Journal of Geography and Planning Sciences Volume 3, Number 2, 2018 ISSN 2006 – 1226

ASSESSMENT OF ROAD ACCIDENTS IN NORTH- EAST LOCAL GOVERNMENT,

Samuel Babatunde ADEDOTUN and Rafiu Babatunde IBRAHIM

Department of Urban and Regional Planning Osun State University Osogbo, Nigeria P.M.B. 4494 Osogbo, Osun State, Nigeria

Abstract Concerns about the rising incidence of fatal road accidents are growing rapidly. Efforts to nib the ugly trend in the bud also usually proved abortive in most cases. The role that road network play in the escalation of road accidents cannot be over-emphasized. It is against this backdrop that this study examined the Road Accidents in Ibadan North-East Local Government, Oyo State Nigeria. Data for this study were generated using structure questionnaire to obtain information from 92 both commercial and public motorists (drivers). Furthermore, 114 residents from twelve (12) randomly selected roads and associated motor parks were also interviewed. Field observation and police record on road accidents over the years were also used for the study. Frequency counts and percentages were used to analyze nature of road, causes and trend of accidents, while regression analysis was used to examine relationship between nature of road and accident occurrences. The result revealed that road network problems emanated from poor road maintenance (53.3%), poor road design and construction (23.9%) and inadequate road facilities (22.8%). However, Iwo road has the highest 17.1% of accidents causality, while Akintayo has the least 3.3%. Also, Oyo State Police documented highest accidents (39) in Iwo road intersection while Agugu bends has least (12). Also, findings from Regression Analysis shows that with coefficient of Multiple Determination (R2) of 0.417, it is observes that close to 42% of the variability in observed road accident is explained by existing nature of roads. The study concluded by emphasizing the need for all tiers of government to come together and provide road signs, marks and other required road facilities to reduce carnage on the road.

Key words: Road accidents, road facilities, road maintenance, road network.

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1. INTRODUCTION The incidence of fatal road accidents in Nigeria is phenomenal. Trend analysis of fatal road accidents between June 2006 and May 2014 shows that 15,090 lives were lost to fatal road accidents in 3,075 events (Vitus, 2014). The highest fatality occurred in 2013 (2,061 deaths), a 2.8% increase from the 2012 record of 1,652 deaths. However, the probability of a high fatality record in 2014 remains high considering the 964 deaths already recorded between January and May 2014. On the national scene, Lagos recorded the highest number of fatalities (1,579 deaths from 620 events), while FCT (Abuja) has the highest relative number of deaths (0.6 deaths per 100,000 population). On the regional level, a trend analysis shows that more people died in fatal road accidents in the South (8,288 people: 55%) than in the North (6,792 people: 45%), (Vitus, 2014). Road transport system is an integrated system made up of routes and nodes. The routes are the various transport ways while the nodes are the centers such as settlements or junction (Whynne – Hammond, 1979). Thus, the development of transportation system always affects the growth rate and potential development of man and his environment (Adeniji, 1983). Road network is a combination of several routes into a more or less integrated structure permitting movements between many nodes. So, a road network can therefore be defined succinctly as a set of routes that connects junctions. Road network is an important transportation infrastructure that aids the mobility of people and goods, from one place to another. Adequate development of road network is absolutely essential in any development effort aimed at achieving economic and social progress. Despite the undisputed roles of road networks in part of urban physical and social – economic life, one of the unavoidable, unpleasant or negative consequences associated with road is “accident’ (Bolade 1986). In most African countries particularly Nigeria, persistent road accident emanating from road networks have been as a result of dangerous intersection and junctions, narrow streets, bends, sloppy roads, inadequate road signs and signals, lack of road maintenances and attitude of people in construction of illegal structures along the road setback. Road network, all over the world eases movement, it links communities or nations. Also, it links rural area with urban area, but unfortunately the same road networks produce unhappiness as a result of accident which has become alarming with its consequent effect such as untimely death, brain damage, disfiguring of human body for life, breakage of joints, among others. This study therefore assesses road accidents in Ibadan North – East Local Government, Oyo state Nigeria. This is with a view of suggesting appropriate strategies for effective road network connectivity. It also examines nature of road, causes and trend of accidents, as well as relationship between nature of road and accident occurrences.

2. LITERATURE SEARCH The 19th century industrial revolution resulted in some fundamental changes in the transport sector and provided more flexibility of movement, speed, and timing. Since then, there has been an upsurge in both human and vehicular motor movement, a situation that has also resulted in more fatal road accidents. In most of Nigerian roads across the country, deterioration often begins with the origin of cracks or pot holes on the road pavements either at the edges or along the drive way which differs by their shapes, configuration, amplitude of loading, movement of traffic and rate of deformation (Agbonkhese, et al. (2013). The presence of these pot holes aside from human and vehicle related factors are known to be major causes of road traffic accidents in Nigeria. The immediate cause of a road accident may also be attributable to mechanical factor and

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Journal of Geography and Planning Sciences Volume 3, Number 2, 2018 ISSN 2006 – 1226 carelessness in the form of omission to check and maintain the vehicle at the appropriate time. Road traffic accident is therefore an unexpected phenomenon that occurs as a result of the operation of vehicles including bicycles and handcarts on the public highways and roads. Accidents may be fatal, resulting in deaths of the road users (passengers, drivers or pedestrians), or minor when it is not severe enough as to cause substantial hardship. However, the dividing line between minor and serious accident is very blurred as defined already. Road traffic accidents occur worldwide but the incidence is more in developing countries. In Nigeria today, hardly a day goes by without the occurrence of a road traffic accident leading to generally increasing incidence of morbidity and mortality rates as well as financial cost to both society and the individual involved. Information on some of these traffic accidents get to the news rooms of media houses and are aired while majority goes unreported. Nigeria has the highest road accidents rate as well as the largest number of death per 10,000 vehicles (Sheriff, 2009). One may be tempted to believe that the level of awareness on the causes of road traffic accidents is very low among Nigerians. Put differently, Nigerian roads have become killing fields without protection for their users. Travelers heave a sigh of relief if they make their destinations (Eze, 2012). Contrary to the general belief that Nigerians possesses very low level of awareness on the causes of road traffic accidents, previous research has shown that Nigerians know quite a lot about what could cause road traffic accidents (Asalor, 2010). Nigeria has the status of a developing country where road facilities are grossly inadequate to cater for the teeming population of road users. The discovery of oil in Nigeria came with its own problems. Prior to the ‘Oil boom’ in Nigeria, road accidents were rather rare. The oil boom brought along with it an increase in disposable income of the people which in turn increased vehicle ownership and brought about ‘rapid’ industrialization. This undoubtedly calls for improved road network accessibility. Roads were therefore built albeit without dire attentions to standard. These developments were not matched by adequate measures and control (Sheriff, 2009). Consequently, the roads grew to be a death trap for Nigerian citizens and road users. This is significant when the fact that majority of these injuries and deaths can be prevented. It becomes worrisome with the fact that the incidence is increasing (Eze, 2012). Effective interventions include designing safer infrastructure and incorporating road safety features into land-use and transport planning; improving the safety features of vehicles. To a very large extent, it is not entirely the poor deplorable condition of Nigerian roads that causes incessant road traffic accidents but a large proportion can be attributed to the carelessness and negligence of its road users.

3. MATERIALS AND METHODS Study Area Ibadan, one of the fastest growing cities in Nigeria is located in Oyo State in the south- west geo-political zone of Nigeria. The city of Ibadan is located approximately on longitude 3o81 and 4o21 East of the Greenwich Meridian and latitude 7o11 and 7o31 North of the Equator at a distance some 145kilometres north east of Lagos. Ibadan is directly connected to many towns in Nigeria, as its rural hinterland by a system of roads, railways and air routes. The physical setting of the city consists of ridges of hills that run approximately in northwest – southeast direction. The largest of these ridges lies in the central part of the city and contains such peaks as Mapo, Mokola and Aremo. These hills range in elevation from 160 to 275 metres above sea level and thus afford the visitor a panoramic view of the city. The average temperature of

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Journal of Geography and Planning Sciences Volume 3, Number 2, 2018 ISSN 2006 – 1226

Ibadan is 27oC, with a range of 4oC; the mean annual rainfall is above 1,505mm while the relative humidity is between 60% and 80%. The vegetation, of Ibadan is rainforest. It has tall trees exist in different heights; they form canopies i.e. lower, middle and upper layers; it has numerous heterogeneous species of trees like Iroko, Obeche and Mahogany. Ibadan North – East Local Government has its headquarter located at former Army barrack, Iwo road, Ibadan North – east, like any other four local Governments within Ibadan municipality, takes its root from Beere junction of the city. It is bounded by Ibadan North Local government in the North, in the south by Ibadan South – East Local government, north – west Local Government in the western boundary and Local Government in the eastern part of the area.

3°44' 3°46 3°48 3°50 3°52 3°54 3°56 3°58 3°60

AFIJIO LGA 1 7°20

IBARAPA 2 7°22 EAST LGA LAGELU IDO OSUN

3 STATE 7°24 3 2 EGBEDA 1 5 4 7°26

OGUN ONA- STATE ARA OGUN 5 OLUYOLE STATE 7°28

6 7°30

OGUN 1 IBADAN NORTH EAST LOCAL GOVT. STATE 2 IBADAN NORTH LOCAL GOVT. 7 3 IBADAN NORTH WEST LOCAL GOVT. 7°32 4 IBADAN SOUTH WEST LOCAL GOVT. N 5 IBADAN SOUTH EAST LOCAL GOVT. Scale; 1;5000 3°44' 3°46 3°48 3°50 3°52 3°54 3°56 3°58 3°60 5 0 5 Kilometers

Source: Ministry of Lands and Housing. Ibadan, 2009.

Figure 1: (1) Ibadan North East Local Government in Ibadan Region

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Journal of Geography and Planning Sciences Volume 3, Number 2, 2018 ISSN 2006 – 1226

Figure2: Road Network in Ibadan North East Local Government Area Source: Ministry of Physical Planning Ibadan, 2015

Methods of Data Collection The study area of this research is Ibadan North – East Local Government area. The inventory of existing road network in Ibadan North – East Local Government was made through Oyo State Road maintenance Agency (OYSRMA) Ibadan North – East Local Government section documented in 2017. Twenty six (26) roads (routes) were identified. Twelve (12) routes were selected randomly from 26 routes. Data for this study were generated using structure questionnaire to obtain information from 92 both commercial and public motorists as well as 114 residents from twelve (12) randomly chosen roads. Field observation and police record on road accidents over the years were also used for the study. Frequency counts and percentages were used to analyze nature of road, causes and trend of accidents, while regression analysis was used to examine relationship between nature of road and accident occurrences.

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4. RESEARCH FINDINGS 4.1. Nature of Road network in Ibadan North – East Local Government. The assessment of nature of road was made in this section where its inventory as well as road length and width are situated as shown in table 1. Table1: Inventory of selected road network in Ibadan North – East Local Government. S/No Route Length of Road (km) Width (m) Nature of defect 1 Ogoriefon - Itabale 0.70 7.5 Poor drainage 2 OkeLabiran – Aremo 2.60 9.0 Poor surface 3 Oje – Oke Offa 0.50 9.5 Blocked drainage 4 OkeMapo – Oja Igbo 0.80 9.5 Bent-sloppy 5 Ode Aje – Aremo 1.85 9.5 Potholes 6 Agugu – Oremeji Flyover 1.85 10.0 Sharp bent 7 Adekile – Aremo 0.75 8.0 Bends 8 Ode Aje – Oluyoro 1.60 9.5 Potholes 9 Agodi – Old Ife road 2.70 14.5 Bent – sloppy 10 Idi Ape – Iwo road 4.20 15.0 Good surface 11 Bere – Isale Alfa 4.20 13.0 Potholes 12 Bere–Akintayo 0.90 7.5 Poor drainage Total 22.64 122.50 Source: Oyo State Road maintenance Agency I.N.E.L.G (2017), and Author’s field survey 2017. From table1 it can be deduced that road transport route accounted for total length of 22.64km whose width range between 5.5 and 15m in total land coverage of Ibadan North – East Local Government.

Table2: Condition of roads Condition Frequency Percentage Good 2 2.2 Fair 43 46.7 Poor 47 51.1 Total 92 100.0 Source: Author’s field survey, 2017

The breakdown of respondents (drivers) view as shown in table2 indicated that the condition of road is poor, this constitute 51.1%, followed by those that said the condition is fair (46.7%) while about 2.2% of drivers emphasized that road condition is good.

Table 3: Road Network problems

Problem Frequency Percentage Poor road design and construction 22 23.9 Poor road maintenance Inadequate road facilities 49 53.3 21 22.8 Total 92 100.0 Source: Author’s Field survey 2017.

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Table 3 revealed that poor road maintenance is the major road network problems. This constitutes 53.3%, followed by poor road design and construction 23.9% while inadequate road facilities have 22.8%. The author finds out that poor road maintenance is the major r oad network problems according to the highest proportion of respondents.

Table 4: Major Spots of road accident occurrences Spot Frequency Percentage Junction 9 9.8 Pothole 22 23.9 Road bend 19 20.9 Bad Street 8 8.9 Intersection 24 26.1 No response 10 10.9 Total 92 100.0 Source: Author’s Field survey 2017.

It is observed in table 4 that the bulk of major spots of road accident in the study area are road intersections. This notion was supported by 26.1% of drivers. In the same vein, potholes and road bends constitute 23.9% and 20.9%, while junction and Bad Street has little variation of 9.8% and 8.9% respectively. The analysis revealed that road intersection; road bends and potholes are the major sports of road accidents in the study area.

Table 5: Road Accident witnessed

Accident Witnessed Frequency Percentage Yes 86 93.5 No 6 6.5 Total 92 100.00 Source: Author’s field survey, 2017

Table 5 shows drivers response on accident witnessed in the recent past. About 93.5% of drivers have witnessed an accident before while a corresponding proportion of 6.5% does not. This implies that majority of the drivers has witnessed road accidents.

Table 6: Drivers level of Agreement on Accident due to road factor

Level Frequency Percentage Strongly agreed 43 46.7 Agreed 42 45.7 Disagreed 7 7.6 Total 92 100.0 Source: Author’s Field survey 2017.

The table 6 revealed that 46.7% of the drivers strongly agreed that accidents were due to road factors, 45.7% agreed while 7.6% drivers disagreed. This implies that, majority of drivers agreed that accidents are due to road factor.

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Table 7: Relation of road condition to road accidents by Drivers

Relations Frequency Percentage Highly related 34 37.0 Averagely related 48 52.2 Not related 10 10.9 Total 92 100.0 Source: Author’s Field survey 2017.

Table 7 shows respondents view on Relation of road condition to road accidents. Accordingly, high proportion of drivers (52.2%) is of the opinion that relation of road condition to road accident was averagely related. Next in lower order are those that have the opinion that roads condition and road accident were highly related, these drivers constitute 37.0%. Drivers that supported no relation have the lowest 10.9%. This implies that there is mutual relationship between road condition and road accidents in the study area.

4.2. Causes and Trend of Road Accidents in Ibadan North – East Local Government

The issues examined in this sub-section of study is the Causes and Trend of Road Accidents in Ibadan North – East Local Government

Table 8: Residents’ Accident Witnessed Accident Witnessed Frequency Percentage Yes 68 59.6 No 27 23.7 No response 19 16.7 Total 114 100 Source: Author’s field survey, 2017

The analysis as shown in table 8 revealed that 59.6% of respondents have witnessed accidents in the recent past while 23.7% of respondents have a contradictory opinion. The study shows a high proportion of accidents victims in the study area.

Table 9: Causes of Accident Cause Frequency Percentage Poor road design and construction 27 23.7 Poor road maintenance 30 26.3 Inadequate road facilities 21 18.4 Human behavior 16 14.1 Mechanical Failure 20 17.5 Total 114 100.0 Source: Author’s field survey, 2017

It is observed in table 9 that the bulk of respondents (26.3%) emphasized that poor road maintenance is the major causes of road accidents, followed by those that indicated poor road design and construction, this people constitute 23.7%. In the same vein, 18.4%

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mentioned inadequate facilities while 17.5% and 14.1% are of the opinion that mechanical failure and Human behavior causes road accidents respectively.

Table10: Respondents road network problems

Source: Author’s field survey, 2017 Fre= Frequency, % = Percentage S/N Poor road Poor road Inadequate Total design and maintenance road construction facilities Fre % Fre % Fre % Fre % 1 Bere – IsaleAlfa 5 25.0 9 45.0 6 30.0 20 100.0 2 Oje – Oke Offa 3 33.3 5 55.2 1 11.1 9 100.0 3 Adekile – Aremo 2 50.0 2 50.0 - - 4 100.0 4 Ogoriefon – Itabale 3 75.0 1 25.0 - - 4 100.0 5 OkeLabiran – Aremo 3 25.0 5 41.7 4 33.3 12 100.0 6 Agodi – Old Ife Road 4 28.5 7 50.1 3 21.4 14 100.0 7 Agugu – Oremeji Flyover 4 40.0 4 40.0 2 20.0 10 100.0 8 Ode Aje – Aremo 2 50.0 2 50.0 - - 4 100.0 9 Idiape – Iwo road 6 30.0 10 5.0 4 20.0 20 100.0 10 Ode Aje – Oluyoro 3 37.5 5 62.5 - - 8 100.0 11 Okemapo – Oja Igbo 2 50.0 2 50.0 - - 4 100.0 12 Bere - Akintayo 1 20.0 4 80.0 - - 5 100.0 Total 38 33.3 56 48.1 20 17.5 114 100.0

Table 10 revealed a high percentage of 49.1% who viewed that poor road maintenance contribute to road network problems while a corresponding proportion of 33.1% highlighted poor road design and construction. Another 17.5% related road network problems to inadequate road facilities. The author concluded that poor road maintenance is the major causes of road network problems. Table 11: Accident Area and Occurrence S/N Location No of Accidents Witnessed Percentage 1 Agugu 24 6.6 2 Okemapo 25 6.9 3 Akintayo 12 3.3 4 Oluyoro 20 5.5 5 Bere 44 12.2 6 Iwo road 62 17.1 7 Ogboriefon 35 9.7 8 Agodi 36 10.0 9 Oke-Labiran 22 6.1 10 Idi Ape 30 8.3 11 Oje 24 6.6 12 Oja – Igbo 28 7.7 Total 362 100.0 Source: Nigerian Police, Oyo State Command, 2017

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High number of accidents (62) occurred in Iwo road, followed by Bere (44). However, Ogboriefon has 35, Agodi 36, Idi Ape 30. In the same vein in Oja Igbo, Okemapo and Agugu, 28,24, 25 and 26 rates of accident were documented while Oluyoro and Akintayo has the least accidents rate of 20 and 12 in number. The analysis shows that majority of accidents occurred in Iwo road. Table 12: Number of Accident Documented in the study Area (2009 – 2016) S/N Year Intersection Intersection Intersection Bend at Bend at Intersection at Agodi at Bere at Iwo road Adekile Agugu at Idi - Ape 1 2009 4 4 6 2 3 1 2 2010 4 3 5 3 2 3 3 2011 2 4 4 - - 4 4 2012 1 5 6 2 1 - 5 2013 4 3 7 2 2 2 6 2014 5 2 5 4 3 1 7 2015 3 3 4 5 - 3 8 2016 2 2 2 2 1 3 Total 25 26 39 20 12 17 Source: The Nigeria police, Oyo State Command (2017).

The breakdown of accidents documented by the Nigerian police, Oyo state Command revealed that Agodi intersection had high number of accident (5) in 2014 compared to 1 in 2012. Bere intersection also has 5 in 2012 and 2 in 2014 &2016. In the same vein Iwo road intersection recorded 7 rate of accidents in 2013 compared to 4, in 2011 and 2015 respectively. Similarly 5 accidents were documented in Adekile bend in 2015 and 2 in 2009, 2012, 2013 and 2016. Furthermore, 3 accidents were documented in bend at Agugu in 2009 and 2014 compared to 1 in 2012 and 2016. Finally, in Idi Ape intersection, 4 accidents were documented in 2011 and 1 in 2009 and 2014 respectively. The study shows a high rate of accidents in Iwo road intersection (39) more than other points in the study area. This is a confirmation of respondents’ perception of area of accident and concentration as earlier stated.

4.3. Relationship between Nature of Road and Accident Occurrences Linear regression analysis was computed to determine the relationship between Nature of Road and Accident Occurrences in the study area. The dependent variable is Road accident, while the independent variable is Nature of road. It could be noted, however that these two composite variables were initially many. For instance, the independent variable is five (5), and dependent variable is also (5). They exist in nominal scale (i.e. Likert scale) of measurement. To make them amenable to parametric test (regression analysis), they were transformed into ratio scale of measurement and, as well summarized into one composite variable each, as noted above using compute variable of SPSS. The dependent variable was regressed on independent variable. The results are contained in the following tables.

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Table13a: Regression Model Summary

Model Summary

Adjusted Std. Error of Model R R Square R Square the Estimate 1 .646a .417 .405 .44909 a. Predictors: (Constant), Nature of Roads

Source: Author’s computation, 2017 Table 13b: Test of Statistical Significance of Regression Model

ANOVAb

Sum of Model Squares df Mean Square F Sig. 1 Regression 6.920 1 6.920 34.310 .000a Residual 9.681 48 .202 Total 16.600 49 a. Predictors: (Constant), Nature of Roads b. Dependent Variable: Road Accidents

Source: Author’s computation, 2017

Table 13c: Regression Coefficients

Coefficientsa

Unstandardized Standardized Coefficients Coefficients Model B Std. Error Beta t Sig. 1 (Constant) 1.201 .249 4.814 .000 Nature of Roads .673 .115 .646 5.857 .000 a. Dependent Variable: Road Accidents

Source: Author’s computation, 2017 The tables 13a, b and c above shows the results of regression analysis of the relationship between Nature of Road and Accident Occurrences. According to the tables, with F- value of 34.310 and P- value of 0.000 in table 13b, it is observed that the relationship between Nature of Road and Accident Occurrences is significant. Moreover, with correlation coefficient (R) of 0.646 and coefficient of Multiple Determination (R2) of 0.417, as shown in table 13a, one observes that 41.7% of variability in existing level of Nature of road may be attributed to a magnitude increase in the occurrence of accidents. In other words, close to 42% of the variability in observed road accident is explained by nature of roads in the study area. The remaining 58% as observed here may be due to other factors like human behavior, mechanical failure etc., as observed earlier.

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To determine the weight of the components of factors influencing road accident, reference is made to the regression coefficients as shown in table 13c. Using the standardized beta coefficients, the constant “a” would disappear and the regression equation is of the form: Y = a + bx Becomes: Y (i.e. Road accident occurrence) = 0.646x. It could be note however, that the probability value (p-value) reported as shown in table 13c indicated that there is statistical significance in the components of nature of road at p<0.05 confidence level. This implies that component of Road Nature is an important issue that determine the occurrence of road accidents in Ibadan North – East Local Government.

5. FIELD OBSERVATIONS 5.1. Ineffectiveness of road signs and markings The observations made so far, show that road intersection are major accident point in the road traffic systems. This is clearly seen in intersections like Agodi, Oja-igbo, Beere, Idi – Ape, and Iwo road interchange nodes. Among all these intersections observed, Iwo road being the busiest appears to be an accident prone – area.

5.2. Road Designs A close study around Ibadan North – East Local Government and its environs showed that virtually all major roads are narrow width, which obviously lead to accidents. Except Iwo road – Idi Ape, Idi Ape – Bashorun, Bashorun – Akobo, and Agodi – Old Ife road where it was observed that the road networking and design is wide and double lane. A bent road or road that is corner like is another contributing factor to accidents due to high speed along this curve routes. However, narrow width of roads and bent – sloppy roads could be controlled by allocating road construction works to experienced construction companies and effecting compliance government’s master plan in road designs.

5.3. Speed – Breakers (Bumps) Generally, the construction of bumps across the roads have highly been appreciated by pedestrians but not drivers. But considering this issue and looking into it from and objective point of view, constructions of bumps on road around Ibadan North – East helps to reduce road accidents. Since these bumps are situated at junctions or points close to bus – stops or where there is thick human movement.

5.4. Road maintenance system Observations made at some roads (e.g. AguguItutaba, Akintoyo, Ogoriefon, Labiran, Olugbode, Itabalee.t.c) showed that the roads are in deplorable state, reflecting pot holes which are death – traps especially during rainy season. These pots – holes abhor trashes and sometime vacuum which lead to unexpected stoppage by drivers.

5.5. Parking facilities Inadequate parking facilities are among the factors that contribute to major road accidents. Also, absence of good facilities in main motor parks around study area sometimes affect traffic flow. On street parking which involves vehicles parking indiscriminately on road side is another factor that disturbs free flow of traffic and sometime cause accidents.

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6. POLICY ISSUES AND CONCLUSION Based on the foregoing, the following recommendations are suggested for improvement. 1. There should be reconstruction of the existing road to minimize accident i.e widening of roads. Also the roads should be properly connected for smooth and uninterrupted vehicle movement. 2. The need for road maintenance after construction should be made imperative to ensure its efficiency. The road maintenance should also be improved by the rapid clearance of road after accidents, pavement edge repair, bridge inspection and minor repair in order to minimize accidents. 3. There should be adequate construction of speed – breakers (pumps) across the road to slow down the speed of vehicle approaching the intersection. The pumps should be used in conjunction with other road signs e.g. “give way to traffic on the left in order to reduce accident 4. All the tiers of government should come together to provide road signs and marks and other required road facilities. The road signs and marks should be installed at strategic point and road carves, and culverts. Also traffic warden and use of electric signal light should be properly adopted at the strategic point like Iwo road intersection, Bere intersection, Agodi intersection Adekile bend e.t.c. 5. The need of the design standards for element of various types of roads. The need for a good road design is justified by the fact that well over half of all road accidents all over the world occurred due to dangerous intersection, narrow – width street, bent – sloppy road e.t.c. This study has examined Road Accidents in Ibadan North-East Local Government, Oyo State Nigeria. Apart from the fact that the findings of this study will not only contribute to the existing body of knowledge, the recommendations will also serve as a useful guide to the policy makers.

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Sheriff, M. A. (2009). Traffic Education and Safety in Nigeria, Nitours Journal Vol. II, Kano. Shire of Wyndham East Kimberly (October 2006). Guidelines for rural road design and construction technical specifications (PDF). Western Austrailia (the Last Fronties). The Nigeria police, Oyo State Command (2017). Road Crash Bulletin. Vitus Nwankwo Ukoji (2014). Trends and patterns of fatal road accidents in Nigeria (2006 – 2014). IFRA-Nigeria working papers series, No.35, 28/11/2014. Whynne – Hammaond, C. (1979) Element of Human Geography (London, George Allen and Unwin). World Health Organization WHO (2013). Road traffic injuries; fact sheet N° 358.

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