mode of transport is critical [44].
• Human Factors: Research into crew training, fatigue management, and improved communication protocols is essential to minimise human error in the transportation of DG.
• Public Safety: Research should consider the potential impact of accidents on surrounding communities and develop effective public communication strategies.

All the WB countries discussed have signed the ADR agreement. The following important regulatory authorities are active in these countries:

• Bosnia and Herzegovina (BIH):
  • Federal Ministry of Transport and Communications: Responsible for the development and implementation of regulations for the TDG at the federal level.
  • Entity-level ministries: Each entity (Republic of Srpska and Federation of Bosnia and Herzegovina) has its own Ministry of Transport, which can issue additional regulations.
• Montenegro (MN): Ministry of Transport and Maritime Affairs.
• Kosovo* (KO*): Ministry of Construction, Transport and Infrastructure of the Republic of Serbia, Sector for Air Transport and TDG.
• Albania (AL): Ministry of Infrastructure and Energy, Institute of Transport.

An overview of the legislation in the countries under consideration can be found in

Table 2. State of legislation in selected WB countries (2024).

WB State/Legislative	ADR	95/50/EC	98/91/EC	2008/68/EC	2010/35/EU
BIH	ZPOM is used	Partially [50]	Accepted [51,52]	Partially in RS [50]	Partially in RS [50]
MN	Accepted [53]	Mainly harmonised	Mainly harmonised	Mainly harmonised	Mainly harmonised
KO*	ZPOM renewed [54]	Mainly harmonised	Mainly harmonised	Mainly harmonised	Mainly harmonised
AL	Accepted 1	Mainly harmonised	Mainly harmonised	Mainly harmonised	Mainly harmonised

¹ Ligji nr. 118/2012 për transportin e mallrave të rrezikshme (for the transportation of dangerous goods).

. Table 2 shows that all the countries under consideration have adopted the legislation of the former common state regarding the validity of the ADR (ZPOM, Official Gazette of the SFRY No. 27/90—not available) and that they are attempting to implement the requirements of the European Union regarding the TDG by adapting the legislation currently in force [13,14,45]. The following documents are discussed in more detail below: Directive 95/50/EC on uniform procedures for checks on the TDG by road [46], Directive 98/91/EC on motor vehicles and their trailers intended for the TDG by road [47], Directive 2008/68/EC on the inland TDG [48] and Directive 2010/35/EU—transportable pressure equipment [49].

Based on the literature review and the analysis of the current state of the art in selected WB countries in the field of TDG, the following research gaps were identified:

• Inadequate infrastructure for TDG: Transport infrastructure, such as roads, bridges, railways and harbours, is often inadequate for safe TDG in the WB.
• Inadequate training and human factors: The training of drivers and others involved in TDG is not always sufficient, leading to potential safety risks.
• Weak monitoring and supervision: Monitoring systems are often ineffective, leading to violations of TDG regulations.
• Lack of public awareness: The public is insufficiently informed about the risks and safety concerns associated with TDG, which can hinder effective risk management and emergency response.
• Insufficient regional cooperation: Although WB countries have adopted the ADR framework, there is a lack of regional cooperation to address common challenges and harmonise regulations.
• Limited data on TDG volumes: We identified a significant gap in the availability of comprehensive data on the volume and structure of dangerous goods transported in the region.

4. Methodology

The main objective of this study is to understand the dynamics of TDG by analysing the attitudes and perceptions of professionals working in this field through a survey. The study aimed to gain a comprehensive overview of the current state of TDG, the effectiveness of the regulatory framework, familiarity with EU directives, training and certification processes, and overall satisfaction with various aspects of TDG activity.

The flowchart for the methodology of the present study consists of 8 logical steps:

• Problem definition (identifying the challenges and defining the regions of focus).
• Data collection (designing the survey and involving stakeholders).
• Validation and pre-testing (with a pilot test conducted with two representatives from each participating country and training of local coordinators on how to properly conduct the survey).
• Data processing (validation—completeness, consistency and anomalies of responses, and analysing the results).
• Statistical analysis (performing statistical comparisons of responses between countries to identify significant differences (paired t-tests) and visualisations).
• Interpretation of results (SWOT analysis, key findings).
• Recommendations and future directions.
• Conclusion (summarise the findings, suggest actionable steps and highlight the contribution of the study to the improvement of TDG in the WB).

4.1. Data Preparation

To maintain the integrity and reliability of the data collected, several measures were implemented:

• Pilot testing: a pilot test was conducted prior to the distribution of the full survey to identify and address any potential issues with the design and wording of the questionnaire. Pilot testing includes two representatives from the project team for each country involved in the project.
• Training of survey administrators: Local coordinators and survey administrators were trained in the proper techniques for distributing the questionnaires and ensuring correct responses.
• Validation of data: The data collected underwent a rigorous validation process to check for completeness, consistency and anomalies. This process included cross-referencing responses and checking demographic information to ensure the data accurately represented the target population.

4.2. Methods

The survey targeted professionals involved in TDG and included a wide range of stakeholders, from companies specializing in TDG to individuals engaging through social media platforms. It was expected that each of the four participating countries—Albania, Montenegro, Bosnia and Herzegovina and Kosovo*— would collect 200 completed questionnaires. However, 206 questionnaires were completed in Kosovo*, 237 in Bosnia and Herzegovina, 204 in Montenegro and 200 in Albania, resulting in a total sample of 847 respondents. The data collection was conducted over three months, from June to August 2023.

The questionnaire was divided into 6 different chapters with a total of 23 questions (see Appendix A). It should be noted that the questionnaire was strictly anonymised and did not contain any personal data of the respondents.

The first chapter (Assessment of the TDG Environment) evaluates the general condition and effectiveness of TDG systems and practices in the analysed country. The second chapter (Legal Framework and Regulatory Familiarity) examines the adequacy of the legal framework in defining and regulating TDG activities, as well as stakeholders’ familiarity with EU Directives, inspection records, and the potential violations and penalties associated with TDG processes. The third part (Vehicle Classification and Documentation) explores familiarity with the classification of vehicles used in TDG, focusing on required equipment and devices and knowledge of the mandatory documentation necessary for compliance during TDG operations. The fourth chapter (Training and Certification) evaluates satisfaction with various aspects of TDG training and certification, including the implementation of safety measures, the content and quality of ADR training programs for obtaining and renewing certification, and the control and maintenance of vehicles involved in TDG activities. The fifth chapter (Vehicle Inspection and Maintenance) assesses satisfaction with the procedures for controlling and maintaining vehicles used for TDG activities within the country. The last chapter (chapter six, Statistics and Procedural Aspects) consists of ten (10) questions. This section examines the availability of traffic accident statistics involving TDG vehicles. It evaluates satisfaction with various procedural and regulatory aspects, including vehicle inspections for ADR certification, permit acquisition processes, TDG advisor certification, administrative fees, and the legal and technical frameworks governing the production and approval of new TDG vehicles.

4.3. SWOT Analysis of the Survey

The survey about TDG in WB countries provides a comprehensive and insightful examination of the key facets of the TDG industry based on the questions and results provided. The survey serves as a valuable tool for understanding the challenges, strengths, weaknesses, opportunities and threats within the industry.

Strengths:

• Comprehensive insights: The survey covers a wide range of topics and offers a holistic view of the TDG sector.
• Diverse answers: The inclusion of multiple-choice answer options enables different perspectives and differentiated feedback.
• Quantitative data: The use of a rating scale for responses facilitates quantitative analysis and enables the degree of satisfaction to be measured.
• Accessibility: Online survey platforms make surveys accessible to a wide audience of experts.
• Global reach: The potential for international participation provides insights from different geographical regions.

Weaknesses:

• Non-response bias: The risk of non-response may lead to incomplete or distorted representations of the industry.
• Self-reported data: The use of self-reporting can lead to inaccuracies due to social desirability or limited knowledge.
• Response rate challenges: Maintaining response rates over a longer period of time and avoiding survey fatigue can be a challenge.
• Language barrier: The English language requirement may exclude non-English speaking professionals.
• Question design: Poorly designed questions can lead to misinterpretation or distorted answers.
• Online-only format: Exclusive recourse to online platforms can exclude certain population groups.

Opportunities:

• Data-driven decisions: The survey provides data that can be used to inform policy decisions, industry improvements and regulatory changes.
• Continuous improvement: Regularly updating the survey to reflect changes in the industry ensures its continued relevance.
• Global collaboration: The potential for international participation promotes cooperation and shared knowledge.
• Tailored solutions: Survey data can enable targeted interventions to overcome industry-specific challenges.
• Enhanced engagement: Innovative approaches to increase engagement can help counteract survey fatigue.

Threats:

• Data security: Inadequate data security measures can jeopardise the confidentiality of respondents.
• Industry dynamics: Rapid changes in the TDG sector can quickly render survey data obsolete.
• Regulatory compliance: Compliance with data protection and privacy regulations is of the utmost importance.
• External influences: Events beyond the control of the industry may influence the results of the survey.
• Survey fatigue: Relying too much on surveys can lead to a decline in interest and responsiveness.

4.4. Statistical Analysis

A series of paired t-tests were performed to analyse the differences in the mean values between the countries. The t-test is a statistical method used to determine whether there is a significant difference between the means of two groups. In this study, the mean values of the survey responses from different countries were compared for each question.

The steps in the statistical analysis are as follows:

• Preparation of the data: The data were organised to compile the responses of each country to the 23 questions. The data were then converted into a format suitable for pairwise comparison.
• Pairwise comparisons: Pairwise t-tests were conducted for each pair of countries to compare the mean scores for the 23 questions. The countries compared were Kosovo*, Bosnia and Herzegovina (BIH), Montenegro, and Albania.
• Hypotheses: For each pairwise comparison, the null hypothesis (H₀) stated that there was no significant difference between the mean scores of the two countries.
• The alternative hypothesis (H₁) states that there is a significant difference between the mean values of the two countries.
• Significance level: A significance level (α) of 0.05 was used. If the p-value determined by the t-test was less than 0.05, the null hypothesis was rejected, indicating a significant difference between the mean values of the two countries.

For each pairwise comparison, the t-test statistic was calculated according to the formula [55]:

$$t={\displaystyle \frac{{\overline{X}}_1-{\overline{X}}_2}{\sqrt{\frac{s_1^2}{n_1}+\frac{s_2^2}{n_2}}}}$$

(1)

where ${\overline{X}}_1,{\overline{X}}_2$are the sample means of the two countries to be compared. $s_1^2$ and $s_2^2$ are the sample variances of the two countries. $n_1$ and $n_2$ are the sample sizes of the two countries.

The degrees of freedom (df) for the t-test were calculated using the formula:

$$df={\displaystyle \frac{{\left(\frac{s_1^2}{n_1}+\frac{s_2^2}{n_2}\right)}^2}{\frac{{\left(\frac{s_1^2}{n_1}\right)}^2}{n_1-1}+\frac{{\left(\frac{s_2^2}{n_2}\right)}^2}{n_2-1}}}$$

(2)

The resulting t-value and degrees of freedom were then used to determine the p-value, which indicates the probability that the data were observed if the null hypothesis was confirmed. If the p-value was less than 0.05, the difference between the countries’ means was considered statistically significant.

Paired t-tests revealed significant differences in survey responses between countries. The results were visualised using a heat map that displayed the p-values for each pairwise comparison and highlighted the significant differences. This statistical analysis provided a robust method for comparing averages between the different countries and ensured the reliability and validity of the results.

5. Results and Discussion

5.1. General Questionnaire

In the beginning, the results of the study were presented by analysing the demographic data and the survey responses. The demographic analysis includes data on the gender, age and educational background of respondents from four countries: Kosovo*, Bosnia and Herzegovina, Montenegro, and Albania.

The demographic structure of the respondents shows interesting differences between the countries. In terms of gender distribution, the proportion of male respondents is significantly higher in Montenegro (90.2%), followed by Albania (84.2%) and Kosovo* (81.1%), while Bosnia and Herzegovina has the lowest proportion (70%). Female respondents were significantly underrepresented in Montenegro (9.8%) compared to the other countries, where their share ranged between 15.8% in Albania, 18.4% in Kosovo*, and 30% in Bosnia and Herzegovina.

The age structure of respondents shows that the most represented age group in all countries (except Albania) was between 31 and 40 years old, with the highest percentage in Kosovo* (50.5%), while Montenegro and Bosnia and Herzegovina had significant proportions in the 31 to 40 age group (41% and 39%, respectively). In Albania, the proportion of respondents aged 41 to 50 (38%) was significantly higher than in the other countries. Respondents younger than 20 and older than 50 were the least represented in all countries.

The educational background shows that a high percentage of respondents in Kosovo* and Bosnia and Herzegovina have a bachelor’s degree (48.5% and 55%, respectively). In Montenegro, the highest percentage of respondents had completed secondary education (64.8%), while in Albania, this percentage was 41%. The highest percentage of respondents with a Master’s degree was in Bosnia and Herzegovina (35%). In comparison, respondents with a PhD were most prevalent in Kosovo* (9.2%) and least prevalent in Bosnia and Herzegovina and Montenegro (0% and 1.1%).

These demographic data provide a basis for further analysing and understanding the attitudes and opinions of survey respondents in relation to the TDG in different countries. Differences in gender, age and educational structure of respondents may contribute to different perspectives and approaches to TDG-related issues, which is important to bear in mind when interpreting the survey results.

5.2. Analysis of Selected Questions

For detailed analysis, questions number 1, 2, 9 and 10 were selected:

• Question 1: How do you rate the general state of TDG in your country?
• Question 2: How well does the existing legal framework in your country allow for clear definition and efficient handling of activities related to the TDG?
• Question 9: How satisfied are you with the content of the training program for obtaining the ADR certificate for drivers of vehicles for the TDG?
• Question 10: How satisfied are you with the quality of instruction and knowledge transfer in the training program for obtaining the ADR certificate for drivers of vehicles for the TDG?

For result interpretation, the following legend is used:

• 1: Unsatisfactory;
• 2: Adequate;
• 3: Good;
• 4: Very good;
• 5: Excellent.

The results are shown in

Table 3. Percentage (%) of replies for selected question by different WB country.

	Kosovo*
Question no./Answer	1	2	3	4	5
1	14.60	16.00	34.00	24.20	11.20
2	9.20	11.70	34.50	29.60	15.00
9	11.60	17.50	20.40	30.10	4.40
10	11.20	17.50	22.30	29.10	19.90
	Bosnia and Herzegovina
Question no./Answer	1	2	3	4	5
1	23.40	33.80	30.40	10.30	2.10
2	25.40	30.60	29.30	12.90	1.80
9	19.30	26.30	31.10	18.90	4.40
10	15.90	23.00	33.60	20.40	7.10
	Albania
Question no./Answer	1	2	3	4	5
1	12.30	25.50	42.00	15.60	4.60
2	10.10	30.00	37.70	15.90	6.30
9	17.20	24.90	35.90	15.80	6.20
10	18.30	22.10	38.90	15.40	5.30
	Montenegro
Question no./Answer	1	2	3	4	5
1	7.80	11.70	41.20	27.00	12.30
2	7.90	11.30	43.80	29.60	7.40
9	4.30	10.30	27.50	31.40	26.50
10	4.40	7.40	25.50	37.70	25.00

and

Table 4. The average value of replies for selected questions by different WB countries.

Question no.	Kosovo*	Bosnia and Herzegovina	Albania	Montenegro	Average Value for All WB Countries
1	3.01	2.34	2.75	3.24	2.84
2	3.30	2.35	2.78	3.17	2.90
9	2.50	2.63	2.69	3.66	2.87
10	3.29	2.80	2.67	3.72	3.12

.

The following conclusions could be drawn from the results presented in Table 3 and Table 4:

• Overall satisfaction with the general state of the TDG is highest in Montenegro (3.24) and lowest in Bosnia and Herzegovina (2.34), according to the respondents. The value in Albania (2.75) is also lower than the average for all WB countries (2.84);
• The second question related to the extent to which the existing legal framework in some countries enables a clear definition and efficient handling of activities in connection with the TDG. The results show that the lowest average score (2.35) was also recorded here for Bosnia and Herzegovina. In contrast, the highest score was recorded for Kosovo* (3.30);
• An important point is satisfaction with the content of the training programme for obtaining the ADR certificate for drivers of TDG vehicles. In this case, the highest score (3.66) was in Montenegro and the lowest (2.50) in Kosovo*;
• The last question analysed was related to satisfaction with the quality of teaching and knowledge transfer within the training programme for obtaining the ADR certificate for drivers of motor vehicles for the TDG. According to the responses, the average score for this question was the highest for all WB countries (3.12). However, the lowest score is for Albania (2.67) and the highest for Montenegro (3.72).

5.3. SWOT Analysis for Bosnia and Herzegovina

Due to the fact that Bosnia and Herzegovina scores the lowest on the selected questions of all analysed WB countries, a detailed SWOT analysis was conducted to examine in detail the circumstances and reasons for the current state in the area of TDG. The results of the SWOT analysis are presented below (

Table 5. SWOT analysis for Bosnia and Herzegovina.

	Positive	Negative
Internal environment	STRENGTH: Law on TDG of B&H, adopted as soon as possible in accordance with all European directives and standards covering all forms of transport and transport (road, railway, water, air and piping), harmonizing entity regulations and regulations of Brcko District in the segment of transport and TDG. Multi-line legislation (ministries: Industry and Energy, Trade, Transport and Communication, Environmental Protection) stimulates the import and transport of liquid petroleum products by rail. To strengthen the conditions and criteria for issuing import licences to companies engaged in the trade of oil and petroleum products as well as other importers of dangerous goods in order to better control the quantity and quality of imports and TDG. Consider the possibility of introducing additional environmental taxes for imports by road transport and transport in order to increase the risk of this mode of transport from accidents and environmental pollution. Improve personnel capacities and training of drivers and other actors involved in the process of transporting dangerous goods. Training and improvement of knowledge and skills of personnel involved in the control of roadworthiness of vehicles for the TDG. Improving the technical and technological capacities of entities involved in the control and inspection supervision of the process of TDG. Creating a risk management system in the TDG, which will be based on the creation of a database and keeping records of carriers, drivers, vehicles, cargo, infrastructure, weather and environmental conditions. Improving the operation of emergency medical and rescue services after traffic accidents involving vehicles for the TDG. Implementation of detailed recording of data on traffic accidents with vehicles for the TDG in order to use them for preventive action. Improving elements of traffic infrastructure on the road network with the identification of risky segments such as bridges, passes, tunnels, “bottlenecks”, sections that do not have alternative routes, etc.	WEAKNESS: The Rulebook at the state level for the needs of the Armed Forces of BiH, which is “obsolete” and covers only a small part of the TDG. Entity laws on the TDG are insufficient, do not cover the entire area of BiH and are not competent for the international TDG. The RS entity has adopted a law on TDG that needs to be refined. The FB&H Entity and Brcko district shall apply the 1990 Law and Regulations. Some cantons in the FB&H have adopted the law on TDG. The general assessment of human and institutional capacities in the field of TDG in Bosnia and Herzegovina is not at a satisfactory level.
External environment	OPPORTUNITIES: Improvement of personnel capacities and training of drivers and other actors participating in the process of TDG. Training and improvement of knowledge and skills of personnel involved in the control of roadworthiness of vehicles for the TDG. Improvement of technical and technological capacities of entities involved in the control and inspection of the process of TDG. Creating a risk management system in the TDG, which will be based on the creation of a database and keeping records of carriers, drivers, vehicles, cargo, infrastructure, weather and environmental conditions. Improving the operation of emergency medical and rescue services after traffic accidents involving vehicles for the TDG. Implementation of detailed recording of data on traffic accidents with vehicles for the TDG in order to use them for preventive action. Improving elements of traffic infrastructure on the road network with the identification of risky segments such as bridges, passes, tunnels, “bottlenecks”, sections that do not have alternative routes, etc. The status of Bosnia and Herzegovina as a state in the process of joining the EU opens the possibility of integrating EU Directives and regulations into the national legislation of TDG.	THREATS: Insufficient knowledge and skills of the personnel involved in the control of the roadworthiness of vehicles for the TDG. Lack of a risk management system in the TDG.

).

5.4. Key Findings for Kosovo*

The study on the state of TDG in Kosovo* reveals several key aspects related to regulation, training, administrative costs, legal framework, technical control, and vehicle approval for the transport of hazardous materials. These findings are significant for understanding the current status and the need for improvement in the system.

• Regulation and Training: According to the respondents, the level of regulation for obtaining a professional competence certificate for TDG advisors was rated variably. The majority of respondents, 35%, considered the regulatory process to be “very good”, while 24.8% rated it as “satisfactory”. These results indicate a general satisfaction with the current state but also a need for further enhancements, which may include improving the training content and providing additional resources for advisors.
• Training Program Content: Regarding satisfaction with the training content for certificate renewal, the results show that 29.1% of respondents believe the training content is “very good”, while 16% rate the program as “excellent”. However, 10.2% of respondents expressed dissatisfaction, indicating the need for a review and improvement of training programs to ensure they align with modern needs and challenges in the field of dangerous goods transportation.
• Administrative Costs: Administrative costs associated with obtaining the necessary permits were also analysed. Only 5.8% of respondents rated these costs as “excellent”, while 13.1% deemed them “unsatisfactory”. This discrepancy suggests the need to consider strategies for reducing costs, which could contribute to greater accessibility and competitiveness in the dangerous goods transportation sector.
• Legal and Technical Regulation: Satisfaction with the legal framework for the production of new vehicles for dangerous goods transportation was expressed by 34% of respondents, who rated it as “very good”. However, 17% felt the current legal framework was “unsatisfactory”. Technical regulation showed similar trends, with 31.6% of respondents satisfied. These insights suggest a need to strengthen the legal and technical frameworks to enhance safety and efficiency in dangerous goods transportation.
• Approval Process: Finally, the approval process for operating new vehicles for the transport of dangerous goods is another critical component. With 30.6% of respondents considering the process “very good”, there is general satisfaction. Nonetheless, 11.7% stated that the process was “unsatisfactory”, which may signal a need to streamline procedures and improve efficiency.

These findings provide valuable insights into the current state of dangerous goods transportation in Kosovo*. While there is overall satisfaction with regulations and procedures, the results highlight significant opportunities for improvement, particularly in areas such as training, administrative costs, and the efficiency of the approval process. Enhancing these aspects will not only contribute to the safer transportation of hazardous materials but also elevate the competitiveness of the sector at regional and international levels. It is recommended that strategic plans be developed to implement these improvements, with active involvement from all relevant stakeholders in the process.

5.5. Boxplot Visualisation

The boxplot visualisation of responses in four countries (Kosovo*, Bosnia and Herzegovina, Montenegro, and Albania) for 23 survey questions provides a comprehensive overview of the distribution of responses (see Appendix B). Each boxplot shows the range of responses for a particular question, broken down by country. This allows a detailed comparison of how respondents from different countries rated each question.

Key Observations:

• Variability of the questions in the different countries: The answers show considerable variability between different countries for many questions. For example, questions such as “Question 1” and “Question 14” show different answers, indicating different perceptions or experiences in different countries.
• Country-specific trends: Certain countries show consistent patterns across several questions. For example, Kosovo* and Montenegro show a wider spread of responses, indicating a greater diversity of opinions or experiences within these countries.
• Consistent ratings: For some questions, there are more consistent ratings within certain countries. In Bosnia and Herzegovina, for example, responses are often more clustered, indicating a more consistent perception of respondents on these questions.
• Outliers: The presence of outliers in several boxplots highlights the existence of extreme responses. These outliers are of critical importance as they may indicate problems or very positive experiences that warrant further research.
• Central tendency: The median values (indicated by the horizontal line in each box) show the central tendency of the answers for each question and each country. Questions such as “Question 5” and “Question 20” show higher median values for Montenegro, indicating a generally more positive perception or experience.
• Dispersion of responses: The interquartile range (IQR) of the boxplots, represented by the length of the boxes, shows the dispersion of the middle 50% of responses. A larger IQR, as can be seen in some questions for Albania, indicates a greater diversity of opinion among respondents.
• Cross-country comparisons: The visualised data highlight the need for cross-country comparative analysis to understand the underlying factors contributing to the differences observed. These could include cultural, economic or political aspects.
• Targeted interventions: Identifying questions with high variability in responses within a country could help develop targeted interventions to address specific issues. For example, if a question in Kosovo* has a wide range of responses, further qualitative research could help to identify the reasons for this diversity.
• Outlier analysis: Analysing outliers can provide insights into unique or extreme cases that are not apparent from the general trends. This could be critical to understanding exceptional circumstances or exemplary practises.

5.6. Results of the T-Tests

In this study, a series of t-tests were conducted to analyse statistically significant differences in mean responses to 23 questions between four countries: Kosovo*, Bosnia and Herzegovina (BIH), Montenegro, and Albania. The t-test was conducted for each pair of countries to identify significant differences in the perceptions and attitudes of respondents from the different countries.

The results of the t-tests are presented in the form of a heat map showing the p-values for each pair of countries. The heat map shows the level of statistical significance of the differences between the countries, with lower p-values labelled in red and higher p-values in blue (Figure 2).

The key findings are as follows:

• Kosovo* vs. Bosnia and Herzegovina: The p-value is 0.626, which means that there are no statistically significant differences between the average responses of respondents from Kosovo* and Bosnia and Herzegovina to the 23 questions. This high p-value indicates that attitudes and perceptions are similar in these two countries.
• Kosovo* vs. Montenegro: The p-value is 0.185, which means that there are no statistically significant differences between Kosovo* and Montenegro. Although the p-value is lower than that between Kosovo* and Bosnia and Herzegovina, it is still above the threshold value of 0.05, which means that the similarity hypothesis cannot be rejected.
• Kosovo* vs. Albania: The p-value is 0.009, indicating statistically significant differences between the average responses of respondents from Kosovo* and Albania. This indicates significant differences in the attitudes and perceptions of respondents from these two countries.
• Bosnia and Herzegovina vs. Montenegro: The p-value is 0.076, close to the significance threshold of 0.05 but not low enough to be considered statistically significant. This indicates that although there are some differences between Bosnia and Herzegovina and Montenegro, these are not large enough to be statistically significant.
• Bosnia and Herzegovina vs. Albania: The p-value is 0.003, indicating significant differences between the average responses of respondents from Bosnia and Herzegovina and Albania. This indicates different attitudes and perceptions of respondents from these two countries.
• Montenegro vs. Albania: The p-value is 0.161, indicating no statistically significant differences between Montenegro and Albania. This indicates that the attitudes and perceptions in these two countries are similar.

The results of the t-tests show some important differences and similarities between the countries. Statistically significant differences were found between Kosovo* and Albania and between Bosnia and Herzegovina and Albania. This could indicate cultural, economic or political factors that influence respondents’ attitudes toward these countries.

The similarities between Kosovo* and Bosnia and Herzegovina and between Montenegro and Albania suggest that common factors characterise the perceptions and attitudes of respondents in these countries. These findings may be useful for further research and understanding regional differences and similarities in attitudes and perceptions.

6. Conclusions

The transport of dangerous goods (TDG) plays a crucial role in economic development and is a cornerstone for industries such as manufacturing, healthcare and energy. In the manufacturing industry, the timely and safe delivery of raw materials, such as chemicals and flammable liquids, is essential for production. Similarly, the healthcare sector relies on the efficient transport of medical supplies, radioactive materials and disinfectants, while energy production relies on the safe transport of fuels and alternative energy sources.

In the WB, TDG is not only essential for sustaining industrial and commercial activities but also serves as a key component for regional trade and integration. Aligning TDG systems with international frameworks, such as the ADR agreement, improves cross-border logistics and promotes economic cooperation. However, persistent challenges such as inadequate infrastructure, insufficient staff training and poor enforcement limit the full potential of TDGs to contribute to economic development and public safety. These challenges require a strategic approach to modernise and strengthen the TDG framework.

This study identifies significant gaps in the TDG system, including inconsistent implementation of ADR standards, limited international cooperation and deficiencies in training and monitoring. Analysis of the survey shows the importance of targeted investment in infrastructure modernisation, such as upgrading high-risk roads and building alternative routes that can reduce congestion and accidents. Improved training programmes tailored to regional needs are essential to prepare drivers, regulators and emergency services to handle dangerous goods safely. Enhanced monitoring mechanisms, including digital tracking systems and centralised databases, are essential to ensure compliance with ADR regulations and enable proactive risk assessments. Public awareness campaigns also play a crucial role in educating the public about TDG-related risks and safety measures and encourage cooperation and preparedness.

Despite the study’s limitations, including the lack of comprehensive country-specific data on TDG levels, the results emphasise the need for better data collection systems and advanced risk assessment tools. Future research should investigate technological innovations to improve TDG practises, assess the long-term environmental impacts and evaluate the economic benefits of a more efficient transport system.

Regional cooperation between the WB countries is crucial for addressing common challenges and harmonising regulatory practises. The establishment of a regional TDG alliance could facilitate joint training initiatives, knowledge sharing and consistent enforcement of regulations, creating a safer and more efficient transport system. Initiatives that aim to modernise curricula and address the shortage of qualified TDG professionals, such as the DGTRANS project, are important steps toward improving the overall performance of the sector.

By addressing the identified gaps and implementing workable solutions, the WB countries can build a safer, more sustainable and economically integrated TSP system. Such a system would not only improve public safety and environmental sustainability but also strengthen the region’s role in global trade and economic development.