A COMPARATIVE ANALYSIS OF MODAL DISTRIBUTION STATUS BY VEHICULAR TRIPS IN NIGERIA, THE CASE STUDIES OF ABA AND UMUAHIA URBAN

AREAS IN ABIA STATE By Umunakwe, H.C., Kalu, A.O., and Nwobi, C.J.
E-Mail: hchidirim@yaoo.com
Phone: 07066688099, 07036906677, and 08052815666.

. Correspondence Author: Umunakwe, H.C; Department of Urban and Regional Planning Abia State University, Uturu. 1

ABSTRACT Transportation as a term has been frequently applied as the movement of persons, goods and services from one place to another. This definition is effectively assessed by examining the performance index of the systems operation especially in public sector. The modes pf transportation and the road network systems design to a large extent determine the transportation system performances of an area. The study examines the various transportation modes and their comparative relevance in urban environments of Aba and Umuahia by examining the distribution and characteristics of the existing urban public transportation modes in the study areas. The study adopted a quantitative approach as methodology which implies the use of questionnaires and field surveys. The study among other things found that tricycle and buses are the most frequently used transportation modes as it contributes to the general growth of the urban economy. Therefore special lanes should be exclusively reserved for tricycle, cars and buses so as to facilitate their movements thus enhancing their relative contribution to the general development of the urban economy within the case study areas. KEY WORDS: Transportation Modes; Public Transportation; Vehicular Trips Generation; and Economic Development. INTRODUCTION Many cities of the world, especially third world cities, have poorly developed basic urban transportation services that can hardly contribute significantly in alleviating poverty thus, serving as a boost to the standard of living of the urban population (Bhandari, 2002). The manner at which urban transportation is developed is quite disjointed and clumsy. This could be as a result of government policies which inadvertently metamorphose to lack of virile institutional framework that facilitates transport services in the areas. Within this context, one could easily observe some

pocket of lapses ranging from poor road capacity planning, lack of road transport facilities, irregular services, and high fares among others. The problems as listed above short-lives users prospects in the study areas. Recent research conducted show that virtually all schools of thought in urban transportation planning appears to have a consensus that road network designs, transport facilities, system operations, land use activity distributions, and pricing of transportation services are strong indices in determining the choice of movement by the commuters. Commuters select the most meaningful and reliable means of movement that can afford them safety, comfort and reliability in terms of speed. So, the status of any mode of transportation chosen by commuters in any society depends on, or varies with, the level of development of the society and the standard of living of the people. Thus, as personal affluence and freedom from sheer struggle for transportation modes also increases, the demand for transportation modes also increases. The value of the various transportation modes depends to a large extent on the capacity of activities to facilitate interactions by arranging efficient patterns of physical development and by providing for the movement of goods and people. By allowing access to employment opportunities, housing quarters and services, the transport sector meets basic needs and by effecting the exchange of raw materials and finished products (Daramola, 2004). The status of various modes of transportation afford the physical planner the opportunities of applying and using the desired concept and physical geometric configuration network to effect appropriate and sustained land use distribution. As in human settlement, functional transportation network and modal system play an arterial function just like the human artery which transport blood and oxygen to the various organs. The dynamism of the human society is pertinent in the stages that
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urban areas in the third world countries have undergone in transportation mode, i.e. from human portage, bicycle, motorcycle, tricycle, and motor vehicles. The need to appraise the status of the usefulness of the different transport modes operational in the urban areas is very important at this time, especially, where there is an economic problem in the cities of the developing countries of which Nigeria is included. ORGANIZATION OF STUDY This paper is divided into five (5) main parts which comprises: (1) introduction, which gives the general background of the study, the statement of the problems, aim and objectives of the study, research questions, significance of study, scope of study and study areas; (2) transportation modes/means in Aba and Umuahia urban areas. It also provides the basis for testing the researchers line of thought concerning the nature of the relationship between the variables and for discussing the research findings; (3) methods by which the research is carried out. This presents the techniques, procedures and instruments used in the study; (4) analysis of data collected in the study field; and finally, (5) suggestions proffered with respect to the appropriate policies. STATEMENT OF PROBLEMS As cities increase in population, the economic activities enlarge and increases in extent that the urban space increases also, and the trips lengthens because the urban distances covered by the residents also increases. Likewise, the choice of mode to travel to their desired destination widens. This is because since the distance of travel lengthens, people begin to look for means or modes that will give them convenient, safety and en courage fast movements; moreover, the prime factor is the mode that will afford the commuters to travel with less fare. In the area of study, Aba and Umuahia urban public transportation becomes the key factors for obtaining employment and services its cost is high and irregularly supplied.

Transportation in Aba and Umuahia urban areas and its fringes are mainly dependent on private operated transport that provides the transportation needs of the populace. This is fraught with irregular services, high fares, and longstanding hours by commuters waiting for buses and taxis to convey them, in addition to traffic congestion. This is caused of proper modal operations and cost implications of the available scope of mode and what they can afford to the users, despite the odds associated with the urban trip making, residents are subjected to a particular modal system which are readily available. For instance, in Umuahia, in the absence of street buses and taxis, residents are mandated to use the available mode the tricycle, while people residing in Aba find it more convenient to ply with tricycle. Most commuters in Aba prefers being conveyed to and fro their destinations via Keke-na-Pepe (tricycle) as a result of the space-trip capacity when compared with the number of passengers required for a bus to be filled to capacity. No matter its fast movement; and flexibility, it becomes an unsafe and cost effective mode. In Aba urban, the residents have quite a number of wide modal choices due to the presence of buses, taxis, tricycles and motorbikes, although the use of the latter is highly restricted to the interior street commuting as a result of the use of motor bike being declared as illegal by the state government in the area. Still, the existing modes are not sufficient to match the demands of urban trip-makers. The consequential effects become transport fare hike, irregular supply of services and man-hour loss and trips (Egbu and Kalu, 2006). AIM AND OBJECTIVES OF STUDY The aim of the study is to examine the various transportation modes and their comparative relevance in urban environments of Aba and Umuahia. To achieve this aim the following objectives would be pursued: (1) to examine the distribution and characteristics of the existing urban public transportation modes; (2) to identify the
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most popular operational modes that have been used in Aba and Umuahia; (3) to assess the level of past performances of urban public transport modes as to see if this has met the impact expected in the study areas; (4) to highlight the new urban public transport modes that can improve system performance in the study areas; and (5) to identify the causes of failure in the provision, maintenance and examination of alternative approaches or options that shall represent the people/s choice in the study areas. RESEARCH QUESTIONS The following research questions were constructed from the study objective as a guide to solve the various problems identified in the course of the study: (1) how would you classify the existing urban public transportation modes in the areas in relation to modal character and distribution? (2) what is/are the most popular transportation mode/s operational in Aba and Umuahia? (3) how would the level of past performances of urban public transport modes be assess? (4) what are the new urban public transport modes that might improve system performance in the study areas? and (5) what factors are responsible for the various failures as recorded in the provision, maintenance and examination of alternative modal approaches choices in the study areas? SCOPE OF STUDY This paper assesses the efficiency and economic viability of the transport system through various transportation modes put in place in the urban areas of Aba and Umuahia all in Abia State, Nigeria. Aba and Umuahia urban are chosen because of their social and economic peculiarity and the poor state of their urban transportation modes. Aba, with her performance is one of the principal commercial cities in Nigeria, with Umuahia as the administrative town/capital of Abia State.

SIGNIFICANCE OF STUDY The objectives of providing urban transportation modes include: sustained increase in the standard of living; economic output; safe-guarding the interest of the poor; improving environmental conditions; promoting users-friendliness,; and reducing health risks or hazards. According to Eno (2006) also LAMATA (2006), a large proportion of the poor live in urban areas; as a result, urban transportation modes must, therefore, constitute an integral part of urban life and help transform as large segment of those people that needs transportation services most. Past experiences in cities in Nigeria have shown that urban public transportation have not promoted sustainable development due to manner in which their provision, maintenance and services were undertaken, urban life is still affected and this has been a major reason why urban social and economic growth has retarded and poverty levels have not been reduced. The research therefore serves as a guide to urban transportation policy makers not only in the study areas but in Nigeria and beyond. STUDY AREAS

The study areas are Aba and Umuahia urban, located in Abia State. Aba is located at the South-eastern part of Abia state lies between latitude 5o051N and 5o081N, and Longitude 7o201E and 7o281E (Umunakwe, 2004) (see fig 1). The town covers an approximate landmass (land area) of 19.9km square, with Port Harcourt Enugu expressway by-passing the town from the Northern pole (Aba North) through the Southern pole (Aba South). Aba is prominent, particularly, for its nodal role; being traversed by roads and rail routes. An arterial road by-passed
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the town through Aba - Owerri road, tearing (cutting) through Ogbor-Hill to Ikot-Ekpene, and through Asa road to Port Harcourt road, emptying back into the Port Harcourt Enugu expressway leaving traces of long crescent to the left and right of the arterial. As of 1991 the population strength was 500,183.

Fig. 2: Map of Abia State Showing Umuahia State showing Aba Urban

Fig. 1: Map of Abia

Source: Survey Department, Ministry Of Works Survey and Urban Planning, Umuahia; Abia State

Umuahia urban being the capital territory of Abia State is located in Umuahia North Local Government Area Umuahia has a population of 220,660 according to 1991 population census (NPC, 1991). Comparatively, Umuahia urban is smaller in size, activity, developments, and circulation activities than Aba urban. METHODOLOGY There are two types of methods adopted for this study. Firstly, data were collected through primary source from where information was retrieved on first-hand information basis from the field of investigation. The data covers the traffic counting of modes of transportation through manual methods. Secondly, data were sourced from critical review of related literatures: research reports; government documentaries; institutional publications; and statistical reports. The instrument for data collection in this study is by traffic census using manual methods. The study area were carved into clusters of active and dormant traffic zones of residential, commercial and recreational land uses. Similarly, the services of twenty (20) field assistants were engaged. These field assistants needed no special training than to manually count and record the volume of traffic passing in a particular route, although a little knowledge of the study is exposed to them in order to collect realistic data and to maintain a good rapport with the study population. DATA PRESENTATION AND ANALYSIS Data acquired in the field are presented below. The calculation was done using manual simulation technique. From the table, the data represents the traffic modes and systems statuses in Aba and Umuahia urban areas. The manual traffic counts majorly

represent the volumetric analysis of the systems mostly used and cherished by the road-users, commuters, and other stake holders in public transportation business. Also, the traffic counts were collected from different axis of the urban areas involving Active Traffic Zones (ATZs) and Dormant Traffic Zones (DTZs) of the urban cores and their peripheries.

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TABLE 3 (i): TRANSPORT MODE CENSUS IN SAMPLED AREAS IN ABA URBAN

TRANSPORT MODES C E N S U S (FROM BRASS JUNCTION TO OKIGWE ROAD)

STREETS/ROADS (PASSENGER KILOMETERS) TIME SERIES B 6-8am 9-11am 12-2pm 4-6pm 1 1 3 K 67 59 80 190 MB 1 4 7 5 C 75 48 60 81 BS 17 29 37 58 L 6 1 2 B 3 6 2 K 58 73 76 176 MB 4 3 1 6 C 32 43 51 76 BS 12 33 42 70 L 3 8 6 1 B 1 6 2 5 K 80 76 79 101 MB 3 7 2 11 C 57 50 71 56 BS 13 32 53 49 L 4 2 11 13 B 1 3 3 K 33 55 47 89 MB 2 3 3 C 20 29 35 72 BS 11 13 12 97 L 4 2 1 B 3 9 12 13 K 238 263 276 556 MONDAYS WEDNESDAYS FRIDAYS SUNDAYS MODES TOTAL PER TIME SERIES MB C 8 170 217 25 184 107 217 285 BS 53 18 144 274 L 11 18 19 16

KEY: B = BICYCLE, K = KEKE, MB = MOTORBIKE, C = CAR, BS = BUS and

L = LONG VEHICLES

TABLE 3 (ii): TRANSPORT MODE CENSUS IN SAMPLED AREAS IN ABA URBAN

TRANSPORT MODES C E N S U S (FROM UKWU-APU TO TONIMAS JUNCTION)

STREETS/ROADS (PASSENGER KILOMETERS) TIME SERIES B 6-8am 9-11am 12-2pm 4-6pm 18 10 13 16 K 178 82 98 141 MB 10 2 7 3 C 150 60 83 132 BS 62 32 53 44 L 19 4 6 28 B 14 8 7 18 K 150 69 73 102 MB 8 5 8 4 C 120 48 51 86 BS 42 16 28 67 L 16 9 5 B 11 14 10 6 K 130 139 50 82 MB 2 4 2 C 61 68 71 82 BS 89 64 58 39 L 13 5 8 4 B 7 4 12 K 51 28 36 MB 1 C 30 48 62 BS 48 31 39 L 4 B 50 36 42 40 K 509 318 257 325 MONDAYS WEDNESDAYS FRIDAYS SUNDAYS MODES TOTAL PER TIME SERIES MB C 20 12 15 89 361 224 267 300 BS 241 143 178 150 L 52 18 14 38

KEY: B = BICYCLE, K = KEKE, MB 3 (iii): TRANSPORT MODE CENSUS L = SAMPLED AREAS TABLE = MOTORBIKE, C = CAR, BS = BUS and IN LONG VEHICLES

IN ABA URBAN

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TRANSPORT MODES

C E N S U S (FROM EMMACULATE HEART ROADTO RAILWAY)

STREETS/ROADS (PASSENGER KILOMETERS) TIME SERIES B 6-8am 9-11am 12-2pm 4-6pm 1 3 2 4 K 9 18 15 102 MB 2 1 0 0 C 58 63 68 100 BS 2 9 3 3 L 13 35 30 150 B 1 1 0 2 K 13 20 28 100 MB 1 1 0 0 C 50 38 70 120 BS 10 23 1 6 L 9 29 42 70 B 1 3 2 8 K 8 14 14 22 MB 0 0 0 0 C 16 32 98 107 BS 2 8 5 3 L 11 42 64 72 B 9 9 12 8 K 18 22 28 106 MB 1 0 1 1 C 28 300 302 280 BS 15 9 2 3 L 9 28 107 209 B 12 16 16 22 K 48 79 85 330 MONDAYS WEDNESDAYS FRIDAYS SUNDAYS MODES TOTAL PER TIME SERIES MB C 4 2 1 1 411 433 538 604 BS 29 49 11 26 L 42 134 243 501

TRANSPORT MODES

CENSUS

(FROM OPET FILLING STATION TO TIMBER JUNCTION)

STREETS/ROADS (PASSENGER KILOMETERS) TIME SERIES B 6-8am 9-11am 12-2pm 4-6pm 5 3 3 2 K 55 45 60 80 MB 3 1 0 8 C 10 15 20 34 BS 22 30 38 34 L 20 13 5 15 B 3 3 1 6 K 50 55 65 76 MB 3 5 2 5 C 15 13 18 22 BS 25 20 20 25 L 20 18 7 13 B 2 3 2 8 K 48 38 50 69 MB 2 1 2 4 C 12 28 15 20 BS 23 13 19 26 L 23 9 5 10 B 1 3 1 1 K 20 18 15 30 MB 3 3 9 12 C 50 55 60 65 BS 13 20 17 10 L 5 2 4 2 B 11 12 7 17 K 173 156 190 255 MONDAYS WEDNESDAYS FRIDAYS SUNDAYS MODES TOTAL PER TIME SERIES MB C 11 10 13 29 67 101 113 141 BS 85 83 94 95 L 68 42 21 40

KEY: B = BICYCLE, K = KEKE, MB = MOTORBIKE, C = CAR, BS = BUS and

L = LONG VEHICLES

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TABLE 4 (i): TRANSPORT MODE CENSUS IN SAMPLED AREAS IN UMUAHIA URBAN URBAN

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TABLE 4 (ii) and (iii): TRANSPORT MODE CENSUS IN SAMPLED AREAS IN UMUAHIA URBAN URBAN (FROM ABA ROAD TO AZIKIWE ROAD AND FROM BANK ROAD TO OKPARA SQUARE)
TRANSPORT MODES CENSUS (FROM ABA ROAD TO AZIKIWE ROAD)

STREETS/ROADS (PASSENGER KILOMETERS) TIME SERIES B 6-8am 9-11am 12-2pm 4-6pm 2 1 1 6 K 20 18 22 25 MB 10 1 3 5 C 22 20 28 32 BS 10 8 12 18 L 4 1 2 3 B 4 1 2 5 K 25 22 20 32 MB 4 3 2 6 C 20 17 24 38 BS 15 11 18 22 L 2 3 2 6 B 1 2 2 5 K 22 30 38 40 MB 8 6 1 6 C 18 18 25 32 BS 12 10 15 22 L 4 2 1 3 B 1 1 1 5 K 40 55 30 40 MB 4 3 6 10 C 30 35 25 30 BS 10 15 10 18 L 3 1 B 8 5 6 21 K 107 125 110 137 MONDAYS WEDNESDAYS FRIDAYS SUNDAYS MODES TOTAL PER TIME SERIES MB C 30 13 12 27 90 90 102 132 BS 47 44 55 78 L 13 7 5 12

TRANSPORT MODES

CENSUS

(FROM BANK ROAD TO OKPARA SQUARE)

STREETS/ROADS (PASSENGER KILOMETERS) TIME SERIES B 6-8am 9-11am 12-2pm 4-6pm 6 7 K 38 28 40 50 MB 18 8 5 6 C 48 32 28 38 BS 36 32 19 48 L 1 B 8 1 6 K 40 25 28 37 MB 6 1 1 7 C 45 29 32 40 BS 32 38 40 48 L 2 1 B 4 1 6 K 40 30 28 45 MB 7 1 2 8 C 34 38 30 25 BS 25 30 35 49 L 1 1 B 8 3 6 K 20 23 20 18 MB 8 2 4 8 C 15 20 25 18 BS 10 12 18 24 L 1 2 B 26 4 1 25 K 138 106 116 150 MONDAYS WEDNESDAYS FRIDAYS SUNDAYS MODES TOTAL PER TIME SERIES MB C 39 12 12 29 142 119 115 121 BS 103 112 112 169 L 4 1 1 3

KEY: B = BICYCLE, K = KEKE, MB = MOTORBIKE, C = CAR, BS = BUS and

L = LONG VEHICLES

TABLE 4 (iv) and (v): TRANSPORT MODE CENSUS IN SAMPLED AREAS IN UMUAHIA URBAN URBAN 14

(FROM BCA JUNCTION TO SECRETARIATE ROAD AND FROM LAGOS STREET TO UMUWAYA ROAD)

TRANSPORT MODES

CENSUS

(FROM BCA JUNCTION TO SECRETARIATE ROAD)

STREETS/ROADS (PASSENGER KILOMETERS) TIME SERIES B 6-8am 9-11am 12-2pm 4-6pm 8 2 1 10 K 32 20 22 40 MB 5 3 1 8 C 25 15 18 22 BS 5 2 2 8 L 2 1 3 B 8 3 2 12 K 30 22 15 38 MB 8 3 4 12 C 28 22 20 32 BS 8 5 2 12 L 4 2 3 8 B 6 4 2 8 K 28 20 20 35 MB 10 5 3 12 C 20 18 12 22 BS 10 15 19 25 L 6 4 3 16 B 3 1 1 5 K 10 8 6 12 MB 5 3 3 6 C 8 4 4 8 BS 3 5 3 8 L 2 1 5 B 25 10 6 35 K 100 70 66 125 MONDAYS WEDNESDAYS FRIDAYS SUNDAYS MODES TOTAL PER TIME SERIES MB C 28 14 11 38 81 59 54 84 BS 23 27 26 53 L 14 8 6 26

TRANSPORT MODES

CENSUS

(FROM LAGOS STREET TO UMUWAYA ROAD)

STREETS/ROADS (PASSENGER KILOMETERS) TIME SERIES B 6-8am 9-11am 12-2pm 4-6pm 1 3 1 6 K 40 32 28 38 MB 2 1 1 6 C 20 23 20 18 BS 17 23 20 28 L 1 3 3 10 B 3 1 3 7 K 32 35 28 38 MB 2 4 C 18 22 20 26 BS 12 10 14 10 L 3 4 2 8 B 1 1 5 K 25 22 20 32 MB 1 2 5 C 18 16 14 22 BS 20 18 14 16 L 2 4 6 B 2 1 1 5 K 15 12 10 18 MB 3 2 1 5 C 10 8 8 15 BS 11 8 5 10 L 1 B 7 6 4 23 K 112 101 86 126 MONDAYS WEDNESDAYS FRIDAYS SUNDAYS MODES TOTAL PER TIME SERIES MB C 6 7 2 20 66 69 62 81 BS 60 59 53 64 L 7 11 5 24

KEY: B = BICYCLE, K = KEKE, MB = MOTORBIKE, C = CAR, BS = BUS and

L = LONG VEHICLES

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Tables 3(i) to 3(iii) above reveals various transportation modes sampled in the Aba Urban area. From the tables, it is obvious that the three key transportation modes are: tricycle (keke-na-pepe), cars and buses; with tricycle and cars being the more frequently used than others. Similarly tricycle, although newly introduced, has become the most highly accessible mode of transportation in Aba metropolis, scoring as high as one thousand two hundred and eleven (1,211) counts over other modes of transportation in Aba Urban. The use of cars as transportation mode in the area also was highly rated with one thousand one hundred and eighty nine (1,189) mode counts. This posture depicts a keen competition between the use of tricycle and cars in the area, as the most dominant modes of transportation in Aba urban. Worthy to be noted is the fact that, although the use of tricycle dominates in Aba urban, however, cars are preferred over tricycle by commuters plying along Immaculate Heart road and Railway Line. The choice of buses as a mode of transportation in Aba has been historical, one of the oldest modes of transportation in the area. This also could be the reason adduced for its low rating by modal trip counting. Investigations conducted via questionnaires and interviews shows that reasonable number of commuters still prefers to ply via buses since according to them they appear safer than other means of transportation in the city. On the other hand, tables 4 (i) (v) already indicated, depicts a range of transportation modes sectionalized in Umuahia Urban area. The tables, reveals three central transportation modes, which include: tricycle, cars and buses; with tricycle and cars being dominant. This observation quite agrees with the findings made in Aba Urban, thus by implication shows that tricycle, cars and buses are the major transportation modes in the study areas.
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Furthermore, on a keen note of interest is the fact that, although the use of tricycle is dominant in most zones sampled, however, in Bank Road and Okpara Road zone, the use of buses (169) by commuters far out weighs that of tricycle (150) and cars (121). Similarly, (though on a different note is the fact that) the use of tricycle and cars by commuters were observed to be almost at par with each other with tricycle rating 137 and car being rated 132 on Aba Road and Azikiwe Road zone. This implies that commuters at Aba Road and Azikiwe Road zone are quite indifferent to the choice of mode of transport. Contrary to the situation in Aba where the use of buses is being regarded as a traditional a mode of transportation, Umuahia is popular with cars, which some historical evidence as the oldest mode of transportation. This could as well be the second highly rated mode of transportation in the area. Likewise, buses are also relevant as mode of transportation in the area. Therefore the analysis so far shows that Aba and Umuahia urban area dwellers attach some degree of interest in the use of tricycle, cars and buses as most frequently accessible mode of transport. DISCUSSION TRANSPORTATION MODES IN ABA AND UMUAHIA URBAN AREAS Transportation modes of both Aba and Umuahia urban areas and the abutting fringes are mainly dependent on private operated transporters who provide the transportations needs of the people. These are fraught with irregular services, high fares, long standing hours by commuters waiting for the buses and taxis to convey them to their destinations. Other modes of transportation which aids circulation in the study areas are tricycle, motorbike, bicycle and trekking. The tricycle and motorbike as modes of urban public transport, gives fast services because of its flexibility (by size and cost), although they offers high transport fares. Long vehicles (trailers, luxury buses and trucks)
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omnibuses and vans are also used by business merchants to convey their goods from one location to another in the study areas. Better access to transportation services contributes not only to higher incomes but also, to protect against wide fluctuations in the prices of goods and services. In addition, an adequate transportation network can help to reduce regional variations in food prices by facilitating the easy movement of agricultural produce from the rural to urban areas. Therefore, urban public transport in the study areas have not been without hitches to the users. Being operated chiefly by the private transporters, the prices of transportation services in the areas are not randomly distributed, thus paving way for high fares and the commuters stand in the dilemmas as whether to travel with a particular mode of transport, just because of considering its cost, safety and users- friendliness. FINDINGS The following findings were made: 1.
2.

all the modes of transportation found in the study areas were fully operational the most user-friendly mode of transport in the study areas is tricycle (keke-

irrespective of its status, relative importance and functionality; na-pepe). This is conspicuously so as about 64.9% of the trip-makers within the cities prefer it to other modes of public transport due to it being flexible and adaptable, and penetrating to impassable areas as a result of its size and formation;
3.

tricycles were popular in the study areas as it is currently being engaged

extensively by farmers and traders in facilitating agricultural practices and wares [food production and distribution (sales)]; 4.
5.

various homes prefer to convey their wards to and from school with tricycle, some private individuals now resort to the purchase of tricycle for private use

since to some it saves time, costs less and is reliable; other than for commercial purposes for which it is vastly used for in the study areas;
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6.

other modes of transport frequently used by commuters, but however not as tricycles by contrast appear to out number other modes of transport in the study

popular as the tricycle are, buses and cars;

7.

areas, this could be as a result of its procurement and service costs (costs of purchase and maintenance) CONCLUSION Transport modes recently have been included as part of the street furniture. This new role is seen particularly from its relevance not only in commuting the public from one location to another but on its technical relevance in ensuring the functionality of the urban landscape. This submission is particularly so as man is a key stake holder in environmental matters, especially transport management and operation. This paper has attempted at provoking analytical insight into a very sensitive aspect of transportation management and traffic controls which if not properly handled or resolved may lead to a chaotic urban environment, not just for people residing within the study areas, but also other cities within Nigeria and other Sub Saharan Africa countries. The essence of this essay is to x-ray the most frequently used urban transport mode and to assess it usefulness to the growth of the states and the countrys economy. From the analysis therefore, it is glaring that Tricycle is the most preferred mode for public transportation in the area, followed by cars and buses. This phenomenon consequently, suggests the reservation (construction) of special lanes for tricycle, cars and buses, as this will, not only decongest traffic with will tend to regain loss of manhour with the planned (study) areas. The on-route reservation can be effected through the introduction of lane separators by the application of basic street furniture like grade separator, street greening and buffering with kerbs and embankments. RECOMMENDATIONS

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From the study findings and conclusion offered above, the following suggestions were made: 1. 2. 3. special parks should be created at strategic locations to sanitize the urban grade separators to be introduced to create special lanes for tricycle vehicular serious fines and penalties should be imposed on any operator who violates the environment and to ameliorate on street parking; modes in the study areas; new operational policy aimed at bringing orderliness in the transportation business in the study areas;
4.

the use of tricycle for private use need to be encouraged by the various stake

holders in the transportation industry this will help to reduce poverty and reduce unemployment in the study areas; REFERENCES Bhandari, A.S. (2002): Private Sector Participation in Roads, in Journal of the Nigerian Institute of Town Planners, vol.20, No. 1. Nov. 2008, pp. 119-131. Daramola, B. (2004): Public Transport and the Survival of Nigerian Cities: a Call for Value Reorientation NISEREEL (magazine of the Nigerian Institute of Social and Economic Research) vol. 6. No. 6, Dec. 2004 pp 3639. LAMATA (2006): Improving Standards and Safety of Transport in Lagos; in Information Handbook, June, 2006. Eno, o. (2006): Urban Transportation Planning and Modelling, Millennium Publishers, Akure. Egbu, A.U and Kalu, A.O (2006): Transportation Planning: Approaches and Strateges to Urban and Regional Environment, Owerri, Links Consult.

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