Assessment of Tricycles Operations as an Alternative Means of Urban Transport in Lokoja, Kogi State

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1 Kogi State University From the SelectedWorks of Confluence Journal of Environmental Studies (CJES), Kogi State University, Nigeria Summer June 8, 2018 Assessment of Tricycles Operations as an Alternative Means of Urban Transport in Lokoja, Kogi State Nuhu A Ismail T A Adeniji, Kogi State University, Anyigba O I Paul, Kogi State University, Anyigba This work is licensed under a Creative Commons CC_BY-SA International License. Available at:

2 Assessment of Tricycles Operations as an Alternative Means of Urban Transport in Lokoja, Kogi State. Ismail N. A., Adeniji T. A., and Paul O. J. Dept. Of Geography and Environmental Studies, Kogi State University, Anyigba. Tel: Abstract The need for various modes of public transportation in Lokoja to enhance urban mobility has given rise to commercial tricycles operation as one of the major means of mobility. This research work attempts to assess the operation of tricycles which has increased over the years in the study area with a view to establish the level of preference for their services, operational trend and deficiencies. Data obtained from questionnaires and field observations were complemented by records from some government agencies and literatures for most of the analysis and discussions in this work. Descriptive statistics such as frequency counts and percentages were employed in the data analysis while chi square was employed to determine the significance of the respondents preference for tricycles. Findings revealed a high level of preference for tricycles among the respondents because of their flexibility, affordability and inter street services. The study recommended among others the improvement in the operations of tricycles in the study area through proper organization and formalization of their operations by the relevant government agencies and stakeholders especially in the provision of designated terminals and routes. Keywords: Urban, Mobility, Tricycles, Flexibility and Public Transportation Introduction Transportation is the movement of people and goods from one location to another (Okoko, 2006). Mobility refers to the speed of travel and the manner in which travel is undertaken. It is a reflection of people s individual personalities and their status (Oni, Fashina and Olagunju, 2011). In urban planning term, mobility connotes spatial movement of people from one location to another, either temporarily or permanently with adequate reference to social factor resulting from push or pull factors (Olorunfemi and Basorun, 2013). Different modes of transport offer different level of mobility and accessibility under different circumstances. Through that, people seek to increase their mobility to improve accessibility, through which their social and economic activities can be undertaken from a specific point in space (Oni, Fashina and Olagunju, 2011). Advances in technological development have led to the production of motorized vehicles for road transportation; this increased motorization has enhanced mobility of people from one point of origin to a particular destination (Akhigbe, 2010). According to Ubani (2003), the dwindling economic fortunes in Nigeria have affected virtually every sector of the economy including the urban public transportation sector: Many private sector operators are finding it increasingly difficult to maintain and adequately manage their fleet of mini- buses, taxis, and the scope for fleet expansion is seriously constrained by exorbitant prices of vehicle, spare part and high vehicle operating expenses. In order to fill the growing gap in public transport vehicle supply and of course accessibility to all parts of the cities especially at those areas that have seemingly impassable roads, there was the proliferation of commercial or public motorcycles and tricycles in many Nigerian towns and cities with its attendant problems This trend did not solve the transportation problem in most states of the country and the result was the introduction of commercial tricycle popularly known as KEKE NAPEP. It became a cheap and alternative mode of transportation, coupled with the ban on commercial motorcycles in some states of the country. Today, the tricycles have become a household name and are playing a pivotal role in the transportation of Nigerians in many major cities of the country. However, some states in Nigeria have decided not to adopt the tricycle while some states including Kogi state have whole heartedly adopted its use (Imo, 2009).. The public transport vehicles in Lokoja are frequently inadequate and in most cases accessibility is restrained; this constraint has made for the appearance of some paratransit means of public transportation which include 53

3 commercial motorcycle and tricycle (Ubani, 2009). Of late, the contribution of keke NAPEP (National Poverty Eradication Programme) in public transport services has become seemingly significant. However, the sustainability of this mode of transport has remained a source of concern since there has not been any information or database as to the perception of the users on the operation and performance rating of this transport services especially due to the frequency of users negative experiences while making use of the paratransit. Lokoja is a historic and confluence city in central Nigeria. It has experienced series of changes of political status in the past five decades: first as provincial capital, later as Local Government headquarters and now as state capital. Consequently, it has attracted population from towns and villages in its region for involvement in different economic activities for survival (Olorunfemi, 2013). However, increases of population in Lokoja coupled with increase in commercial activities have facilitated commercial tricycle operation in the town due to the fact that tricycles have the advantages to ply roads that are too narrow or rough for vehicles and they are also able to manoeuvre in traffic pile up (Ministry of Transportation and Communications, 2007). The use of keke is the second dominant mode among the available modes of road transportation in Lokoja: the increasing use of tricycles for urban public transport services emerges to fill the gap in the demand and supply of public transport in most urban centers in the country (Gbadamosi, 2007). Meanwhile it is noteworthy to mention that majority of commuters use tricycles and motorcycles for movement while some use the taxis. The increase in urban population, particularly those residing in smaller settlements away from city centers is the primary reason why there is a demand for the services of tricycles and motorcycles. Some passengers however prefer the tricycle to motorcycle as a result of its relative affordability, availability and safety (Aderamo, 2012). A reconnaissance survey and physical evidence on the study area shows high density of commercial tricycles plying major roads around Lokoja. They appear to concentrate more on Ganaja junction, Nataco, Adankolo, Old market road, among others scrambling for passengers thus generating socio-economic activities as a result of their activities. One can easily feel the impact and presence of tricycles in one way or another. It is against this background that this research seeks to access the performance of tricycles as a means of urban mobility in Lokoja by establishing the trend and level of preference for the use of tricycles and identifying the problems and prospects attached to the use of tricycle in Lokoja. The need to assess public tricycle operation from the users point of view on the factors that spur the public use of this transport service will enhance the efficiency and efficacy of this mode of transportation (tricycle) in Lokoja town that has become very popular. Literature Review The emergence of tricycle as a means of urban mobility has become a feature in Asia countries (e.g Vietnam, India, Taiwan, China, Bangladesh, among others) and African countries (Akhigbe, 2010). The diffusion of tricycle brands in the Nigerian market can be attributed to the federal government initiative in 2002 to ease transportation problems and create avenue for self-employment for the unemployed and the jobless (Sun, 2009). It is no more new to point out that majority of the urban centers in the developing countries of the world are facing a lot of urban mobility problems. This is becoming more worrisome as a result of population growth and increasing urbanization which have been overwhelmed by sudden jump in travel demand (Aderamo, 2012). According to Gwilliam (2011) Africa s cities are experiencing rapid population growth (typically between 3 and 5%) per year over the past decade and the growth had been driven by anemic economic conditions in rural areas rather than by burgeoning wealth in the cities. The increasing growth in the number of tricycles has come to solve the mobility needs of many urban residents in the light of poor and inadequate public transport system, poor road conditions particularly those leading to the peri-urban areas where many people resides due to urban sprawl. It also comes with a host of opportunities including employment to the riders, mechanics, spare part dealers, local revenue generating sources through taxes/levies on tricycles owners as well as tricycles registration and licensing. Litman (2008) defined mobility as the movement of people or goods, it assumes that any increase in travel mileage or speed benefits society. By this, mobility is how far you can go at any given time and it is a means to accessibility. Mobility is a key dynamic of urbanization, and the associated infrastructure invariably shapes the urban form-the spatial imprint defined by roads, transport systems, spaces and building of cities. According to UN Habitat (2014), in 2005, approximately 7.5 billion trips were made in cities worldwide each day and by 2050, there may be three to four times more passenger-kilometers travels. Yet despite the increasing level of urban mobility, worldwide access 54

4 to places and services becomes increasingly difficult. Spatial interaction is a dynamic flow process from one location to another. The rapid rate of urbanization in Nigeria has continued to widen the gap for greater mobility and accessibility, including those of the vast majority of the urban poor. The significance of mobility in our daily endeavor is gigantum without which basic needs would not be accomplished (Busari et.al, 2015). Problems relating to trip demand and generation have been managed well in some developed countries while it has continued to defy solutions in developing world as stated by Ogunbodede (2009). Urban mobility means (among other things) the movement of people in a population, as from place to place in an urban center (Merriam Webster Online, 2016). In a study of urban mobility patterns in Ilesa in south-western Nigeria, Adetunji (2010) reported that the households income affects the modal choice of urban resident. According to him, high income earners travel by their personal cars to different activity patterns while the low income earners commute by foot for short distances and rely on public transport services for which exorbitant fares are charged in some cases, this is contrary to what exists in some other countries of the world, particularly in China where the train is the principal mode of mobility for all categories of trips by urban residents. Daniel and Warnes (1983) put forward a theory to explain the spatio-temporal relationships that exists between transport and urban growth. This relationship has five distinctive phases. The first phase is the pedestrian city, which represented the situation where the only means of transport was by foot. Commuters could only make trips to where they could conveniently walk to, while the second phase shows the introduction of horse, bus and tramway. The city under this stage remained compact and concentric because the two forms of transport system did not adequately solve the mobility requirements of the urban dwellers. The third phase witnessed the development of railways. This brings some changes in size and structure of the city. The fourth phase shows the development of fast railway and bus transport, which leads to the decentralization of the CBD and the creation of secondary CBD along sector structures. The arrival of cars and other forms of personal transport in the fifth phase confers different accessibility advantages on intra-urban locations while at the same time making possible the appearance of new land uses. This theory, therefore, explains and shows that the more complex a city become, the more sophisticated and complex the transport or mobility system which it requires. However, this is not the case with most urban centers in Nigeria of which Lokoja is part of. The emerging trend of new cities in Nigeria shows that initially there was rural-urban migration. This migration swelled population of the city center and its immediate concentric zones. As more people leave the countryside to the city center, the rent for space in the city center increased. This development led to mass movement of city dwellers to the periphery as it became costly to live in the center of the city. According to Olorunfemi and Basorun (2013) in their work titled Appraisal of regional mobility in Lokoja the deplorable condition of the major and minor roads in Lokoja was one of the problems of mobility in the town. Oluwaseyi (2014) revealed that average width of these roads taken at intervals was 7.7m that is the right of way and 1.7m on each side of the roads for pedestrian walkways wherever they existed at all. Most of these roads were tarred long time ago, and were in deplorable conditions as a result of aging and lack of maintenance. All these hindered efficient mobility of both vehicle and human traffic during the period under consideration. Considering terminal facilities along these roads that is motor parks, bus-stops, laybyes off-street parking lots e.t.c. The study showed and reported that the major motor parks for the on-loading and off-loading of passengers by commercial vehicles in the city were in most cases not put into use. Commercial bus/car operators in a bid to make quick and more trips per day abandoned these parks and turned themselves to nuisance in the city (Ogunleye, 2014). Looking at the state of road network characteristics, terminal facilities and existing traffic control mechanisms reported by the findings of Olorunfemi and Basorun (2013) vis-a vis what is obtainable now along the major roads in Lokoja, it is evident that some of the deficiencies identified as contributing factors to urban mobility crisis had been taken care of or corrected, however most roads within Lokoja are still in bad shape. Materials and Methods Study Area Lokoja was the first headquarters of Nigeria immediately after the amalgamation of the North and South province in However, Lokoja became provincial headquarter of Kabba in 1945, and was named Kwara Native Authority with KotonKarfe division, Kakanda, KupaEggan, Oworo and Lokoja districts fused into one Native Authority for administrative convenience in 1954 (George Adah, 2014). Lokoja later became Kogi division in

5 when the Head of State Gen. Yakubu Gowon (Retd) created the twelve state structures with the local government reform of 1976 and became Kogi local government area with six districts. By 1991, August 27 th, Kogi state was created under Gen. Ibrahim Babangida s administration out of Kwara and Benue state with the state capital as Lokoja (Kogi State Economic Empowerment and Development Strategy, 2004). Lokoja lies on the western bank of the River Niger, at an altitude of meters above sea level. Towards the northwest, the town is situated at the foot of a high plateau, the Patti ridge (popularly called Mount Patti) which reaches an altitude of 400 meters above the mean sea level (Lokoja Master Plan, ). Geographically, Lokoja is located between latitude N of the equator and Longitude E of the Greenwich meridian. Lokoja town which is the capital of Kogi state as well as the headquarters of Lokoja local government area is centrally and strategically located. It serves as the gateway to the northern and southern part of Nigeria. Lokoja is bounded to the north by Kogi Local Government Area, to the east across the Niger by Bassa Local Government Area and Ajaokuta, to the west by Koton-Karfe and the south by Okehi Local Government Area (Kogi State Economic Empowerment and Development Strategy, 2004). Figure 1 is a map of Lokoja showing the various roads (major and minor) that are often plied by the tricycles. Figure 1: Lokoja showing Wards and Landmarks Source: GIS Lab. Department of Geography and Planning, KSU, Anyigba. Research Methods 56

6 Data from field observations, interviews, administration of questionnaires, relevant agencies in Lokoja such as the Kogi State Inland Revenue Service, Federal Road Safety Corps, Lokoja and Tricycle Riders Association in Lokoja, along Murtala Muhammed Way, Lokoja were used for this work. These data include variety of responses from the tricycles users, the total number of registered tricycle riders, generated income from tricycle services and the accident data involving tricycles. Using the annual population growth rate by the National Population Commission (NPC) of 2.5% and its official 2006 population estimate of Lokoja as over 250,000, the population of Lokoja was projected to about 304,600 by 2015 using the population projection formula Pp= P0 (1+r/100) n. A sample size of 400 was then determined using Taro Yamane (1967) formula at 0.05 significance level. The purposive random sampling technique was employed in administering questionnaires to commuters along major routes and street roads in the different wards of Lokoja equally. Of the 400 administered questionnaires, only 350 were found suitable for further analysis. Data collected were analyzed using simple descriptive statistics such as frequency distribution, cross tabulation, percentages and ratios. In particular, the response gotten from the questionnaires was presented in tabular and chart forms. The test of hypothesis to determine the level of preference for tricycle as an alternative means of transportation in Lokoja was done using the chi-square statistical tool. Results and Discussion Personal Data of Respondents Table1 shows that males patronize commercial tricycle in Lokoja more than females. This is in agreement with the study of Muhammad (2011), that males patronize commercial tricycle operators more than their female counterpart. The age distribution of the respondents reveals that the majority of the respondents fall into the active age bracket of the population in the study area which implies that tricycles are mainly used by young people: this could be a major factor in the increase and patronage of tricycles in Lokoja. The table also revealed that the level of literacy among the respondents is high with about 90% of them having formal education. Majority of the users are students who travel to and fro their various schools daily with tricycles as a cheap and affordable means of mobility. The table equally revealed that majority of those that patronize tricycles are low income earners, this corroborates the study of Busari et al.,(2015) that high income is positively related to car ownership and mobility. The low income group patronizes the use of tricycles for both work and educational trip. Most of the low income earners are majorly students, traders and housewives who are constrained to their local environs or locations readily accessible by the tricycles. Table 1: Personal Data of Respondents Variable Number of Respondents Percentage (%) Sex Male Female Total Age Range and above Total Educational Status No formal education Primary Secondary Tertiary Total Occupation Civil servant Student Unemployed Self employed Total

7 Income (N) <10, ,000-19, ,000-39, ,000-59, >60, Total Source: Field Work, Trip Purposes using Tricycles and Reason for choosing tricycle as means of mobilty Table 2: Trip Purposes S/N Trip Purpose Number of Respondents Percentage (%) 1 School Market/shop Work place Religious Wandering Total Source: Field Work, Table 3: Reason for choosing tricycle as means of mobilty S/N Responses Number of respondents Percentage (%) 1 Readily Available & Accessible Cheaper and Affordable Comfortable & Safe Door to door service Faster Source: Field Work, Table 2 shows that majority of the passenger embark on daily trips to school, a socio-economic activity that has contributed to the increased number of commercial tricycle operators and income in Lokoja as claimed by most of the tricycle operators This is in agreement with a finding by Ubani (2009) that the highest patronage of commercial tricycle used it for educational purposes. The choice of any mode of transport as stated by Maitri and Sarkar (2010) is highly dependent on the safety, availability of seat, comfort, e.t.c. however the choice of tricycle varies from one user to another depending on order of preference. The users of tricycles in Lokoja as shown in table 3 prefer the service of tricycles because they are readily available and accessible (about 85% of the respondents), comfortable and safe (79.14%), cheaper and affordable (90%) and door to door service (over 80%) when compared to other modes. The safety in the use of tricycles is supported by the recorded accident incidences of tricycles (see table 4) and claim by the Sector Commandant of the Federal Road Safety Corps Lokoja Command that accidents involving tricycles are very minimal compared to other modes of mobility within Lokoja town. 58

8 Table 4: Summary of Tricycle Crashes in Lokoja in 2015 S/N Months Number of accidents 1 January 1 2 February 0 3 March 0 4 April 1 5 May 2 6 June 0 7 July n/a 8 August 0 9 September n/a 10 October 1 11 November 0 12 December 0 13 Total 5 Source: Policy, Research and Statistics Department, Federal Road Safety Corps Lokoja. Socio-economic importance of tricycle services in Lokoja Table 5 shows that over 90% of respondents (also supported by Raji, 2012) see employment for riders as the major benefit accruing from tricycle services: alternative means of mobility, revenue generation for government, employment for spare parts dealers and mechanics are the other major benefits of tricycle operation in Lokoja. Interviews with some operators of tricycles reveal that unemployment was the reason that propelled them to engage in tricycle operation in Lokoja which they claim is lucrative as they can earn between N2000-N4000 in a day and this according to the Chairman, Three Wheeler Keke Riders Association of Nigeria, Kogi State Headquarters, has led to increase in the number of commercial tricycle operators in Lokoja. This finding agrees with the works of Raji (2012) in his appraisal of Auto Rickshaw as poverty alleviation strategy in Lagos metropolis, Nigeria. Table 5: Socio-economic importance of tricycle services in Lokoja S/N Benefits Number of respondents Percentage (%) 1 Employment for riders Revenue for government Employment for Spare part dealers Alternative means of mobility Employment for mechanics Source: Field Work, Problems associated with Commercial Tricycle Operation in Lokoja. Table 6: Problems Associated with Tricycles S/N Responses Number of respondents Percentage (%) 1 Frequent stop-over Slower speed Attitude of riders Smaller seats and overloading Total Source: Field Work,

9 Table 6 shows that (37.14%) of the respondents are of the opinion that the major problem associated with tricycle as a means of urban mobility is the frequent stop-over, this can be attributed to the fact that there is no designated terminal and route for picking up and dropping commuters, and this according to some respondents causes unnecessary delay. Other problems of tricycle operations include slower speed, smaller seats that increase the fear of falling off and overloading of passengers and goods by some greedy riders. Test of Hypothesis The hypothesis that there is no significant preference for tricycle as an alternative means of transportation in Lokoja was tested with Chi-Square using SPSS. For analysis in SPSS, when the asymptotic significance (p-value) value is less than the chosen level of significance (alpha value) the Null Hypothesis is rejected and the alternative hypothesis is accepted with a level of significance is Table 7: Chi-Square Tests result on the preference of tricycles by respondents Value Df Asymp. Sig. (2-sided) Pearson Chi-Square a Likelihood Ratio Linear-by-Linear Association N of Valid Cases 350 a. 2 cells (20.0%) have expected count less than 5. The minimum expected count is Decision Table 7 shows that the probability of the Chi-Square Test statistic (Z= a ) was p (0.000), less than the alpha level of significance of The null hypothesis that There is no significant preference for tricycle as an alternative means of transportation over other means in Lokoja is therefore rejected. Hence the alternative research hypothesis that There is a significant preference for tricycle as an alternative means of transportation over other means in Lokoja" is supported by this analysis and thus accepted. Recommendations and Conclusion From the study, we observed that the majority of the commuters that uses tricycles were mainly for educational purposes and they patronize tricycles because it is cheaper, safe and readily available compared to other means of transport. The tricycle operation in Lokoja generates employment for the riders and spare part dealers, it is a major means of urban mobility in Lokoja with a high preference among the commuters. However, the following recommendations based on the findings of this study are for the enhancement of the smooth operation of commercial tricycles and effective road transport system in Lokoja: a. Government investment in commercial tricycle operation as a complementary mode of urban public transportation to reduce unemployment and increase revenue. b. Designation of routes and adequate terminals for tricycle operators and users. c. Regular training of tricycle operators on the right use of roads and safety measures by the Federal Road Safety Corps (FRSC) to enhance an efficient urban transportation system in Lokoja. d. Registration and creation of an accurate data base of the tricycle operators and operations in order to formalize tricycle operation in Lokoja. Over the years, public transportation in Nigerian cities has faced enormous challenges especially that of sustainability. This has led to the introduction of different modes including the use of tricycle which has attracted a lot of opinions but researches have shown a significant acceptance of the mode (tricycles) in most urban centres in Nigeria. This is not to say that it has operated without some setback: the major problems center on lack of 60

10 appropriate training, regulation and control of the operators. It is recommended that the appropriate agencies of government should mount a suitable training programme for the operators to enhance efficiency. Such training would lead to the production of licensed operators with the requisite skills and attitude which has been the bane of the system. References Aderamo, A.J (2012) Urban Transportation Problems and Challenges in Nigeria: A Planners View; Prime Research on Education. Volume 2(3) page Adetunji, M.A (2013) Assessment of the Quality of Urban Transport Service in Nigeria. Academic Journal of Interdisciplinary Studies Published By MCSER-CEMAS-Sapienza University of Rome. Akhigbe, O.P. (2010) Motorcycle Related Maxillofacial Injuries in A Semi Urban Town In Nigeria: A Four Review Of Cases In Irrua Specialist Teaching Hospital. Master s Thesis, Umea University, Umea. Daniels, P.W and Warnes, A. (1983) Movement in Cities. Meltuen Publishers, London. Gbadamosi, K.T (2007) The Emergence of Tricycle in Urban Transportation in Nigeria and its Implication on Traffic Safety. International Journal of Transportation Studies, volume 3. Gwilliam, K.M (2011) Urban Transport: Struggling with Growth Africa s Transport Infrastructure, World Bank, Washington D. Imo (2009) Motorcyclists: The Pain Lagosians Live With September 27, page 10. Litman (2008) Well Measured Developing Indicators for Comprehensive and Sustainable Transport Planning Transport Research Board Paper. Victoria Transport Policy Institute. Maitri, V. and Sakar P.K (2010) Theory and Applications of Economics in Highway and Transport Planning. Standard Publishers Distributors, Delhi. Ministry Of Transportation and Communications (2007) Monthly Statistics of Transportation and Communication. Muhamad, S. (2011) An Assessment of the Effectiveness of Tricycle as a Mode of Urban Transportation in Kano Metropolis, Nigeria. Unpublished Masters s Thesis, Ahmadu Bello University, Zaria. NAPEP (2003) Eradicating Poverty Ogunleye, S.O (2014) Urban Mobility in Ekiti State: Options of Transformation. American Journal of Social Science, Volume 3 No.5. Okoko, E.E. (2006) Urban Transportation Planning and Modeling. Millennium Publishers, Akure. Olorunfemi, S.O and Basorun, J.O (2013) Appraisal Of Regional Mobility In Lokoja, Nigeria. Journal of Society and Communication, Page Oni, S., Fashina, O. and Olagunju, Y.K. (2011) The Motorcycle Crash Characteristics in Lagos State. Nigeria Journal of Environmental Management and safety, Volume 2, page Oluwaseyi, S.O.,Eke, E.,Chukwuemeka A.E and Okoko, E (2014) Performance Assessment of Motorcycle Operation as a Means of Urban Mobility in Lokoja, Nigeria. Journal of Transportation Technologies, Page Raji, B.A (2012) Appraisal of Auto Rickshaw as Poverty Alleviation Strategy in Nigeria: An Example of Lagos Metropolis. European Journal of Humanities and Social Sciences, Volume 15, No.1 Sun (2009) Beyond the Menace of Okada, July 21, Page 2 Ubani (2009) An Intra Urban Assessment Of Motorcycle Transport Services In Enugu Metropolis: Faculty Of Environmental Sciences, NnamdiAzikiwe University Awka, Anambra State. 61

11 Plate 1: Travel Environment of Tricycles in Lokoja Source: Field Work, 2016 Conflict of Interest. All the authors agreed on this completed work and hereby declare that there is no conflict of interest regarding the publication of this paper. 62