CHAPTER
ONE
INTRODUCTION
1.1
Background to the study
Mobility
is inevitable. In fact, it is an activity that virtually every man is poised to
fulfill in any city. Transportation is a vital factor in the economic
development of any country especially Nigeria. Transport is an essential aspect
of economic development, and spatial growth needed for the purpose of achieving
or realizing the socio-economic and political goals of a man. Transport
facilitates the distribution of goods and services by ensuring that the
producers are linked up with the area of consumption. It has tremendous impact
on the quality of life of any society, and influences the location of various
land use activities. The demand for transport, and consequently the supply of
transport to cope with the growth in demand is derived from the needs of every
other activity located in space, which are: social, economic, political,
educational or recreational activities.
Therefore,
activities (social, political and so on) in any economy must involve some
aspects of transport development, while their subsequent operations and
development would generate increased-demands for transportation of goods,
services, and people (Onakomaiya; 1981)
The
pivotal role played by transport in the overall development of any country
cannot be over-emphasized. It makes possible an increased spatial interaction
for purpose of exchanging ideas and goods, which will increase productivity.
Transportation determines the level of accessibility of the people to their
obligatory discretional journey purposes; transport has transformed the whole
world into a global village.
Thus,
the efficient functioning of the city depends, to a great extent, the level of
development of its intra-city transportation. The interaction between
transportation and economic development is always a subject of theoretical
interest and practical importance. Wealth and natural resources are not evenly
distributed in all areas. For instance, what is available in the North may not
be available in the south and vice versa.
The
phenomenon has therefore brought about the development of transportation in all
forms so as to be able to tap the existing resources. It becomes a matter for debate and intensive
enquiry, whether it is beneficial to extend and improve transport facilities as
development proceeds, or whether the available capital resources should be more
efficiently and beneficially invested in other sectors of the economy.
Basically, transport plays a dominant role in the development of rural areas in
order to ensure that there is flow of activities, either physically in trade or
otherwise, to bring along foreign exchange needed for the growth of a
particular region.
This
interest emerged as a result of the transform impact of adequate and efficient
transport facilities on the space economy. (Gauthier 1963; Hoyle 1973). Indeed,
the socio-economic development of any society (region), depends (to a large
extent), on the nature and structure of the society’s transportation network,
because transportation provides the arteries through which the economic life
stream of a society flows-the people, information, raw materials and finished
products which helps to build and maintain the society” (Filani, 1972).
In
other words, no society or region can survive without transportation; no matter
how rudimentary and unplanned the network system. For example, in parts of
Oranmiyan Local Government area of Oyo State; farmers openly lament their
inability to transport their farm products to town in time, and at cheaper
transport cost. Winfred Owen (1968) once remarked that “FARMERS” in the world
knows that “IMMOBILITY PERPETUATES POVERTY”.
It
is well recognized that where roads are impossible, where transport costs are
high, and where marketing is uncertain, progress in agriculture and indeed in
rural development will be curtailed. In fact, as already known that transport
is permissive; i.e. it is a catalyst to development so also a pessimistic in
reducing development, because transport is unique in the following respects for
being:
·
Capital
intensive,
·
Long
term investment or slow returns,
·
Government
involvement,
·
Quality
and quantity of transport consumed cannot be accurately measured,
·
It
flexibility, because of its door-to door services,
·
Because
government has invested heavily on transport, etc
The
Ajumose Public transport shuttle is provided by the Oyo State Government. A
total number of 100 buses, which has the capacity of conveying 43 seated-
passengers and not less than 10 standing passengers, was distributed to major
cities in Oyo State (Ibadan, Oyo, Saki, Ogbomosho, Isehin and Eruwa) as at the
completion of this report. The control of these buses is being handled by the Pace-Setter
Transport Service (PTS). The mission of the agency is to develop world class
transportation with standard infrastructure, efficient, reliable services for
the people of the state in line with the transformation agenda of the State Governor-Senator
Ajimobi (Ayoade, 2013).
The
buses offer free transport early in the morning and late in the evening (peak
periods) to school children and workers. Not less than 10 buses were assigned
for free transportation of school children and workers. The buses started
operation officially on the 13th of May, 2013. The buses provide
everyone with free transportation for two weeks from the commencement date (13th
may, 2013). This ease the burden of workers and school children from the heavy
burden of transportation cost. The Alakia route, Isebo to Egbada which normally
cost N170 now goes for N50. Also from Sango to Eleyele areas, passengers
go in taxi and pay N40, but with the
Shuttle in operation, the fare goes for onlyN20.
Similarly, Beere to Idi-obi which ordinarily cost N100 is now N30.
The
shuttles were distributed to major cities in Oyo State and designated to
specific routes. In the city of Ibadan which is the State capital, Shuttle
plies from Ojoo-Sango-Mokola-Dugbe, Sango-Eleyele, Ojoo-Iwo roadand many more
routes. In Oyo town, it covers from Owode-Kosobo-Offa metta road, and from
Eleekuro-Sawmill-Owode. In Ogbomosho, it covers from high school-LAUTECH main
gate, Arowomole-LAUTECH second gate and FGC-Ogbmosho grammar school. In Saki,
it covers Poly-New garage-Sango.
The
highest amount of money paid as fare charge is 50 naira (no matter how far the
distance is). The mission of the agency is to develop a world- class
transportation system with standard infrastructure, efficient, reliable, and
affordable service for the people of the state in line with the Transformation
agenda of the state governor, Senator Abiola Ajumobi.
1.2
Statement of the problem
The
former condition of movement (transportation) was in a moribund state. Movement
from one place to another was time consuming, stressful, costly, and requires
lots of energy. The rate of extortion and accident was also high, making the
overall movement from one place to another difficult. These prompted the
government, under the leadership of Governor Ajimobi, to be involved in the
provision of public transport. It did not only solve mobility problems, but
also increased the improvement and provision of transport infrastructures that
developed the state.
The
advantages of government participating in the provision and operation of public
transport services are numerous. They include: increase the standard of public
transport, reduce congestion, air pollution, usage of land other than for
packing space, generate employments, increase land value, improve transport
infrastructures and many more. Public transports are also provided to carter
for the day to day movement of people that can’t afford their personal conveyance.
1.3.
Research questions
1.
Has the Ajumose public transport improve mobility and reduce the rate of
accident in Oyo state?
2. Is the Introduction of Ajumose public transport more of benefits than
harm?
3.
Are there ways by which the Ajumose public transport could be improved?
1.4.
Aim and Objectives of the study
The
aim of this research is to examine the various impact of the Ajumose public
transport on the social, economic, political and environmental development of
Oyo state, Nigeria, its various challenges, and the best solutions to tackle
them; using Akinyele local Government as the case study. To achieve this, the
fundamental objectives of the study are:
i. To determine the positive impacts of the
Ajumose public transport in Oyo state.
ii. To
determine the challenges facing the operators and users of the Ajumose public
transport.
ii.To proffer adequate solutions to the various challenges facing the
Ajumose public transport.
1.5.
Research hypotheses
H0
1: Ajumose public transport has not reduced the rate of congestions and
accidents on the road.
H0 3: Ajumose public transport is reliable.
H0 4: Ajumose public transport is
very efficient.
1.6. Significance of the study
The study is very useful
to the Oyo state Government so that further improvement can be made in the
aspect of management and general operation. It also portrays the usefulness of
the public transport to the people of Oyo state (especially the users and
operators of the public transport) on how to utilize and maintain the public
transport efficiently.
The study is also useful
to other tertiary students, who may want to research further on public transport
in the nearest future; it serves as a guide to writing similar report. The
study is also useful to the Government of other states that wants to balance
their cards on the advantages the provision of public transport may have on
their states.
1.7. Scope of the study
Oyo state has a lot of
local Governments from which Akinyele is inclusive. The study was conducted in
Akinyele local Government because it connects to major parts of Ibadan like:
Ojoo- Iwo road, to Dugbe, to Sango Mokola and a lot of major parts. The local
Government also serves as “the terminal” where the public transport shuttle
initially waits to pick its passengers. It was also easy to interview both the
operators and users of the public transport at Akinyele local government. The
outcome of the research in Akinyele local Government summed-up the overall
impact of public transport in Oyo state.
1.8. Limitations of the study
Many problems were
encountered during the course of the research word. Problems like: The collation of the research data which was
not easy; from collation, sorting and picking relevant materials was a
stressful task. Another is that most of the questionnaires distributed to the
operators and users were not filled because of their educational status
(illiterates). The use of face to face interview was adopted mostly, which was
another work entirely. The risk involved in transporting from one place to
another, and the total cost of transporting was on the high side.
Vital information on the
part of the operators was not revealed; such as: their income and some other
relevant ones. Time assigned for the research (2 semesters) was very short.
Prolonged time would have led to more accurate data. Lastly, some vital
questions on the questionnaire were left unanswered by the operators and users because
the Ajumose vehicle is always overcrowded, and ones the bus leaves for its
destination, it is always a difficult task to attend to users and fill
questionnaires at the same time( for operators); and also stand and fill
questionnaires (for users).
1.9. Definition of terms
AGGLOMERATION
A jumbled collection or mass.
AUTOMOBILE
A road vehicle typically with four wheels, powered by an internal
combustion engine or electric motor, and able to carry a small number of
people.
CONGESTION
The state of temporal hold-up on the road, due to the high-rate of
vehicles plying the road at a particular time. It is predominantly during the
peak periods.
FACILITIES
An amenity or resources necessary for doing something.
FARE STRUCTURE
The
system set-up to determine how much is to be paid by various passengers using a
transit vehicle at any giving time.
OPERATOR
A person who controls equipments and machines
such as vehicles.
PARA-TRANSIT
An
alternative mode of flexible passenger transportation that does not follow
fixed routes or schedules.
POLLUTION
The
presence in, or introduction into the environment of substance or things that
has harmful or poisonous effects.
PRIVATE PUBLIC TRANSPORT
Public
transport provided by private individuals, private companies or organizations,
group provision and many more, which does not include the government
participation in its provision.
PUBLIC TRANSPORT
A
system of vehicles such as buses and trains that operate at regular times on fixed routes and
are used by the public.
REVENUE
The
amount of money that is generated during a specific period including discounts
and deductions for returned merchandise. It is the “top line” or “gross income”
figure from which cost are subtracted to determine net income.
ROUTE
A
vertical or horizontal way taken by vehicles in getting from a starting point
to a destination.
SERVICE
The
action of helping or doing work for someone.
SHUTTLE
A
form of transportation that travels regularly between two or more places
SYSTEM
A group of interacting, interrelated, or interdependent elements forming
a complex whole e.g Transport system.
TRANSIT
The
carrying of people, goods, or materials from one place to another.
TRANSPORTATION
The
movement of people, goods, services, and information from one place to another
via a particular medium (railway, road, water, and air), for a particular
purpose, and at a particular time.
URBANIZATION
It
is the increasing number of people that live in urban areas.
VANPOOLS
An arrangement in which commuters travel together in a van.
CHAPTER TWO
LITERATURE
REVIEW
2.1 Conceptual Framework
2.1.1.
Transport System
Kooty (1980) clearly defined a system
as a set of assemblage of things interdependent, so as to form complex unit.
The system approach is borrowed from the physical services. Generally it has
been described as a group of interrelated objects interacting together to form
a whole. Furthermore, should any subsystem fails to function, the whole system
is affected. In consideration of city traffic problems and public transport,
the system concept will be employed as a framework in order to determine the
total composition of public transport, and supply transport services to the
right place and at the right time to suit the needs of urban settlers and the
commuters in terms of people/goods traffic. The transport system can also be
classified into:
i. Vehicle- It is the carrying unit responsible
for conveying both passengers and goods from one geographical place to another.
The vehicle here refers to the provided shuttles and mini buses that provide
comfort, and protection to both the goods and passengers in it.
ii. Way- The way which is also referred to as route or channel is the
subsystem through which the vehicle (shuttles and mini buses) ply before
getting to their final destination. Without the way, it is impossible for the
vehicle to convey passengers from one place to another. Hence, mobility is
hindered.
iii. Terminal- It is a subsystem where access is available onto a
specialized form of way, or where interchange facilities are available between
different ways. A terminal is a point where passengers board and alight from
the vehicle, and also the point where goods are loaded and offloaded.
iv. Motive power- It has to do with the engine-capacity necessary to
propel the vehicle through the way to the terminal. The technology of the
motive power is very complex, versatile and highly dynamic. We have diesel
engines and petrol engines common in developing countries like Nigeria.
v.
Planning and administration- They are the Government, planners, and contractors
that provides the sub systems mentioned above. They are necessary for the
provision, maintenance and repair of the sub systems. Without them, the system
can never have a positive impact on the society.
The
whole transport sub system is to function sufficiently and effectively together
to achieve a meaningful impact on a society, region, city, and even country. If
a sub system fails to function, the whole system is affected.
2.1.2. Element of a Journey
|
|
|
|
urney Access Journey Access A
time time time
Fig
2.1: Element of a journey
Source: Author’s Field work, (2014).
Before
the commencement of the journey, there is need to know where the bus is going
and at what time it departs. Any journey or travel by public bus constitutes
the element of a journey, they are:
i. Access time (bus stop).
ii.Waiting time at the bus stop.
iii.
Journey
time.
iv.
Access
time (destination).
i. Access
time (bus stop) - Is the time taken in moving or walking from the origin of the
expected journey to the boarding point or bus stop. The origin may be from ones
home, school, work place, shop and many more. It can be measured by actual
distance e.g. 15 yards, 1 kilometer and so on.
ii. Waiting time- This is the duration of
time spent at the boarding point or bus stop before eventually boarding the bus.
The waiting time also includes: all the interchanging time where more than one
public transport bus is to complete the journey. Waiting time is measured in
minutes, but at times in hours. The longer a passenger waits at the bus stop,
the less reliable and efficient the public transport.
iii. Journey time or travel time- This is the actual time the passenger
spends in the bus before reaching his destination. It is also the total time
the bus spent on the way moving from the bus stop to the destination point. The
longer the time, the more problems it encountered during movement due to
congestion, faults and many more.
iv.
Access time (destination) - This is the time spent by passengers in moving from
the bus stop to their final destination. It can also be measured in hours or
minutes depending on the location of the terminal to the final destination, and
availability of facilities especially the way.
As
illustrated above, it is the element of a journey time that the person which
access to a personal car compares with the journey time by car. For example,
the access time of a car at the origin is negligible or very small, waiting
time is nil and the overall journey time depends on the condition of traffic,
traffic regulation, mechanical faults and time of the day. Access time at the
destination will also depend on accessibility to the final destination by
packing location and its availability. However, the greater the network density
and closer to the bus stop spacing, the lower will be the access time both its
origin and the other hand will depend on the frequency of buses. Walking
distance is the distance from origin of the trip to bus stop or any other
public transport pick up point. In a broader situation, walking distance is the
distance which everyone without access to their own private car is expected to
walk until they get to the bus stop. The walking distance from origin to bus
stop, waiting time at the bus stop and the access time at the destination
should be reduce to make public transport worthwhile. The longer the time spent
in any of these, the less efficient the public transport will be.
2.1.3
The external Triangle
The
basis of the concept- ‘EXTERNAL TRIANGLE’ is that, there is a relationship
between:
i. The
cost of operation of public transport.
ii. The revenue realized from providing the
service and,
iii.
The level of service provided by the operator of public transport.
Cost of operation |
|||
 |
|||
Level of Service
Revenue generated
Fig 2.2: External Triangle
Source: Author’s Fieldwork, (2014).
The
concept agrees that if any two of the three components; (cost, revenue and
level of service) are fixed or determined, the third variable can be determined.
The relationship further expressed that variation in anyone of the components
will definitely affect the others. For example, a rise in cost of operation,
(i.e. cost of vehicle, equipment, fix asset like building, fueling,
stationeries, tickets, utilities like water, bills, electricity and telephone
bills etc) will call for an increase in the revenue to provide the same level
of service or in another dimension, if the revenue is not increased, the level
of service will be lowered (Adeniji, 1984). Cost in this concept implies
expenditure. However, it may be difficult to determine all forms of cost in
monetary terms or value of every activity. It ranges from the cost of procuring
vehicle, maintaining it, providing relevant public transport infrastructures
and many more.
Revenue
refers to monetary gains or returns accruing from providing the public
transport. The concept explains that the more money used in providing public transport
will determine the revenue to be generated. In most public transport
operations, the most significant source of revenue is the fares paid by the
users of the service. Other source of revenue includes subsidy from other
bodies, Government, and advertisement (Badejo, 1990). This concept does not
agree that external factors (traffic, climatic change, government policies)
have influence on the public transport system.
In other words, it had played down
the consequence which the government policies and legislation-relating to
public transport operation might have in the process of providing public
transport services (Badejo, 1990). The concept of external triangle can be said
to lay more emphasis on the demand side; with little attention paid to the supply
side. The revenue should be jealously-guided from leakage, as this is the
problem that affects the entire public transport provision.
The level of service includes:
quantity and quality of service, which is an element of facilities for proving
good services to the customers or users. The public should be attracted with
the quantity of service rendered by the operators (‘value for money’). In spite
of the short coming of the external triangle concept, it still stands as an
available foundation by which the issue of level of service can be viewed and
better actualized, since all operators, irrespective of their ownership have to
balance their books at the end of each year. Substantial investment in public
transport will have a great impact on the society in terms of job provision,
more funds to the government, and it will reduce dependency on private
vehicles.
2.1.4.
Input and output concept
The
public transport operation may be considered from the input-output concept in
which some input are injected into the system and an output is expected from
the system.
The input into the system may be classified
as follows:-
i. Vehicle
ii.
Personnel
iii. Fund
iv.
Support service
The
vehicles are procured for the operation of public transport, which forms the
basis of the service to be rendered to the public. Adequate personnel are employed, depending on
the number of vehicles procured. This serves as a source of employment to the
indigenes and non indigenes of Oyo state. Adequate fund must be provided to
purchase more vehicles, provide transport infrastructures/ facilities to
achieve its primary objectives which are: effective and efficient movement of
people from place to place, provide strong alternative to private transport,
reduce congestion and pollution. There are also additional services rendered to
make the input sound. They are: maintenance of vehicles, recovery, procurement
of spare parts and day- to- day running of the public transport provided by the
state government.
The
output includes:
i. Revenue
ii. Quality services
iii. Employment opportunities
iv. Reduced congestion
v. Increase land- value
vi.
Reduce air pollution etc.
The
purpose of providing an efficient public transport in Oyo stateis to provide
quality service to the people of the state which are: efficient movement of
people from one place to another during peak, off peak, and festival periods at
reduced cost; while generating revenue to the state government, jobs
opportunities to the people of the state, and a lot of benefits. The quality of
service determines the level of patronage, the level of patronage determines
the rate of revenue accruing to the government. The higher the patronage, the
higher the revenue, and the higher the impact it has on the society.
2.2
Literature Review
2.2.1
Definition and History of Public Transport
Several
studies have been done over the years which have examined various aspects of
transportation all over the world and Nigeria is not left out. Attempts at
improving public transportation globally over the years have resulted in
several evolution studies. According to Goleb (1972), it is important to
improve the quality of information about potential public transportation users,
their needs, and preference. In order to satisfy what Goleb suggested, it is
critical to concentrate on the evolution and performance of the existing system
partly from user’s point of view.
Public
transit (also called public transport) includes various services that provide
mobility to the general public, including shared taxi, vanpools, buses, trains,
ferries and their variations. It serves several roles in an efficient and
equitable transportsystem including, basic mobility for non-drivers, efficient
urban travel, and a catalyst for more efficient land use development. It can
therefore have diverse impacts (benefits and costs) including many that are
indirect and external (they affect people who do not currently use transit
services). Some result from the existence of the service, others from transit
use, some from reduced automobile travel, and others from the effects that
transit has on land use development patterns. These services can play various
roles in a modern transport system and provide various benefits, including
direct benefits to users and indirect benefits that result if transit helps
reduce automobile travel or create more compact.
Public
transport industry has grown on the basis of providing services to the public.
It began some one hundred and fifty years ago in Britain with the horse-drawn
carriage and later horse trans. Electrification at the turn of that century led
to an enormous expansion of services and the development of towns and cities in
Europe (Kotun, 1985). Public transport was provided by commercial firms
(private enterprises) which saw the need to provide mobility to the expanding
urban population, and the possibility for making a profit attached to doing so.
Municipal transport however began about one hundred years ago. Prior to the 19th
century, transportation modes available were ferries, coaches etc., which were
not made public because it was the wealthy ‘bourgeoisie’ that could afford them
(Michonghin, 1969 & Bus and coach council, 1940).
In
Nigeria, public transport consists of wide varieties of modes, ranging from
land transport (motor cycles to shuttles), the air mode, water mode, pipeline
and rail system (Danyaya, 1996). He went further to observe that over the
years, demand for public transport services in Nigeria has been increasing very
fast due to the rapid growth in population, urban growth, and rapid decline in
car ownership or personal mobility. Nigeria population growth rate ranges from
5 to 6.5 percent annually. These phenomenal increase in population and city
size are noticeable in most cities particularly state capital and local
government headquarters.
If
according to Adesanya (1996), Lagos grew at phenomenal rate of about 15 percent
annually in the 1970’s, then it should be noted that at this point, as population
grows, the demand for transport services also grows. But where there are no
adequate transport facilities to cater for the growth of the population, the
resultant effect is “mobility crises”. According to Danyaya (1996), urbanization
took place simultaneously with limited resources. Consequently, many slums
emerged and several villages merged with the metropolitan town leading to
longer and more motorized trips.
In
most cities, urbanization has resulted in more passengers/kilometers rising
faster than the number of passengers carried. Therefore, the demand for public
transportation has grown faster even than population growth. Another factor
adding significantly to the level of demand of public transportation in Nigeria
is the level of personal mobility. Generally, low private transport and car
ownership in many urban centers in developing cities have created very high
demand for public transport (Dimitrous, 1990). In West African cities generally,
car ownership is very low. It is approximately 5-15 cars to 1000 population
(Barret, 1993). This cannot be compared to cities in developed countries like
Britain and USA with an average of 20-40 cars per 1000 inhabitants.
Public
transport service in Nigeria is at the moment the joint responsibility of two
broad groups namely: the private operators of the public transport and the
public operators of the public transport (Adesanya, 1996). He went further to
assert that the private operators of the public transport service are by far
the larger provider of transport service. According to him, the private sector
currently provides more than 90 percent of all urban passenger transportation
service. Within the group are the few relatively few large-scale operators of
bus fleet who usually provide long distance inter-urban bus service, and
thousands of individual operators of small vehicle units such as taxis, buses,
motor cycles, and adapted vehicles such as: shuttles which also provide both
inter-urban and intra- urban passenger transportation services. More often than
not, the long distance coach or luxury bus operators are relatively better
organized than the individual small-scale operators.
Bolade
(1998) opined that since 1998, many states established transport companies for
the operation and management of the federal allocation state -owned mass
transit buses. Each of the state set- up a limited liability transportation
companies. He stated further that mass transit connotes a high capacity menace
and mode of transport of moving large number of people within a given bus
network, and relatively short-term headway and reasonable turnaround time. He
went further to say that all forms of options of mass transit system are public
transport, not all public transports are qualified to be called mass transit
system. For example: motor cycles, taxis and mini buses. Although, they play a
significant role in the movement of people from one place to another, they can
only carry limited number of people at a time. Hence, are called para-transit and
not mass transit.
2.2.2:
Problem of Public Transport and their Solutions
Most
of the transport problems experienced in developing countries are similar to
those found everywhere in the world. Although there may be significant
differences in magnitude; while some are peculiar to developing countries. In
most western countries, demand for public transport and the level of service
provided have declined as car ownership has increased. By contrast, public
transport services in many developing countries have also deteriorated, but in
the face of rapidly increasing demand (Richard, 2005).
Richard (2005) further explained that the main contributory factors to
the public transport problems of most developing countries are rapid growth in
population (particularly in the urban areas), low standards of efficiency,
reliability and safety, poor enforcement of regulations, and shortage of money.
He went further that a special characteristic of most developing countries is
the speed at which they are developing; and in certain respects, some are
developing very quickly indeed. In less than a hundred years, some have
achieved what has taken the present developed countries many centuries to
achieve. In particular, the rate of population growth in most developing
countries is very high, and it is not unusual for population to double within a
generation. Rapid growth of cities is a major problem. In many developing
countries, the rate of urbanization is so great that, even in countries which
were predominantly agricultural in the past, the population living in urban has
now exceeded those living in rural areas, and the disparity is increasing
steadily. The pace of change brings its own problems; since developments in
some fields are inevitably faster than in others, particularly in urban areas
where the transport systems and infrastructure have often failed to keep pace
with the rapid growth; formal transport operators have been unable to cope, and
have been largely replaced by informal systems, which do not provide the same
quality of service. Nearly every case, public transport is lacking in both
capacity and quality. In addition, despite relatively low levels of car
ownership, there is chronic traffic congestion in many cities which is
attributed to private transport, and often also to a scarcity of road space.
He further explained that inadequate public transport services have a
detrimental effect on the economy, and there would be far-reaching benefits if
the demand for public transport could be satisfied in order to enable people to
go about their business without unnecessary hindrance. Improved public
transport services, particularly in urban areas, would help to reduce the
tendency for passengers to upgrade to private transport as soon as they can
afford to, and the alternatives between investment in urban road infrastructure
and improvements in public transport should therefore always be carefully
assessed. In many cases, if expenditure in urban road improvements were instead
invested sensibly in appropriate public transport measures, the benefits would
be far greater. Yet in virtually every case, public transport services in
developing countries are far from satisfactory. The root causes of the problem
are complex and inter-related. For example, bus services may be unreliable
because of lack of maintenance of the vehicles; this may be due to lack of
funds, which itself may be attributable to the form of regulation due to
inappropriate political decisions (Richard, 2005).
Adeniji (1986) opined that the problems of public transport which are
majorly congestion, inadequate packing spaces and many more are caused by lack
of balance between human settlement patterns, the distribution of population
activities and transport system especially in major urban centers. Secondly
allocation to the transport sector is inefficiently managed. In addition,
allocations of scarce resources are not used in the most judicious manner due
to the inefficient division of task among mode of urban transport, inadequate
facilities and sub-optimal management methods of traffic and public operations.
In another dimension, (Filani and Abumere, 1990) examined public
transport operation of government related enterprises. Their study, which took
place in Oyo, Osun and Ondo state, identified professional incompetence,
inadequate funding, lack of infrastructure, and general poor performance of
mass transit system.
Virgrlllo (1989) argued that: often, operators do not place sufficient
emphasis on maintaining their vehicles. The prevailing habit of maximizing
earnings from their fleet and neglecting the maintenance fleet is common to
operators. Appointing specialized officers that will ensure only the right
standard vehicles are allowed on the route is paramount.
Neil (1976) in his own contribution observed ways in which inadequacy of
public transportation may manifest itself visibly. According to him, over
loaded buses and long queues of fleet of bus stops among others are some of the
ugly externalities of transportation.
On the other hand, Falani (1987) observed that the smallest of traffic
volume, the relative short- distance over which traffic moves, the seasonal
variability of transport demand, dispersed partial derivation of traffic and
the imbalance in-flow and out-flow of traffic level affect the level and
structure of transport demand. He also noted that based on those
characteristics, most managers do not see much reason as to why huge investment
on road is necessary.
To encourage the usage and development of public transport in Nigeria,
the tax rate imposed on automobiles must be substantial, regular, and must
never be evaded by anybody. The tax structure should be reviewed in the sense
that, not all vehicles will be able to ply the road; hence, diversion to the
public transport. Tax structure for automobiles and private vehicle should be
base on the weight, value and usage on the route.
Adeniji (1991) showed the importance of adequate staffing and funding of
the workshop for effective mass transit operation. One of the most important
decision management has to make is to decide on the type of vehicle best suited
to the operational requirements of the service. In actual fact, the policy
makers should include a transport professional in the decision making body to
give reliable advice and recommend on the type of vehicles to be purchased, but
for political reasons; most of the decision makers are not in any way knowledgeable
in Transport.
2.2.3:
Impact of Public Transport on a Society
The
advantages of public transport are many; amongst them are its effective use of
space, energy efficiency, emit less airborne pollutants, minimize the amount of
land used for transport purposes including: parking, and generally result in
better physical environment in urban areas (Hilling, 1996). Public transport
has also proved to be an effective tool in combating congestion (Banister,
1998). Because of the numerous advantages of public transport, governments in
third world countries are now becoming aware that for developing countries to
be more productive, improving public transport should be one of the most
pressing items on their agenda. The impacts public transport have on the society
are numerous. Some of them are:
i. Reduce Congestion- Road traffic congestion is a
major urban transport problem (Cervero 1997; Downs 1992). Increasing the demand to travel will compound
the problem if appropriate solutions are not actively sought. Efficient public
transport (PT) can be one of the potential solutions to the problem of urban
road traffic congestion (Hyman and Mayhew 2002;Pucher and Buehler 2009; Vuchic
2005).Improvements in public transportation services can enhance reliability
for public transportation passengers, and also for cars and trucks as a
consequence of less congestion-related traffic delay. These reliability
benefits occur because rising traffic congestion can increase collision rates
and also lead to longer traffic backups when there is a disabled vehicle or
collision. By taking some cars off of the road, public transportation
enhancements can potentially reduce delay and increase reliability for all
highway users- including car, truck and public transportation drivers and
passengers. The reason reliability is singled out in economic impact analysis
is because in addition to the direct effects on average travel time, it can
also affect worker productivity, product and service delivery logistics, and
market accessibility for both workers and customers. Unanticipated delays in
worker’s arrival times (or the arrival times of product inputs and services)
can hamper efforts to use just-in-time manufacturing and inventory systems, require
more slack time in freight and warehouse scheduling processes, and can reduce
productivity in service calls. Market accessibility to specialized labor skills
can directly affect cost structures and therefore competitive pricing.
Significantly, congestion can also disrupt coordination and business
efficiencies. Since the introduction of Ajumose public transport in Oyo state,
congestion has drastically reduced. The reason being that people now prefer the
shuttle, because of the high level of comfort derived when using it, compared
to other private owned public transport. People with their private conveyance
also prefer using the shuttle to work, forcing the number of cars on the road
to reduce. Hence, reduce congestion.
Finally, the price charged by the shuttle is reduced compared to what other
private operators of public transport are charging; making some operators to
back- out of the operation. This has also contributed to congestion reduction.
ii. Travel cost Savings- Improvements in public transportation services
may lead to three types of cost savings for travelers:
• Change in travel cost to existing public transportation passengers-
due to changes in fare structures associated with new services;
• Change in travel cost for those shifting from automobile use-due to
the difference between public transportation fares and previously-paid vehicle
operating costs including fuel, parking, toll and maintenance expenses;
• Change in ownership cost -- potential additional depreciation,
insurance and upkeep cost savings applicable if some former automobile users
end up owning fewer automobiles in the long run.
iii. Travel safety Improvement- Improvements in public transportation
services may enhance safety by reducing collisions and associated insurance
costs, personal losses and emergency response costs. The traffic safety
improvement can be explained from four various perspectives which are:
• Accident reductions for those shifting from automobiles to public
transportation -due to significantly lower accident rates for public
transportation;
• Accident reductions for those still traveling by automobile-due to
reductions in congestion and hence congestion-related collision;
• Accident reductions for
residents-to the extent that there are fewer cars on the road in the long-term,
pedestrian and bicycle accidents and fatalities involving vehicles will be
reduced.
• Reduced costs of traffic enforcement and emergency services.
iv.
Pollution Reduction- The most often cited environmental benefit due to
increased public transportation and reduced automobile miles is air quality,
which can have region wide benefits. Pollution from auto emissions contributes
to a wide variety of negative health problems such as respiratory illness and
lung damage. Increased ozone levels can damage plants, trees, and crops.
Improving the environmental quality of a region may help to attract workers and
business that support transportation systems and also improve the environment. Shapiro,
Hassett, and Arnold , (2002) estimated that urban transit travel consumes about
half the energy, and produces only about 5% as much CO, 8% VOCs, 50% CO2, and NOx emissions per passenger-mile as an
average automobile. Davis and Hale, (2007) estimated that at current levels of
use, public transit services avoid
emissions of at least 6.9 million metric ton of CO2 equivalent by substituting
for automobile travel and reducing traffic congestion, and possibly much more
by creating more accessible land use patterns. They estimate that a typical
household could reduce its total greenhouse emissions by 25-30% by shifting
from two to one vehicle, as can occur if they move from an automobile-dependent
community to a transit-oriented development. ICF, (2008 and 2010) estimates
that by reducing vehicle travel, easing congestion and supporting more
efficient land use patterns, public transportation reduces about 37 million
metric tons of CO2 equivalent emissions annually. Bailey (2007) found that a
typical household reduces its energy consumption and pollution emissions about
45% by shifting from automobile-dependent to transit-oriented development.
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Fig
2.3: Diagrammatic representation of pollution
reduction.
Source: Authors Fieldwork, (2014).
v. Mobility and Market access- Public
transportation provides household mobility benefits in terms of access to work,
school, health care and/or shopping destinations. These impacts have been
discussed in a variety of studies ranging from rural transit services (Burkhardt,
1998) to human costs of immobility (Crain, 1999). In the context of economic
impact modeling, the work and shopping access benefits translate into increased
productivity for business. This takes two forms: (1) worker productivity
enabled by access to a broader and more diverse labor market, offering better
fit between desired and available workers skills, and (2) economies of scale
enabled by access to a wider customer market. The labor market impact can be
particularly notable, and is backed by public transportation passenger surveys,
which measure the number of people using public transportation to travel to
work places that they would otherwise not be able to access. Public transit
currently serves a relatively small portion of trips in most communities, but the
trips it serves tend to be high value to users and society. Transit provides
basic mobility by helping people reach important activities such as medical
services, education and employment. This is particularly true of Demand
Response service riders, who have moderate to severe disabilities that limit
their mobility, and often are unable to use other travel options, such as
walking, cycling or conventional taxis. Because users have few alternatives, Nguyen-Hoanga
and Yeung (2010) found that Para-transit service benefits far exceed their
costs. Demand for such services, and therefore the benefits of providing public
transit, tends to increase as the number of senior people with disabilities and
low income households increase in a community (Bailey 2004).
vi.
Spatial agglomeration economy- Public transportation supports economic growth
through the concentration of economic activity and the clustering of offices,
shops, entertainment centers, and other land uses around public transportation
stops. Such clustering activity may provide increased efficiency through
reduced labor cost, improved communication, lower infrastructure costs, and
increased interaction with similar businesses. Clustering provides an
opportunity for more face-to-face contact and for access to specialized labor,
which result in higher productivity and more economic growth. In some cases, as
public transportation improves the overall quality of life, both businesses and
employees are attracted to the region, which supports additional growth and
development. Agglomeration benefits are typically capitalized into land values
and rents at locations where access to public transportation services is
concentrated.
vii. Land development and Property value- The increase in property
values near a public transportation station essentially represents a
capitalization of the access cost savings and travel time savings associated
with those locations. Clustering of commercial business often occurs near
public transportation stations because of the value of access to labor and customers.
However, the influence of public transportation on local development and value
ultimately needs to be examined within the context of other major influences,
such as public-sector support for development and private-sector market trends
which may have a stronger impact depending on current conditions.
viii. Public service support- Transit can support government agency
activities and reduce their costs. For example, without transit services some
people are unable to reach medical services, sometimes resulting in more acute
and expensive medical problems. Transit services can help reduce welfare
dependency and unemployment (Multi-systems, 2000). Transit access can affect
elderly and disabled people’s ability to live independently, which can reduce
care facility costs. As a result, a portion of public transit subsidies may be
offset by savings in other government budgets.
Ix .Cost Savings- Shifts from automobile to transit travel reduce
parking costs. Reduced vehicle ownership reduces residential parking demand
(including on-street parking demand in residential areas), and reduced vehicle
trips reduce non-residential parking demand, such as commercial parking
requirements. This benefit can manifest itself as user cost savings where
parking is priced, reduced parking congestion and increased convenience to
motorists, and reductions in the need for businesses and governments to
subsidize parking facilities. Reduced parking demand can also provide indirect
benefits by reducing the amount of land needed for parking facilities, allowing
more clustered and infill development.
x.
Health Benefits- Inadequate physical activity contributes to cardiovascular
disease, diabetes, hypertension, obesity, osteoporosis and some cancers. Many
experts believe that increasing walking and cycling activity is one of the most
practical ways to increase public fitness and health (AJHP 2003). Most transit
trips include walking or cycling links, so transit travel tends to increase
physical activity (Edwards 2008; Frank, 2010; Litman 2010b). Public transit
users average about three times as much walking as people who rely on
automobile transport, nearly achieving the 22 daily minutes of moderate
physical activity considered necessary for health (Besser and Dannenberg 2005;
Weinstein and Schimek, 2005). Lachapelle, (2011) found that public transit commuters
average 5 to 10 more daily minutes of moderate-intensity physical activity, and
walked more to local services than people who do not use transit, regardless of
neighborhood walk ability. MacDonald, Stokes, Cohen, Kofner and Ridgeway (2010)
found that a new light-rail system increased walking activity and reduced
users’ body weight and obesity rates. Similarly, Melbourne, Australia transit
users average 41 daily minutes walking or cycling, five times more than the 8
minutes averaged by people who travel entirely by car (BusVic 2010).
xi. Road way Cost- Roadway costs include road
maintenance, construction, and various traffic services such as planning,
policing, emergency services and lighting. These costs are affected by vehicle
weight, size and speed. Heavier vehicles impose more road wear, and larger-faster
vehicles require more road space. These costs are not necessarily marginal. For
example, a 10% reduction in vehicle traffic does not necessarily cause a 10%
reduction in roadway costs. In urban areas with significant congestion problems
and high land values, even a modest reduction in traffic volumes can provide
large savings.
xii. Job Provision- Public transport provides
job opportunities directly and indirect. Examples of direct job opportunities
provided by public transport are: drivers, conductors, ticket attendant and
many more; while examples of indirect job opportunities the public transport
offer are mechanics, vulcanizers, re-wires, panel beater, sellers, food vendors
and lot of indirect jobs. Efficient public transport provides a lot of job
opportunities than other industry or sector of the economy. Adequate public
transport offers at least 20 percent of the people in the society jobs, either
directly or indirectly.
CHAPTER THREE
RESEARCH METHODOLOGY
3.1.
Study Area
|
Akinyele is a local government in
Oyo state, Nigeria. It is one of the 11 local governments that make-up Ibadan metropolis.
Its headquarter is at Moniya. Akinyele local government was created in 1976 and
it shares boundaries with Afijio local government to the north, Lagelu local
government to the east, Ido local government to the west and Ibadan north local
government to the south. It was named after the late Olubadan, Isaac Babalola
Akinyele. Akinyele local government is divided into 12 wards: ikereku,
Olanla/Oboda/Amosun/Onidundu, Ojo-Emo/Moniya, Akinyele/Isabiyi/irepodun,
Iwakoto/Talonta/Idi-oro, Ojoo/Ajibode/Laniba, Ijaye/Ojedeji,
Ajibade/Alabata/Elekuru, Olorisa-oko/Okegbemi/Mele, and Iroko.
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Fig
3.1: Closer Local Governments to Akinyele Local
Government, Oyo state.
Source: Author’s Fieldwork, (2014).
3.2
Study population
Akinyele
local government occupies a land area of 464,892 square kilometers with a
population density of 516 persons per square kilometers. Using 3.2% growth rate
from 2006 census figures, the 2010 estimated population for the local
Government is 239,745.
3.3
Sampling Frame
The
sampling frame of the research work is Akinyele local Government.
3.4Sampling
Method and Sampling Size
Due
to the constraint in the area of cost, information for the research work, time
constraint and need for accurate result. It is therefore impracticable to cover
the entire population; hence a RANDOM SAMPLING METHOD was used to select a
sampling of 100 respondents that were divided into 80 users and 20 operators of
the Ajumose public transport. A total number of 80 questionnaires were distributed
to the users of the public transport and 20 questionnaires were distributed to
the operators.
3.5
Source of data collection
The
sources of data for the research work consist of both the primary and secondary
data.
The primary data was gathered from two well-structured
types of questionnaires distributed to the users and operators of the Ajumose
public transport. In addition to the questionnaire, data were also collected
through personal interview with users’ and operators’ that were semi-illiterates
and illiterates. Information was then transferred to the questionnaires
assigned to them.
However,
Secondary data was gathered from past research work, the use of the internet,
journals and magazines, the use of library, information from other states especially
Lagos and Kwara state and bulletins.
3.6.
Data Collection instrument
Data
were collected from the population through administration of well structured
questionnaires, face-to-face interview, past research work, and the use of
internet. Above all, the research will make use of descriptive method of
research which focuses on individual subjects, and go into a great depths and
details in describing them. Individual variation is not allowed a case study.
However, due to the data collection and analysis procedures, it employs
descriptive research which can also investigate large group of subject. Often,
these are pre-existing classes. Moreover, the nature of the study demands that
every survey is aimed to obtain information on existing situation which is why
the questionnaire is simple and clearly designed.
3.7
Method of data analysis
Both
descriptive and inferential statistical tools were used for the purpose of data
analysis. Descriptive statistics like tables, frequencies, figures and
percentages were used, while inferential statistics like Chi- square was used
to further analyze the data gathered with questionnaires from operators and
users of Ajumose Public Transport.
X2c
= ∑(y-E)2
E
Where,
X2- Chi-square
y - Observed frequency
E -
Expected frequency
∑
- summation
Degree of Freedom (df) = n-1, where n is the
number of variables at 5% (0.05) Level of Significance. We may identify P as
the proportion choices and (1-P) as the proportion of choice of member or
degree (or vice –versa) thus, we could write the following null and alternative
hypothesis.
HO: P=80
H1: P=80
CRTICICAL VALUE: Consulting the table the
critical X2 value for 1degree of freedom and α =0.05 is 3.841.
DECISION RULE
If chi square calculated (X2c)
is greater than the critical value of the chi square (X2t),
we reject the null hypothesis (Ho) and accept the alternative
hypothesis (H1); otherwise, we reject H1 and accept Ho.
CHAPTER FOUR
DATA
ANALYSIS AND DISCUSSION OF FINDINGS
4.1. Presentation of Data
Out of
the 80 questionnaires administered to the users, all were successfully
completed and retrieved, and out of the 20 questionnaires administered to the
operators, 14 were totally retrieved. That made- up a total of 94
questionnaires that were successfully retrieved out of the 100 issued
questionnaires representing 94% response rate.
4. 1.1.
Ajumose Public Transport Users
4.1.1.1. Section A- Personal Data of Users
Table 4.1: Gender of the users
Gender Respondents Percentage (%)
Male 42 52.50
Female 38 47.50
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
The table above shows clearly that
both genders uses the Ajumose public transport; but the males make use of it
more than the females.
Table 4.2: The age distribution of the users
Age Respondents Percentage (%)
Less than 15
years 3 3.75
15- 25 years 34 42.50
26- 45 years 35 43.75
46- 60 years 5 6.25
Above 60 years 3 3.75
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
The table above clearly
shows that most of the users of the Ajumose public transport are from the age
range of 15- 25 years and the most is 26- 45 years.
Table 4.3: Occupation of Users.
Occupation Respondents Percentage (%)
Civil servants 12 15.00
Private
employees 17 21.25
Students 30 37.50
Self employees 14 17.50
Retiree 1 1.25
Others 6 7.50
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
It is clear from the table above that most of
the users of Ajumose public transport are students (primary, secondary and
tertiary institution students). Next to students are the private employees,
self employees and civil servants.
Table 4.4: Marital Status of users.
Marital status Respondents Percentage (%)
Single 42 52.50
Married 38 47.50
Divorced - -
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
It
shows clearly, from the table above, that most of the users of Ajumose public
transport are singles with 52.50%.
Table 4.5: Income distribution of users
Income level (Naira) Respondents Percentage
(%)
Less than
10000 22 27.50
10000- 20000 28 35.00
21000- 30000 6 7.50
Above 30000 24 30.00
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
The
table above shows clearly that most users earn between 10000- 20000 naira.
Closest to this are ranges of Less than 10000 naira and Above 30000 naira.
Table 4.6: Education status of users
Education status Respondents Percentage
(%)
Primary
education 1 1.25
Secondary
education 35 43.75
HND/ BSC 32 40.00
Masters 5 6.25
Others 7 8.75
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
The
table above shows that most of the users are either still in secondary school
or holding a secondary school certificate. Next to this, with 40%, are users with
either HND or BSC certificate.
4.1.1.2.
Other Variable Data of Users
Table
4.7: Users’ years of residing in Oyo state
Variable Respondents Percentage (%)
Less than 2
years 10 12.50
2- 5 years 6 7.50
6-10 years 6 7.50
Above 10 years 58 72.50
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
The
table above shows that majority of the Ajumose public transport users have been
residing in Oyo state for over 10 years. It clearly shows that they are aware
of virtually all the occurrences in the state
Table
4.8: Users’ view on Ajumose public transport and
other public transport
Variable Respondents Percentage (%)
Yes
9 11.25
No
62
77.50
Not sure 9 11.25
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
The
above table shows clearly that there has never been any better public
transportation better than Ajumose public transport.
Table 4.9: Usage of Ajumose public
transport by users
Variable Respondents Percentage (%)
Today 2 2.50
1 week 2 2.50
1 month 11 13.75
2 months 13 16.25
Over 2 months 52 65.00
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
The
table shows that most users have been making- use of the Ajumose public
transport for over 2 months from the time of the survey (14/02/14). Others have
been using it for 2 months, 1 month and the rest for 1 week and 2.50% for only
that day of the survey.
Table
4.10: Frequency of usage of Ajumose public
transport by users
Variable Respondents Percentage (%)
Daily
23
28.75
Weekly 17 21.25
Monthly - -
Occasionally 40 50.00
TOTAL 80
100
Source: Author’s Fieldwork, (2014).
From
the table above, it shows clearly that most users make- use of Ajumose public
transport occasionally. This may be due to the shuttles not readily available
all the time. Some users closer to its point of loading utilize it daily; that
is just 28.75% out of the total users of the public transport.
Table
4.11: Users’ purpose for using Ajumose public
transport
Variable Respondents Percentage (%)
Work 19 23.75
School 21 26.25
Social 11 13.75
Market/Trade/Commerce 29 36.25
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
The
table above shows that majority of the users use the Ajumose public transport
for market/trade/commerce with 36.25% out of the total users. 26.25% use it for
academic purpose, 23.75% use it to work locations and just 13.75% for social
activities.
Question12- Do you think Ajumose public
transport is cheaper than other public transport?
Fig
4.1: Bar chart showing users’ views of Ajumose
fare
Source: Author’s Field work, (2014).
Table
4.12: Users’ view on Ajumose fare charge and
other public transport charges
Variable Respondents Percentage (%)
Yes
77 96.25
No
2
2.50
Not sure 1 1.25
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
From
the table above, over 96% of the respondents agree that the fare charge of
Ajumose public transport is cheaper than other public transport providers.
Table
4.13: Users, view on the impact of Ajumose public
transport on the development of Oyo state.
Variable Respondents Percentage (%)
Yes
75
93.75
No
2 2.50
Not sure 3 3.75
TOTAL 80 100
Source: Author’s Fieldwork (2014).
The
table above shows that over 93% agreed that Ajumose public transport has helped
to develop Oyo state.
Fig
4.2: Bar chart showing users’ views on Ajumose
public transport and congestion/ accidents reduction
Source: Author’s Field work, (2014).
Table
4.14: Users’ view on Ajumose public transport
reduction of congestion and accidents
Variable Respondents Percentage (%)
Yes
63
78.75
No
7
8.75
Not sure 10 12.50
TOTAL 80 100
Source: Authors Fieldwork, (2014).
The
table above shows that over 78% believed that Ajumose public transport has
reduced the rate of congestion and accidents on the road. Over 12% were not
sure and over 8% believed Ajumose public transport has nothing to do with
congestion and accidents.
Table
4.15: Users’ view on Ajumose providing jobs to
indigenes and non- indigenes
Variable Respondents Percentage (%)
Yes
60
75.00
No
5
6.25
Not sure 15 18.75
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
From
the table above, 75% of the respondents believed that Ajumose public transport
has provided not only the indigenes of Oyo state job opportunities, but also to
non- indigenes. Over 18% were not sure and over 6% refuted this claim.
Table 4.16: Users’ views on the link between Ajumose public
transport and improved transport infrastructure
Variable Respondents Percentage (%)
Yes
49
61.25
No
12
15.00
Not sure 19 23.75
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
From the table above, over 61% believed
Ajumose public transport has been responsible for the improved transport
infrastructures in the state. Over 23% were not sure if Ajumose public
transport has hand in the development of transport infrastructures and just 15%
did not agree with it been the back- bone of transport infrastructure
improvement.
Fig 4.3: Bar chart showing users’ views on Ajumose public
transport’s reliability
Source: Author’s Field work, (2014)
Table 4.17: Users’ view on Ajumose public transport’s reliability
Variable Respondents Percentage (%)
Yes
12 15.00
No
59
73.75
Not sure 9 11.25
TOTAL 80 100
Source: Authors Fieldwork, (2014).
The above table shos that majority of Ajumose
public transport users believed it is not reliable; over 73% of them. It means
that Ajumose public transport is not readily available and sufficient enough to
cater for the movement of all the people of Oyo state. Over 11% were not sure
and exactly 15% believed that it is reliable.
Table 4.18: Users’ views on Ajumose public transport’s
comfortability
Variable Respondents Percentage (%)
Yes 60 75.00
No
14
17.50
Not sure 6 7.50
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
From the table above, over 60% of the
respondents believed that Ajumose public transport is reliable. Over 7% were
not sure if it was comfortable or not and over 17% of the respondents believed
it is not comfortable.
Question19- What is your general view on the Ajumose public transport
operation?
Fig 4.4: Bar chart showing users’ views on the general operation
of Ajumose public transport
Source: Author’s Field work (2014).
Table 4.19: Users’ views on the general operation of Ajumose public
transport
Variable Respondents Percentage (%)
Very Efficient 27 33.75
Efficient 38 47.50
Fairly
Efficient 14 17.50
Not Efficient 1 1.25
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
The table above shows that over 47% of the
respondents believed Ajumose public transport is only Efficient. Over 33%
believed it is functioning at its prime (very Efficient), over 17% believed it
is only fairly Efficient and just over 1% sees its operation as far below prime
(not Efficient).
Table 4.20: Problems associated with the use of Ajumose public
transport
Variables Frequency of each/80 % of each/100
Sellers
disturbing 5 6.25
Pilferage
(stealing) 3 3.75
Overloading 56 70.00
Problem from
passengers 2 2.50
Problem from
operators 1 1.25
Long waiting
time 40 50.00
TOTAL 80 100
Source: Author’s Fieldwork, (2014).
From the table above, it shows clearly that
the major problems of Ajumose public transport are Overloading with 70% and
Long waiting time with 50%. Other problems limiting the efficiency of the
Ajumose public transport are: the nuisance caused by the sellers (over 6%),
Pilferage (over 3%), Problem from other passengers in the shuttle (over 2%) and
Problem from the operators especially the ticket attendants (over 1%).
4.1.2.
Ajumose Public Transport Operators
4.1.2.1.
Personal data of operators
Table
4.21: Gender of the operators
Gender Respondents Percentage (%)
Male 9
64.29
Female 5
35.71
TOTAL 14 100
Source: Authors Fieldwork, (2014).
The
table above shows clearly that we have more male operators than female
operators. Out of the 14 respondents, 9 (over 64%) were males and the remaining
5 (over 35%) were females.
Table
4.22: Age distribution of operators
Age Respondents Percentage (%)
20- 30 years 6
42.86
31- 40 years 5 35.71
41- 50 years 2
14.29
51- 60 years 1
7.14
Above 60 years - -
TOTAL 14 100
Source: Author’s Fieldwork, (2014).
The
table above shows that most operators are from the age range of 20- 30 years
(over 42%) and 31- 40 years (over 35%). Others are from the age range of 41- 50
years (over 14%) and 51- 60 years (over 7%). None of the operators were from
the age range of 61-70 years.
Table
4.23: Operators’ specific occupation in the
Ajumose public transport shuttle
Occupation Respondents
Percentage (%)
Driver 4
28.57
Ticket
attendant 8
57.14
Driver
assistant 2 14.29
TOTAL 14 100
Source: Author’s Fieldwork, (2014).
The
table above shows that most of the respondents were ticket attendants also
called ‘shuttle’ (over 57%). Others were drivers with over 28% and the driver
assistant with just over 14%.
Table
4.24: Marital status of the operators
Marital status Respondents
Percentage (%)
Single 7 50.00
Married 7
50.00
Divorced -
-
TOTAL 14 100
Source: Author’s Fieldwork, (2014).
The
table above shows that none of the respondents were divorced. 50% of the
operators were single and the remaining 50% were married.
Table
4.25: State of origin of operators
State of origin Respondents
Percentage (%)
Oyo 8
57.14
Osun 1
7.14
Ogun 2 14.29
Ondo -
-
Lagos -
-
Others 3 21.43
TOTAL 14 100
Source: Author’s Fieldwork, (2014).
The
table above shows that majority of the operators are from Oyo state with over
57%. Others are from Osun (over 7%), Ogun (over 14) and other respondents from
other states (over 21%). The above also clearly shows that it is not only
indigenes that are being employed to run the Ajumose public transport; non-
indigenes, from any state, are also being employed.
Table
4.26: Income distribution of operators
Income (Naira) Respondents
Percentage (%)
5000- 15000 8
57.14
16000- 25000 3
21.43
Above 25000 3
21.43
TOTAL 14 100
Source: Author’s Fieldwork (2014).
The
table above shows that most of the operators are earning between 5000 and 15000
(over 57%). Other are earning between 16000- 25000 (over 21) and Above 25000
(over 21%).
Table
4.27: Education status of operators
Education status Respondents Percentage (%)
Primary
education 1
7.14
Secondary
education 7
50.00
HND/BSC 5
35.72
Masters -
-
Others 1
7.14
TOTAL 14 100
Source: Author’s Fieldwork, (2014).
From
the table above, it shows that most of the operators were secondary school
certificate holders (50%0. Others were HND/BSC certificate holders (over 35%),
a single operator with only primary school certificate and others having
different certificates from the above list. It can be deduced that school
certificate is not really a major criterion for employment.
4.1.2.2.
Other Variable Data of Operators
Table
4.28: Operators’ years residing in Oyo state
Variable Respondents
Percentage (%)
Less than
2years 2
14.29
2- 5 years 1
7.14
6- 10 years 1
7.14
Above 10 years 10
71.43
TOTAL 14
100
Source: Author’s Fieldwork, (2014).
The
table above shows that most (over 71%) of the operators have been residing in
Oyo state for a long time (over 10 years). Over 14% respondents have just
gotten to Oyo state, over 7% have been residing in Oyo between 2 to 5 years and
over 7% between 6 to 10 years.
Table
4.29: Operators’ years of driving/operating
Variable Respondents
Percentage (%)
Less than 2
years 10 71.43
2- 5 years 1
7.14
6- 10 years 1
7.14
Above 10 years 2 14.29
TOTAL 14 100
Source: Author’s Fieldwork, (2014).
The
table above looks odd as ‘Less than 2 years’ has majority of the percentage
(over 71%). This can be traced to the majority of the respondents, who are
majorly ticket attendants. The ticket attendants were just privilege, for the
first time, to be operating a public transport. Most were either graduates or
self employed before putting –up for Ajumose public transport operation. Over
7% between 2- 5 years, over 7% again between 6- 10 years and just over 14% have
been operating for over 10 years.
Table
4.30: Operators’ occupation before being employed
Variable Respondents
Percentage (%)
Civil servant 1 7.14
Private
employee 2
14.30
Student 5
35.71
Self employee 5 35.71
Retiree 1
7.14
No occupation -
-
TOTAL 14 100
Source: Author’s Fieldwork (2014).
The
table above shows that most of the respondents were students (over 35%) and
self employee (over 35%). Others were Civil servant (over 7%), Private employee
(over 14 %) and a single retiree (over 7 %).
Table
4.31: Comparism of operators’ present job
condition to their former jobs
Variable Respondents
Percentage (%)
Yes 7
50.00
No 2 14.29
Not sure 5
35.71
TOTAL 14 100
Source: Author’s Fieldwork, (2014).
From
the table above, it shows that majority of the respondents (50%) said they were
contended with their present occupation and it provided them more benefits than
their former. Over 35% were not sure if their present occupation as an operator
of Ajumose public transport is better than their former and others (over 14%)
preferred their former occupation to their present one.
Table
4.32: Operators’ view on the benefits/harm of
Ajumose public transport
Variable Respondents
Percentage (%)
Yes 11
78.57
No 1
7.14
Not sure 2
14.29
TOTAL 14
100
Source: Author’s Fieldwork, (2014).
The
table above shows that virtually all the operators (over 78%) of them felt that
Ajumose public transport has done more good than harm to Oyo state. Over 14%
were not sure and only a respondent (over 7%) disagreed.
Table
4.33: Views of operators on the general operation
of Ajumose public transport.
Variable Respondents
Percentage (%)
Very Efficient 4
28.57
Efficient 9
64.29
Not Efficient 1
7.14
TOTAL 14 100
Source: Author’s Fieldwork (2014).
From the table above, it shows clearly that
most operators (over 64%) believed that the Ajumose public transport is not
functioning at its prime. Over 28% believed that it is very efficient and just
one respondent believed that its operation is below prime.
Table
4.34: Challenges facing operators during work
Variables Fr of each/14 % of each/100
Abuse and noise
from users 8 57.14
Problem from co-
operators 2 14.29
Extortion from
touts 1 7.14
Problem from
outside operators 5 35.71
TOTAL 14 100
Source: Author’s Fieldwork, (2014).
The
table above shows clearly that the major problems of operators are: Abuse and
noise from users (over 57%), other vehicle operators (over 35%), problem from
co- operators and sometimes extortion from unions and touts (over 7%). Other
problems that were not included are: Political party problem (other party
members different from ACN) and security problem.
4.2 TEST OF HYPOTHESES
The following hypotheses were tested. They are:
4.2.1.
TEST FOR HYPOTHESIS 1
H0-
Ajumose public transport has not reduced the rate of congestions and accidents
on the road
Table
4.35: Chi square test of hypothesis 1
Variables y
E y-E (y-E) 2 (y-E) 2/E
YES 63 26.67 36.33 1319.87 49.49
NO 7 26.67 -19.67 386.91 14.51
NOT SURE
10 26.67 -16.67 277.89 10.42
TOTAL 80
80
0 X2c 74.42
Source: Author’s Fieldwork, (2014).
X2c = ∑ (y-E) 2
E
X2c = 74.42
Degree of freedom (df) = n-1; where n is the
number of columns
That is 3-1 = 2
X2t = 5.99
From the evaluation, X2c (74.42)
is greater than X2t (5.99). So we reject the null
hypothesis and accept the alternative hypothesis which is – Ajumose public
transport has helped to reduce the rate of congestion and accidents Oyo state.
4.2.2.
TEST FOR HYPOTHESIS 2
H0-
Ajumose public transport is not cheaper than other public transport
Table 4.36: Chi square test of hypothesis 2
Variables y
E y-E (y-E) 2 (y-E) 2/E
YES 77 26.67 50.33 2533.11 94.98
NO 2 26.67 -24.67 608.61 22.82
NOT SURE
1 26.67 -25.67 658.95 24.71
TOTAL 80
80 0 X2c 142.51
Source: Author’s Fieldwork, (2014).
X2c = ∑ (y-E) 2
E
X2c = 142.51
Degree of freedom (df) = n-1; where n is the
number of columns
That is 3-1 = 2
X2t = 5.99
Since the X2c is
greater than X2t, we reject the null hypothesis and
accept the alternative hypothesis which is – Ajumose public transport is
cheaper than other public transport.
4.2.3.
TEST FOR HYPOTHESIS 3
H0-
Ajumose public transport is reliable
Table 4.37: Chi square test of the third hypothesis
Variables y
E y-E (y-E) 2 (y-E) 2/E
YES 12 26.67 -14.67 215.21 8.07
NO 59 26.67 32.33 1045.23 39.19
NOT SURE
9 26.67 -17.67 312.23 11.71
TOTAL 80
80 0 X2c 58.97
Source: Author’s Fieldwork, (2014).
X2c
= ∑ (y-E) 2
E
X2c = 58.97
Degree of freedom (df) = n-1; where n is the
number of columns
That is 3-1 = 2
X2t = 5.99
Since the X2c is
greater than X2t, we reject the null hypothesis and
accept the alternative hypothesis which is – Ajumose public transport is not
reliable.
4.2.4.
TEST FOR HYPOTHESIS 4
H0-
Ajumose public transport is very efficient
Table 4.38: Chi square test of the forth hypothesis
Variables y
E y-E (y-E) 2 (y-E) 2/E
VERY EFFICIENT 27
20 7 49 2.45
EFFICIENT 38 20 18 342 17.1
FAIRLY EFFICIENT 14
20 -6 36 1.80
NOT EFFICIENT 1 20 -19 361 18.05
TOTAL 80 80 0 X2c 39.4
Source: Author’s Fieldwork, (2014).
X2c
= ∑ (y-E) 2
E
X2c = 39.4
Degree of freedom (df) = n-1; where n is the
number of columns
That is 4-1 = 3
X2t = 7.82
Since X2c is greater
than X2t, we reject the null hypothesis and accept the
alternative hypothesis which is – Ajumose public transport is not very
efficient.
CHAPTER
FIVE
SUMMARY,
CONCLUSION AND RECOMMENDATIONS
5.1
Summary
Public
transport is the movement of people and goods from one place to another in
exchange for an amount of money. The Ajumose public transport is a form of
public transport introduced by governor Ajimobi, towards the end of may 2013,
to reduce the cost of movement of the people of Oyo state, and to make their
movement easier.
The study was carried-out in Akinyele local
government, Ibadan. Ajumose public transport provides a lot of benefits- among
which are: cheaper fare, it is comfortable, reduce accidents and congestion, reduce
pollution, etc.
However, some disadvantages have been associated
to its operation- some of which are: long waiting time of passengers in the
bus, overcrowding, sellers’ menace, problem from other political parties, etc.
Well
structured questionnaires were distributed to the operators and passengers,
which they filled with respect to their various views on Ajumose public
transport. Chi-square was used to analyze the four selected hypotheses-with
results presented on tables and bar-charts.
5.2
Conclusion
It
was discovered, soundly, that the operation of Ajumose public transport has
helped not only the indigenes; it has also made life very easy for the non-
indigenes. It has foster reduced transportation cost per annum for every
household in the state, reduced the rate of congestion and accidents, necessitated
the improvement and constructions of transport infrastructures, reduced the
price of substitutes (other public transport), has developed the state socially,
politically, economically and so many ways. The buses are very comfortable (a
seat could take two medium size passengers) and neat; when compared to other
public transport. It is very easy to move from one end of Ibadan city to
another without much stress; saving half of the formal transportation cost when
using substitutes.
However,
its operation still has some short-comings such as: nuisance caused by sellers,
overcrowding, pilferage, bad attitude of the operators, not reliable, and host
of other problems which the users complained about during the time of the
survey. Others are low salary, problem from users especially students
(secondary and primary school), problem from union (party and transport),
problem from tout, problem from co-operators and host of others were complained
by the operators
5.3
RECOMMENDATIONS
With
respect to the short-comings listed above, the following recommendations were
deduced from the research work. They are:
A. Ajumose public transport should have
designated bus stops for loading and discharging passengers. This will allow:
i. Passengers to know where they can board
the shuttle to prevent guessing that causes delay.
ii. Allow other private public transport
generate more revenue. This is so because the Ajumose public shuttle is usually
found at the general bus stops. This has really allowed the revenue of
substitutes to dwindle. Having a separate bus stop will still allow people
closer to the substitutes’ bus stop to patronize them.
B. Overcrowding is a major problem of Ajumose
public transport. Having a specific arrival and departure time, irrespective of
the number of passengers in the vehicle, will not only help the users, it will
also help the other public transport operators. This will in turn reduce the
number of passengers in the vehicle. Another thing is to stop passengers from
standing; as the vehicle capacity is over 40 seats, it shouldn’t carry more
than this number of people.
C. The salary, 15,000 Naira for tickets
attendants (alias shuttle) and 22,500 Naira for drivers, is considered too
small. Increase in salary/ work will boost the morale of the operators to work,
and it will increase their cordial relationship with users.
D. More buses should be purchased to make the
Ajumose public transport very reliable and available at virtually every
destination.
E. Sellers should never be allowed to
advertise and sell their stuffs in the vehicle. This is because it usually
disturbs the peace of passengers, and also prevents the users from hearing
their designation points whenever the operators call it.
F. Operators should be allowed- assess to
security officials in case of emergencies. Emergencies caused by users, touts
and unions.
G. As time goes on, after the major problems
have been tackled, the dedication of special way for the Ajumose public
transport will make it very rapid and it will improve the efficiency.
H. The use of electronic teller machine,
which supports ATM cards, should be introduced. This will prevent siphoning of
Government revenue by the operators, problem encountered at the entrance of the
bus (slow loading time due to issuing of tickets) and reduce theft (pilferage).
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APPENDIX
ONE
USERS’
QUESTIONNAIRE
LADOKE AKINTOLA UNIVERSITY OF TECHNOLOGY OGBOMOSHO
DEPARTMENT OF
TRANSPORT MANAGEMENT
THE IMPACT OF AJUMOSE PUBLIC TRANSPORT
ON THE DEVELOPMENT
OF OYO STATE;
A case study of Akinyele
Local Government Area of Oyo State.
USERS/PASSENGERS
QUESTIONNAIRE
Sir/Madam,
The questions below
are for academic research work. It is an attempt to elicit information
regarding the impacts- the operation of the Ajumose public transport is having
on Akinyele Local Government area. Please provide adequate and concise answers
to the questions below. Any information provided will surely be kept strictly
and confidently.
SECTION
A- PERSONAL DATA
1. Gender (a) Male (b) Female2. Age (a) less than 15
years (b) 15 years- 25
years (c) 26 years- 45
years 
(d) 46 years- 60 years
(e) Above 60 years 3. Occupation (a) Civil Servant (b) private employee (c) Students (d) Self Employee (e)
Retired (f) Others 4. Marital Status (a)
Single (b) Married (c) Divorced 5. Income Level (monthly)
(a) Less than 10000 naira
(b) 10000 naira- 20000 naira
(c) 21000naira- 30000naira
(d) Above 30000 naira 6. Educational Status (a)
Primary Education (b) Secondary
Education (c)HND/BSC (d) Masters (e) Others
SECTION B- OTHER VARIABLES DATA
7. How long have
you been residing in Oyo state?
(a) Less than 2 years
(b) 2 years- 5 years
(c) 6years- 10 years(d) Above 10 years
8. Has there been
any Public transport better than Ajumose public transport?
(a) Yes (b) No (c) Can’t remember
9. How long have you
been using Ajumose public transport?
(a) Today (b) 1
week (c) 1 month (d) 2 months (e) Over 2month
10. How often do
you make use of Ajumose public transport?
(a) Daily (b)
Weekly (c) Monthly (d) Occasionally
11. Which purpose
do you make use of Ajumose public transport for?
(a) Work (b)
School (c) Social (d) Market/ Trade/ Commercial
12. Do you think
Ajumose public transport is cheaper than other public transport?
(a) Yes (b) No (c) Not sure
13. Do you think
Ajumose public transport has developed Oyo state?
(a) Yes (b) No (c) Not sure
14. Has Ajumose
public transport reduced the rate of congestion and accidents?
(a) Yes (b) No (c) Not sure
15. Do you think
Ajumose public transport has provided both the indigenes and non-indegenes job
opportunities?
(a) Yes (b) No (c) Not sure
16. Is the Ajumose
public transport the cause of improved transport infrastructures in the State?
(a) Yes (b) No (c) Not sure
17. Is Ajumose
public transport reliable?
(a) Yes (b) No (c) Not sure
18. Do you think
Ajumose public transport is comfortable?
(a) Yes (b) No (c) Not sure
19. What is your
general view the Ajumose public transport’s operation?
(a) Very efficient (b)
Efficient (c) Fairly
efficient (d) Not
efficient
20. Tick the
problems associated with Ajumose public transport?
(a) Sellers disturbing
(b) Pilferage (c)
Overloading
(d) Problem from
passengers (e) Problem from
operators (f) Long waiting
time
(g)
Others--------------------------------------------------------------------------------------------------------
21. Provide the best solution(s) to the ticked problem(s) above?
APPENDIX
TWO
OPERATORS’
QUESTIONNAIRE
LADOKE AKINTOLA UNIVERSITY OF TECHNOLOGY OGBOMOSHO
DEPARTMENT OF
TRANSPORT MANAGEMENT
THE IMPACT OF AJUMOSE PUBLIC TRANSPORT ON
THE DEVELOPMENT
OF OYO STATE;
A case study of Akinyele
Local Government Area of Oyo State.
OPERATORS QUESTIONNAIRE
Sir/Madam,
The questions below
are for academic research work. It is an attempt to elicit information
regarding the impacts the operation of the Ajumose public transport is having
on Akinyele Local Government area. Please provide adequate and concise answers
to the questions below. Any information provided will surely be kept strictly
and confidently.
SECTION
A- PERSONAL DATA
1. Sex (a) Male (b) Female2. Age (a) 20 years- 30years (b) 31 years- 40 years (c) 41 years- 50 years
(d) 51 years – 60
years (e) Above 60years
3. Occupation (a) Driver (b) Ticket attendant (c) Driver’s assistant 4. Marital Status (a) Single (b) Married (c) Divorced 5. State of Origin (a) Oyo (b) Osun (c) Ogun (d) Ondo (e) Lagos (f) Others 6. Income (monthly) (a) 5000 naira- 15000 naira (b) 16000 naira- 25000 naira (c) Above 25000 naira 7. Educational Status (a) Primary education (b) Secondary Education (c) HND/BSC (d)
Masters (e) Others
SECTION
B- OTHER VARIABLES DATA
8. How long have you been residing in Oyo state?
(a) Less than 2 years
(b) 2 years- 5 years
(c) 6 years- 10 years (d) Above 10 years
9. How long have you been driving/ operating?
(a) Less than 2years
(b) 2 years- 5 years
(c) 6years- 10 years (d) Above 10 years
10. What was your occupation before you were
employed?
(a) Civil Servant (b)
Private Employee (c)
Student (d) Self
Employee (e) Retired (f) No
Occupation
11. Is your present
occupation better than your former?
(a) Yes (b) No (c) No answer
12. Has the Ajumose public transport done more
good than harm to Oyo state?
(a) Yes (b) No (c) Not sure
13. What do you think of its general operation?
(a) Very Efficient (b)
Efficient (c) Not Efficient
14. What are the challenges you always face
during work? (Please tick them)
(a) Abuse and noise from users (b) problem from co- operator
(c) Extortion from touts
(d) Problem from other vehicle operators
(e)
Others---------------------------------------------------------------------------------------------------------
15. Suggest solutions to the above problems?
-------------------------------------------------------------
----------------------------------------------------------------------------------------------------------------------------------------
----------------------------------------------------------------------------------------------------------------------------------------
APPENDIX
THREE
AJUMOSE PUBLIC TRANSPORT
FARE TICKET
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