Analyse du trafic routier sur les segments de routes de Lokoja, État de Kogi, Nigeria
ADETUNJI Musilimu Adeyinka
Abstract: This study assessed the characteristics of traffic delay at roads segments in Lokoja. The study adopted manual counts of vehicular traffic along some selected routes in the city for three consecutive days. A structured questionnaire was designed to solicit information on residential location, distance to work places, average time spent on daily journey to work and monthly income from 120 workers from three different establishments. A random sampling technique was used to administer the questionnaire to different categories of workers in the city. Descriptive and inferential statistics were employed to analyze the data. The result of the Analysis of Variance (ANOVA) reveals that there is a significant difference in the mean volume of traffic flow between different routes in the city. The results of Post- hoc test on one –way ANOVA shows that there is a significant difference in the volume of vehicular movement between Ganaja- Barracks and Natako –Ganaja routes (p = 0.011), as well as between Barracks-Ganaja and Ntako-Ganaja routes (p=0.037). Further analysis shows that motorcycle and tricycle recorded a larger percentage of vehicular traffic flow (50.8%) in the study area. Approximately 7.1% of workers spent more than 40 minutes on traffic delay per day on their journey to work. The resultant effect of this is late arrival to work and psychological distress which has direct impact on human productivity and efficiency on their duty. The study recommends that mass transport services should be encouraged in order to reduce the volume of vehicular movement on transport corridors. The study concludes that more research needs to be conducted on transport infrastructure in other urban centres in Nigeria in order to enhance the development of appropriate data base for urban mobility for a sustainable transport development.
Keywords: Delay, Time, Money, Route and Planning, Kogi State, Nigeria
Résumé: Cette étude a analysé les caractéristiques associées au retard dans la circulation sur des segments de routes à Lokoja. L’étude a utilisé la méthode de comptage manuelle du nombre d’automobile sur certains segments de routes de la ville pendant trois jours consécutifs. Un questionnaire a été conçu pour recueillir des informations sur le lieu de résidence, la distance entre le lieu de résidence et de travail, la durée moyenne du trajet quotidien entre la résidence et le travail et le revenu mensuel. Au total, 120 travailleurs de trois établissements différents ont été interrogés. La technique d’échantillonnage aléatoire a été utilisée pour administrer le questionnaire aux différentes catégories de travailleurs dans la ville. Les statistiques descriptives et inférentielles ont été utilisées pour analyser les données. Le résultat de l’analyse de la variance (ANOVA) révèle qu’il y a une différence significative dans le volume moyen des flux de trafic entre différents itinéraires dans la ville. Les résultats du test post-hoc sur l’ANOVA montrent qu’il y a une différence significative dans le volume de circulation des véhicules entre Ganaja-Barracks et Natako-Ganaja (p = 0,011), ainsi qu’entre Barracks-Ganaja et Ntako- Ganaja (p = 0,037). Une analyse plus approfondie montre que les motos et les tricycles enregistrent un pourcentage plus élevé du flux de véhicules en circulation (50,8%) dans la zone d’étude. Environ 7,1% des travailleurs ont eu, en moyenne dans la journée et par voyage, 40 minutes de retard à cause du trafic routier. L’effet qui en résulte est l’arrivée tardive au travail et la détresse psychologique qui a un impact direct sur la productivité et le rendement des travailleurs. L’étude recommande que les services de transport public soient encouragés afin de réduire le volume de circulation des véhicules sur les corridors de transport. L’étude conclut que d’autres recherches doivent être menées sur les infrastructures de transport dans d’autres centres urbains au Nigéria afin de favoriser le développement d’une base de données appropriées sur la mobilité urbaine dans le contexte d’un développement durable des transports.
Mots clés : Retard, Temps, Argent, Itinéraire et planification, État de Kogi, Nigéria
Plan
Introduction
Study area
Materials and methods
Results and discussion
Volume of vehicular movement
Composition of vehicular flow in Lokoja
Traffic delay on roads in Lokoja
Temporal variation in traffic delay in Lokoja
Analysis of variation in the volume of traffic flow in sampled routes in Lokoja
Causes of traffic delay along road segments in Lokoja
Consequences of traffic delay in Lokoja
Cost implications of traffic delay in Lokoja
Conclusions, recommendation and planning implications
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INTRODUCTION
Road traffic delay is a universal phenomenon (Fernie; Pfab and Marchant, 2000; Golob and Regan, 2001; Cambridge Systematics Incorporated, 2008). This situation is becoming more pronounced in many of the urban centres in developing countries of the world particularly in Nigeria. The resultant effects of these problems manifest in excessive emission of toxic substances from automobiles, traffic accidents, loss of time and late arrivals to various destinations. Traffic delay has been defined as the time lost due to traffic friction and traffic devices (Adedimila, 1981), while Mchsane; Roess and Prassasl, (1998) argued that traffic delay may be regarded as unwanted journey. However, traffic delay may be regarded as the inability to reach a destination at specified period of time. Mathew (2014) categorized traffic delays into six types namely, congestion, fixed, operational, stopped, travel time and approach delay. Congestion delay is the delay caused by slowing effect of overloaded intersections, inadequate carriageway, parked cars and similar factors. Operational delays are those caused by vehicles inefficiencies or mal-operations as in the case of break-downs, parking problems, accidents and maneuvering problems (Ogunsanya, 1985). Stopped delay refers to the time a vehicle is not moving. Travel time delay is defined as the difference between the driver’s desired total time to traverse the intersection and the actual time required to traverse it. It is measured as the time scale difference between the drivers’s desired time at any given distance from the origin, and the actual time spent to his destinations. Approach delay is the travel time delay encountered to an approach intersection (Mathew, 2014; Mchsane; Roess and Prassas, 1998). In a report on the effect of freight vehicles on traffic delay on American roads, the Federal Highway Administration in 2008, stated that bottlenecks for trucks on America’s highways caused 226 million hours of delay and cost 7.3 billion US dollars in 2008.
Some economists have observed that traffic congestion is attributed to a significant cost imposition to the production and distribution of goods due to time delay on transits. A survey from the United Kingdom found that traffic congestion was perceived as the most important factor likely to affect costs and service in the next three years ((Fernie; Pfab and Marchant, 2000). In a similar study carried out in 2001 in California in the United States, Golob and Regan (2001) reported that overwhelming proportion of about 80% of Managers of trucking companies indicates that traffic congestion was a major concern for their business. It has been noted that congestion increases carbon dioxide emissions and other pollutants (The Bureau of Transport Economics, 2000).
It is pertinent to note that in developing countries where traffic congestion is endemic, commuters spend substantial number time on intra city movement. Study on consequence of traffic congestion is very scanty in the literature for any meaningful data base for sustainable planning in Nigeria. It is on this basis that this study was designed to examine in detail the cost implication of traffic delay along road segments in Lokoja, north central Nigeria.
Even though much of the studies on traffic congestion in Nigeria focused on first order cities such as Lagos and Abuja (Bashiru and Waziri, 2008; Ukpata, and Etika, 2012)), studies of traffic delay in medium sized cities such as Lokoja in Nigeria are very few. The paucity of research on traffic delay in this category of cities is unwarranted given the high rate of urbanization experienced in such cities over the past three decades.
STUDY AREA
The study was Lokoja metropolis, North Central, Nigeria. It is located on the confluence of Rivers Niger and Benue. The built up area of the city lies to the eastern part of River Niger, with Patti Mountain to the western part of the city. These two physical features prevent the physical expansion of the city. Given its geographical location, the study area is a transition zone between the Southwestern, Southeast and Abuja, the Federal capital territory of Nigeria. Lokoja is located within Latitudes 7° 45′ 27.56” – 7° 51′ 04.34” N and Longitudes 6°41′ 55.64” – 6°45′ 36.58” E with a total land coverage of about 63.82 sq. km. (Adeoye, 2012). Since its creation as the headquarters of Lokoja local Government Area in 1976 and the capital of Kogi state in 1991, it has witnessed large volume of intra city movement of vehicles as well as through traffic (Olawepo, 2009). The increase in the number of vehicular traffic within Lokoja metropolis in recent years has led to increase in road traffic congestion, delay and environmental pollution, and road traffic crashes among other urban problems. This is worse when the demand for transport infrastructure exceeds the supply.
The Three types of road networks found in Lokoja are Trunk A- Federal Roads (highways), Trunk B- State Roads, and Trunk C- Local Government Roads. The Trunk A Roads comprise the federal highway that connects Lokoja to other towns and states of the federation. The Trunk B- State Roads are the intra urban roads. Because some of these roads are narrow and poorly maintained, many motorists are forced to use the federal highways in the city.This has led to traffic congestions and traffic accidents within the metropolis.
The last categories of urban route in Lokoja metropolis are Local Government Roads or residential neighborhoods roads. Many of these roads are earth surfaced roads, with poor transport facilities. Given the volume of traffic flow, especially on the few good networks in the city, and the resulting traffic congestion, this study was designed to examine the cause of traffic delay and its cost implications on urban workers in Lokoja metropolis.
Figure 1: The Study Area
MATERIALS AND METHODS
Due to lack of a more scientific method of data collection where a camera is stationed at each road intersections to capture and record the arrival and departure time of both motorized and non-motorized vehicles as done elsewhere, this study utilized manual traffic count. The traffic counts were conducted at three major road intersections in Lokoja for three consecutive days starting from Monday to Wednesday of the second and third week of January, 2014. The peak periods were used for the study because peak hour traffic provides most important information concerning maximum traffic loads imposed upon road networks (Salter, 1974 and Ogunsanya, 1984).
A structured questionnaire was also designed to elicit information from one hundred and twenty (120) workers in three different establishments in Lokoja metropolis. These establishments are the Federal University Lokoja, Kogi State Polytechnic Lokoja and Kogi State Town Planning Office. The questionnaire was designed to obtain information from the respondents on residential location, distance to work places, average time spent on daily journey to work, monthly income and their opinion on the major causes of traffic delay in the city. List of workers in alphabetical order was obtained from the registry unit of each establishment. An average of forty workers per establishment was systematically selected for questionnaire administration. Workers who are assumed to put in eight hours of work every day were selected for questionnaire administration. It is on this hourly basis that the time loss due to delay per day was calculated. Out of one hundred and twenty questionnaires administered to different categories of workers in Lokoja, a total of one hundred and sixteen questionnaires were retrieved and analyzable and this accounted for 97% of the total questionnaire administered for the research. Frequency table, table of percentages and Analysis of Variance (ANOVA) were employed to analyze the data.
RESULTS AND DISCUSSION
VOLUME OF VEHICULAR MOVEMENT
The findings revealed that the Ganaja-Natako Road (Muritala Muhammed way) recorded the highest traffic volume even though the road is not wide enough compared to the volume of vehicular movement. Besides, the Ganaja road also connects Lokoja with the south eastern parts of Nigeria. Many residential quarters such as Old Poly quarters, Two hundred and Five hundred housing Units and Commissioner quarters are as well located along this route. Many of the urban workers who reside in this part of the city experience traffic delay on their journey to and from work on a daily basis. Table 1 indicates that 33.12% of vehicular flow in the city is found along Ganaja-Natako road. Similarly, the volume of vehicular movement from Natako- Ganaja Village is ranked second and accounted for about 31.30 % of the total vehicular traffic in the state. The survey also showed that a large number of passengers travelling from Abuja, the Federal Capital Territory pass through this road to the eastern parts of the country. Similarly, many employment generating organizations such as the State hospital, Federal Medical Centre, Federal University Lokoja and many commercial activities are concentrated along this road thus attracting large number of urban commuters on a daily basis. Ganaja- Barrack road has the lowest volume of vehicular movement (6.7%), because very few activities are found along the road in Lokoja metropolis. Table 1 further revealed that the highest volume of vehicular movement occurred between 8.01am -9.00am and this accounts for approximately 21.7% of traffic flow in the study area. This is the early morning period, when commuters are going for work, pupils to schools and other business transactions. Also, 5:00 – 6:00 pm traffic flow was ranked third and it accounts for 17.3% of vehicular movement in the study area. This period corresponds with evening period when commuters are returning home.
Source: Author’s Field Survey, 2014
Table 1: Peak Period of Traffic Flow in Lokoja Metropolis
COMPOSITION OF VEHICULAR FLOW IN LOKOJA
Different vehicles ply various categories of roads in the study area. These include taxis and mini- van of different types, private cars, freight transport, motorcycle and tricycle. Table 2 indicates that motorcycle and tricycle had a larger percentage of vehicular traffic flow in the study area. The result of this analysis is tangential to the report of the regional study prepared for Global Report on Human Settlement, which claimed motorcycles form 40 percent of the vehicle population and trips made on motorcycles form 31 percent of all trips in Bangkok (Thailand) (Clean Air Initiative for Asian cities and Asian Development Bank 2006 ; Hoong-Chor, 2013). Significant proportions (32.8%) of private car ply different categories of road segments sampled in the city. This is contrary to what exist in some American’s cities where the use of public transportation particularly mass transit is a top priority to enhance sustainable transport in an attempt to reduce traffic congestion on urban transport corridors (Danielle, 2011). According to the American Public Transportation Association, individuals on the average save $US 9,656 annually by using public transportation instead of driving personal car (Danielle, 2011). Further analysis revealed that 12.3% of vehicular movement on selected route segment is taxi and mini-van of different types. Insignificant proportion (0.02%) of traffic flow is mass transit, which generally conveys a larger number of commuters thereby reducing traffic congestion.
Source: Author’s Field Survey, 2014
Table 2: Composition of Vehicular Flow in Lokoja
TRAFFIC DELAY ON ROADS IN LOKOJA
Traffic congestion is fast becoming a major feature of many medium- sized cities which are now seen as regional/ state capitals. Lokoja metropolis is not an exception because of its increase in size, population and its attendant mobility crises emanating from traffic delay along its transport corridors. Table 3 shows that more than 80% of different categories of workers interviewed in Lokoja indicated that they experience traffic delay along the roads connecting their places of work. The remaining 10.3% of the workers who indicate that they do not experience traffic delay claim that they leave their houses as early as 6.00 am in the morning before traffic begins to build up and return home in the evening when the volume of traffic has reduced to the lowest minimum.
Source: Author’ Field Survey, 2014
Table 3: Workers’ experience of Traffic Congestion\Delay on Journeys to Work in Lokoja
TEMPORAL VARIATION IN TRAFFIC DELAY IN LOKOJA
The traffic delay experienced by urban commuters sometimes depends on the days of the week and time of the day. For instance, Table 4 reveals that 73.2% of the respondents claim that they experience the greatest traffic delay on Mondays between the hours of 7.00 a.m. to 9.00 a.m. This is the period of resumption to work. Workers go to their duty posts after the weekend, having travelled outside the city. Table 4 further shows that 15.9% of workers indicate that they experience traffic delay on Fridays between 1.00 p.m. and 3.00 p.m. which also coincides with the Muslim prayer.
Author’s Field Survey, 2014
Table 4: Days of the Week Workers Experience The Greatest Traffic Delay
ANALYSIS OF VARIATION IN THE VOLUME OF TRAFFIC FLOW IN SAMPLED ROUTES IN LOKOJA
One way Analysis of variance was employed to examine the difference in the volume of traffic flow among five sampled routes in Lokoja metropolis. The result of the Analysis of Variance (ANOVA) in Table 5a reveals that the volume of traffic flow varies significantly across different routes at F (4, 25) = 4.417, P=.008, which is below 0.05, and, therefore, there is significance difference in the mean volume of traffic flow between different routes in the city. In order to determine the variation in the volume of vehicular movement between and within different routes, Multiple Comparisons table which contains the results of Post-hoc test was computed as presented in Table 5b. Multiple comparisons Table 5c shows which route differed from each other in term of the volume of vehicular movement. The results of Post- hoc test on one –way ANOVA in Table 5b shows that there is a significant difference in the volume of vehicular movement between Ganaja- Barracks and Natako –Ganaja routes (p = 0.011), as well as between Barracks- Ganaja and Ntako-Ganaja routes (p=0.037). However, there were no differences between the volume of vehicles flow between Barracks- Natako and Barrack-Ganaja routes (p=0.997).
Source: Author’s Computation, 2014
Table 5a: Results of Analysis of Variance on the volume of traffic flow in sampled routes in Lokoja
Multiple Comparisons Post-hoc Test
*The mean difference is significant at the 0.05 level.
Table 5b: Traffic Volume in Five routes sampled in Lokja
CAUSES OF TRAFFIC DELAY ALONG ROAD SEGMENTS IN LOKOJA
The principal mode of intra- urban movements in Lokoja like many other cities in Nigeria is road transport. Different means of transport such as taxi, private car, freight vehicles, motorcycles and tricycles ply urban roads which are often insufficient and poorly maintained. Inadequate capacity of secondary roads often forces vehicles to concentrate on the Federal roads thereby causing traffic congestion problems resulting to traffic delay along transport corridors (Ogunsanya, 2004). Table 6 reveals that the principal cause of traffic delay in Lokoja is vehicle maneuvering along the road intersections which accounts for 36.8%. Parking problems ranked second since many commercial vehicles parked at will to pick and drop passengers along the road sides; this accounted for 21.8%. Furthermore, 13.8 % of traffic delays was caused by the broke down vehicles, while 12.6% of traffic delay was caused by impatience on the part of motorists on the right of way particularly during peak hour. Occurrence of accidents accounted for 5.7% of traffic delay. Similar observation was made in Indonesia where drivers behavior is similar to the one reported in this study (Sonehodho, 2009). Bergh and Dardak (1994) reported that the delays in China were partially caused by drivers trying to “cut corners” at road intersection with little regards for other road users. Poor road quality ranked lowest as a cause of traffic delay in China contrary to what is obtained in Nigeria (Ogunsanya, 2004).
Source: Author’ Field Survey, 2014
Table 6: Major Cause(s) of Traffic Delay in Lokoja Metropolis
CONSEQUENCES OF TRAFFIC DELAY IN LOKOJA
One of the important consequences of traffic delay is the psychological stress commuters pass through during intra city movement. Many of the people interviewed in Lokoja metropolis claimed that they wasted substantial parts of their valuable time due to traffic delay. Table 7 reveals that 23% of the workers indicated that they lose less than 10 minutes on transit, while 31 % of them indicated that they wasted between 10 and 20 minutes due to traffic delay. Approximately 7.1% of the workers in the city claimed that they lose more than 40 minutes daily on journey to work. .
Source: Author’ Field Survey, 2014
Table 7: Average Time Spent on Traffic Delay on Journey to work
COST IMPLICATIONS OF TRAFFIC DELAY IN LOKOJA
Many studies on traffic delay on urban roads in Nigeria focus on the number of hour lost per day. However, it is highly imperative to compute the monetary value of the time lost to traffic delay because time is precious in daily activities. To achieve this, respondents have been classified on the basis of their income groups as shown in Table 8a column A. This ranged from less than N 50, 000 per month in the first rows to more than N 200, 000 for the fifth rows. The time lost among different income groups was also put into consideration. The range of time (t) lost averaged 5≤ t≤ <50 as shown in column B-K. Five working days of the week (Monday –Friday) have been considered during which the various income groups commute to work and lost time. The average time lost ranges from 1-50 minutes; also workers are expected to work 8 hours daily. The average of time lost from different income groups have been considered and computed as shown in column C, E, G, I and K in Table 8a. Average income is determined using the least and the highest income groups. Income per day is determined using the average income per month divided by expected number of working days per month (20days). Furthermore, the income loss per minute is determined using the income lost per day (1250) divided by the total number of minutes that a worker is expected to work in a day (480). The expressions above have been summarized in Table 8a &b below, which show the income loss daily, weekly and annually for various income groups. Table 7a presented it in Naira while Table 7c presented it in Dollars. As at the time of data collection, the exchange rate of one Dollar ($ 1) was N 161. The Per Capita Income Loss is equal to total income loss divided by the total population of the state (14,142,437.5/ 3,314,043) = 4.27. It is important to note that if the loss were not incurred on traffic delay in the state, it would have been added to their annual income and consequently improve the standard of the living of the people at large. Table 8 reveals that on the average, N 40,777.6 is estimated to be the loss incurred per day on traffic delays on journey to and from work by the respondents. On a monthly basis, the cost incurred on roads traffic delays was estimated as N1,178, 536.5 in the city. Annually, more than 14 million naira (N 14,142,437.5) an equivalent of US $ 92,446.12 was assumed to be the lost to traffic delay in the study area (Table 8b and c). The lost incurred on road traffic delay in Lokoja is considered to be too high for an emerging city where the minimum wage for public servants is eighteen thousands Naira (N 18,000.00) per month. Although the loss incurred by public civil servants on traffic delays in Nigeria is borne by the governments because their loss on road traffic delay does not have a direct impact on productivity of the workers as they collect their salary irrespective of hours spent on duty on a daily basis. The government in this case bears the loss. However, in some developed countries where the number of hours spent on duty has direct impact on their income; such cost incurred on road traffic delay can be invested in other sectors of the economy if the urban transport infrastructure can be improved to achieve sustainable development
Source: Authors Computation, 2014
Table 8a: Average Income Loss on Journey to and From Work (N)
Source: Authors Computation, 2014
Table 8b: Average Income Loss on Journey to and from work (N)
Source: Computed by the Authors, 2014
Table 8c: Y Loss in ($)
CONCLUSIONS, RECOMMENDATION AND PLANNING IMPLICATIONS
Traffic delay is perhaps one of the major urban transportation problems in the world. The situation is becoming endemic in the developing countries particularly in Nigeria, which results to traffic accidents, loss of time and late arrivals to various destinations (Okoko, 2006). It is on this basis that this study examined the characteristics and consequence of traffic delay on some routes segments in Lokoja. The study adopted manual counts of vehicular traffic along some selected routes in the city. A random sampling technique was used to distribute the questionnaire to different categories of workers to solicit information on their experience on traffic delay in Lokoja. Descriptive and inferential statistics were employed to analyze the data. The finding revealed that Muritala Muhammed way recorded the highest traffic volume in Lokoja. Motorcycle and tricycle had a larger percentage of vehicular traffic flow in the city and this accounted for approximately 50.8% of the total traffic. Some of the workers interviewed claimed that they wasted more than 40 minutes per day on traffic delay to and from work. Annually, more than 14 million naira (N 14,142,437.5) an equivalent of US $ 92,446.12 was assumed to be the lost to traffic delay on selected routes segment in Lokoja. The study concluded that more research needs to be conducted on transport infrastructure in the city and similar urban centres as this will expose mobility challenges as well as offer solutions to the traffic delays problems militating against sustainable transport development in developing countries. Also, there need to encourage the use of mass transit as this will covey large number of commuters in the city and consequently reduce the large flow of motorcycle, tricycle and taxi of different types on urban roads.
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To cite this article
Electronic reference
Musilimu Adeyinka Adetunji. (2017). « Assessment of Traffic Delay on Selected Route Segments in Lokoja, Kogi State, Nigeria ». Canadian journal of tropical geography/Revue canadienne de géographie tropicale [Online], Vol. (4) 1. Online in April 15, 2017, pp. 01-10. URL: http://laurentian.ca/cjtg
Author
ADETUNJI Musilimu Adeyinka
Department of Geography
Faculty of Arts & Social Sciences
Federal University Lokoja, Kogi State, Nigeria
Email: musilimuadetunji@yahoo.com
musilimu.adetunji@fulokoja.edu.ng
