Ethiopian Journal of Environmental Studies and Management Vol.1 No.1 March. 2008

Urban Road Transportation in From 1960 To 2006: Problems, Prospects And Challenges. Ogunbodede E. F.*

Abstract The nature of urban road transportation problems in Nigeria as at today can best be appreciated by looking at the trend of its development since Nigeria came into existence. Thus, this paper, attempt a cursory review of urban road transportation system in Nigeria from 1960 to 2006 (a period of 46 years). The paper adopts exploratory method of research to examine and discuss relevant issues of interest in the road transport system in six sections. It was discovered that urban road transport system in Nigeria is inefficient and grossly inadequate even after 46 years of becoming independent from Colonial Rule. The paper suggested the construction of more motor-able roads within cities in order to increase the network; encourage increased public and private participation in the provision of transport services within cities and inter-cities transport system. The adoption of motorcycle as public mode of transportation in cities should be institutionalized since the users are constrained to use this means of transportation in the absence of alternative. However, policies guiding the regulations and use of this mode should be formulated and monitored so that its use would not impact negatively on the commuters’ mobility rights and lives. Similarly, government should provide enabling environment that would guaranty efficient and adequate movement of vehicles in cities.

Key words: commuting distance, Tokunbo, commuters, Kabukabu, Okada

Introduction an increasing tendency for people to hat is now regarded as the concentrate in the urban area. This is WNigerian Nation came into because the major area of settlement existence in 1914, when the two change and development is the city. Since protectorates of Northern and Southern most of the urban areas remained the Nigeria were amalgamated under the major points of administrative, industrial, Governor-Generalship of Sir Frederick commercial, educational, social and Lugard. The country became independent recreational centers of the country. The in 1960 and a republic in 1963 after more multi-functions performed by these cities than half a century of British rule. make them to generate and attract large According to Udo (1978), “the relics of number of intra and inter-urban road British rule have since remained in every traffic. aspect of Nigeria life”. Prominent of such The pattern of Nigerian relics are transport, education and the urbanization has many implications on pattern of governance in the country. various areas of the country including In 1963 and 1991, the population of determining the areas of road traffic Nigeria stood at 56 and 88.9 millions origination and destination. Associated respectively with a land area of about with these implications are various urban 923,773 km 2. According to Ogunsanya problems such as unemployment, housing (1988), Nigeria had a rate of urbanization problems, environmental pollution, that was ranked as one of the highest in transportation problems and general the world. Available statistics, as at that inadequacy of infrastructural facilities. time, indicated that by 1988, more than This study however is interested in the 30% of the country’s population lived in aspect of urban transportation and its urban centers of 100,000 and above. It was growth over a period of not less than 45 also estimated that by the year 2000, the years in the country. Urban transport proportion of population living in cities system can be viewed from two major would have increased to 50% from its areas, which are the intra-urban and inter- 1990 rate of 35%. This shows that a major urban transport systems. Intra-urban feature of Nigeria population structure is system as it existed today in Nigeria is

*Department Of Geography And Planning Sciences, Adekunle Ajasin University, Akungba-Akoko, Ondo State,Nigeria. bodede_f@ yahoo.co.uk 7

Urban Road Transportation...... Ogunbodede E.F. EJESM Vol.1 no.1 2008

largely owned by private sector except issues of interest in the history of Nigeria and where public transport system. Thus, the paper reviews sector also participates along side with the existing literature on urban transportation private sector. Until recently too, inter- system of Nigeria. Because of the nature urban transport system was wholly of the study (macro), the writer relies on dominated by private owners . published documents in the area of public Urban mobility problems had been on the transport system using commissioned increase since independence. This is due studies, non-commissioned studies and to rapid increase in population in urban published works from various sources. areas, which is not matched with growth in Some of these secondary sources are transport facilities such as road network, narrow in perspective and scope but they transport complimentary facilities, serve as useful materials for researchers transport services and traffic management wanting to embark on a macro-study. techniques. Thus urban transport problems Others include library books, data from have increasingly been noted since 1960, Federal office of statistics and articles to be characterized by inadequate and from learned journals. inefficient services, long waiting time at The paper is organized in six sections bus stop, environmental pollution, traffic apart from the introduction and method of congestions, and bad roads, shortage of study. These are: vehicles and the use of motorcycle as a Road network development between 1960 means of urban passenger transport and 2006 system. Socio-economic setting which influence Transportation problems as enumerated urban transport system. above have attracted several government Government policies in the area of urban commissioned studies like that of Max public transport system. Lock, Master Plan for Gombe and Minna; Constraints to public transport system Dar Al-Handasah for Okene, Gombe and development in Nigeria. Offa; Lea-Deleuw-Osot and Sigmud suggestions for improvement Grava for Lagos Metropolis. All these Conclusion. studies were intense and were carried out in the country between 1974 and 1978 for Road Network Development Between the major urban centers in the country as 1960 and 2006. noted by Ogunsanya (1993). There were The history of road transport also non-commissioned studies in the area development in Nigeria dated back to the of transport research work conducted by period before 1910 when the existing bush the academic staff of universities and paths were developed into motorable polytechnic and their students. According routes. According to Standford Research to Ogunsanya (1993), the studies are Institute (1963), the growth of road multi-various in nature and multi was a later dimensional in focus depending on the development, which did not evolve scholar’s discipline and their special area through the stage of animal–drawn carts. of interest. According to this Institute, roads were not The nature of urban public transport developed until the advent of motor problems in Nigeria as at today can best be vehicles in the 1920s and 1930s. The end appreciated by looking at the trend of its of Second World War (1945) actually development since Nigeria came into marked the period when the country was existence. In this paper, therefore, a served with adequate network of all season cursory attempt was made to review urban roads for lorry and passenger car traffic. public transport system in Nigeria from According to Onakomaiya (1978), the 1960 to 2006, a period of 46 years. roads were designed to serve two major objectives. First, they were meant to Methods of Study and Organization of extend the commercial hinterlands opened the Paper up by the government railways by linking This paper adopts exploratory method of up the nearest urban centers with the research to examine and discuss relevant major railway stations. The second was to

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reduce the strains thrown on the inland The period between 1976 and provinces in the provision of porters for 1970 witnessed no growth in road network the British Colonial Officers. The initial because of the , which growth of road network was slowed down took place during that period. This period by the financial and labor constraints. and the financial resources of the country However, the total length of road were devoted to the execution of the constructed and maintained by the Nigerian civil war. The period between government and native authorities rose to 1971 and 1975 coincided with the policy about 51,000km in 1946 and 74,000km in of the Nigerian Government to rehabilitate 1960 (Onokomaiya, 1978). The need to the war torn areas. Thus, money was open up the economic and settlement earmarked for the reconstruction and frontiers of the country was the major rehabilitation of the road network in the factor that influenced road network Eastern part of Nigeria, which were development in Nigeria. This began with largely damaged during the civil war. the introduction of feeder road services to Similarly, in other parts of the country, a the Nigerian Railways to link the major large proportion of roads were taken over railway stations along the Lagos- line from the state government by the federal with the neighboring settlements, thereby government for construction and increasing the supply of export products completion. The Federal Government took such as cocoa, palm produce, cotton and this step because of the advantages groundnuts that were moved to the ports derivable from the construction of more by the railways and helping the rural road networks. This advantages include settlements realize their productive fostering internal trade between areas of potentials. As at 1960, roads linked all the country, that were not accessible by parts, although the concentration of roads any other mode of transport, and the is much heavier in the two Southern development of natural resources of the Regions than in the more sparsely remote areas of the country. The populated Northern Region. The roads in rehabilitation and construction of new Nigeria were classified into three (3) roads were also undertaken in other to groups. Federal Roads or Trunk A – 8,800 raise the standard of living of the kms (5,500mls), this represented the Easterners because of the negative effect skeleton on which the country’s road of war in that region. Other reasons for the system was built. This trunk represented take-over of some road networks the main North-South arteries and five construction by the federal government East-West arteries. The Trunk B roads, of according to Onakomaiya (1978) was the which there were 7,360 kms (4,600mls), reduction in road traffic accidents, which connected the provincial network with the had been achieved on many of the roads skeleton trunk A road system. Provincial because of their improved designs in terms roads of which there were 57,480kms of width and strength. (35,925mls) form the main network Since 1975 and through the 3 rd linking up with other trunk roads in the and 4 th Development plans and rolling country. Table 1 shows Nigeria roads by plans, the Federal Government used road classification, surfacing and at regional construction as instrument to gain political level as at 1960. points because its structures were better As at 1960, the percentage of trunk A appreciated aesthetically and spatially. roads tarred to the total road surface in Thus, the military and civilian Nigeria was highest in the Western part of governments at centre, state and local Nigeria with 82% followed by Eastern government levels embarked on many region with 30%. However, Lagos, which road constructions that culminated in the acted as the Federal Capital had the entire present dense nature of Nigeria’s road surface tarred. Similarly, 98% of trunk B network. roads in the Western region was tarred, The issue of state creation, which 34% of that of Eastern region was tarred had been on since 1963 when Mid-West while 19% of that of Northern region was was created from Western Region until tarred. 1996 when we had 36 states, made all the

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State Headquarters to be isolated for Socio-Economic Setting of Urban developmental purposes. Thus, the State Transport System 1960 – 2006. Headquarters became growth pole/foci Road is the major mode of point from where a lot of infrastructural transport system in Nigeria. Other means development gained priority. The State of intra-urban and inter-urban transport Headquarters created in 1967 and 1976 system are the use of inland waterways were given mobilization money. Certain and rail transport which are of course percentage of the mobilization money was limited to a very few urban centers with expended on compensation for houses peculiar terrain (water) in Nigeria. Even in which were demolished and used for terms of haulage of goods, the advent of construction of dual carriage way motor vehicles revolutionized transport (Ogunbodede, 2004). and constituted a challenge to the The administrative system of Nigeria has railroads. According to Standford changed many times since the creation of Research Institute (1963), Road transport the country. The changes were due to a as at 1953 was carrying 50% of the total number of factors among which were ten-miles of freight in Nigeria and by those connected with the social systems, 1960; the proportion had increased to 62% administrative convenience, spatial while the total traffic carried by all forms problems, economic considerations, of transport had more than doubled. official policies such as indirect rule, Studies in the area of urban military and democratic rules. Table 2 transportation confirmed that more than shows the administrative structure of 75% of population in cities depended on Nigeria since 1900 until 2006. The public transport while about 25% creation of States, which was intense, depended on private transport system therefore had many implications to (Ogunbodede, 1990; Ogunjumo, 1986; transport facilities as well as the traffic Okpala 1981 and Mrakpor, 1986). The management techniques adopted in the socio-economic variables of Nigerians city centers. Thus, as the States increased, contributed in no small measure to this the administrative headquarters also pattern. Public transport system, which is increased thereby influencing roads, that an aspect of the country’s transport sector, were rehabilitated and constructed. Thus had all along been in the hands and control by 1996, road networks in 36 major urban of Nigerian private entrepreneurs. Thus, centers in Nigeria had undergone series of the private owners dictated largely the transformation in terms of construction modus operandi of the nations public and reconstruction. transport system. In the early 1960s, the Similarly, commuting distance within the macro-economic indicators, which are cities continued to increase because of yardsticks for measuring all aspects of the rapid growth in population, housing and growth of Nigeria’s economy, were area extent. For example, commuting consistently positive. This was because the distance of Akure increased from 5.2km in nation depended much on agricultural 1966 to 6.4km in 1976, to 10.5km in 1986, products for its foreign exchange earnings 13kms in 1996 and19kms in 2006 for the and a low proportion of the population major artery (Ogunbodede, 2006). were engaged in white-collar jobs. During Similarly, the commuting distance in the this period, a number of private city of Lagos increased from 20km in individuals owned private vehicles, which 1970 to 35km in 1995 while that of they used for both intra and inter-urban Kaduna increased from 6km to 10km movements. The use of public transport during the same period (Ikya, 1993). The for intra-urban movement purposes were increase in commuting distance has impact largely concentrated in large cities like on trip generation, attraction and the Lagos and Ibadan while commuters public transport services that facilitated contend with the use of trekking within movement from one point to another. smaller towns as at 1960. The situation however changed drastically today, as the commuting distances in towns and cities have increased. According to Ogunsanya

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(1993), there were 6,822 vehicles in Nigerians as the standard of living became Nigeria by 1946 made up of 4,702 re- very low. This was the period when licensed and 2115 new ones. The figures Nigerians could hardly take three meals in soared to 20,440 by 1950 made up of a day. Hence buying of vehicles for 14,200 re-licensed and 6,240 new ones. whatever purposes was not considered as The vehicle stock grew gradually from this being in the priority. New vehicle time up to 1970 when it shot up registration therefore fell drastically in the astronomically. This period coincided with country while many old vehicles quit the the period of rapid urbanization although a road. For example, vehicles declined from period of doldrums was experienced 700,000 vehicles in 1983/84 to under during the period when Nigerian was 500,000 in 1987. This fall was projected to engulfed in the civil war (1966-1970). continue to decline to 350,000 in 1991 After 1970, it became clear that there was (Ogunsanya, 1993). Unfortunately, as the going to be an automobile explosion in the vehicle stock in the country continued to cities of Nigeria. This is because vehicle decline, population continued to rise, stock rose sharply from a modest 100,268 while disposable income continued to fall. vehicles in 1970 to 1,009,797 in 1977. The situation continued to approach crisis Unfortunately, the roads constructed then stage when government decided to set up a were unable to accommodate the increased task force to look into urban transportation vehicle at such a rapid speed. Thus, the problems with a view to proffering problem of immobility in Nigeria cities solutions. started to unfold itself. The public, in reacting to the high The nation, beginning from 1979, cost of buying new vehicles, resulted to plunged into an abrupt economic buying used vehicles (Tokunbo). Thus, depression, which was part of a global used buses, and cars were imported from one. Adeyemo (1995), reporting on the overseas and people started buying them. very low to negative growth rates of key According to Federal of Statistics (FOS) macro-economic indicators during this 1997, there was a drastic increase in the period explained that the country on the vehicles registered between 1995 and external side witnessed negative account 1996. The vehicles newly registered balance while internal imbalances were dropped from 57,883 in 1994 to 57,471 in manifested in the high inflation rate, high 1995 and picked to 97,371 in 1996 while level of unemployment and low level of the provisional data for 1997 stood at capacity utilization. This situation led to 1,081,933 (see Table 3) other means by the adoption of structural adjustment which new vehicles were increased in the policy (SAP). The SAP created more country was through Federal Urban Mass problems than solution. This was done Transportation and Government because the choice of instrument and the parastatals that acquired vehicles through implementation created side effects that their annual subventions. inhibited sectoral growth particularly in Government Policies in the Area of Urban the transport sector, which was not only Road Transport System Development capital intensive but also import The Federal Government of Nigeria dependent. The exchange rate continued to recognized that the development of road fall. For example, it fell from $1.00 to transport is essential to the growth of the N1.5 in 1993; $1.00 to N88.00 in 1994, economy and for this purpose, 13.1%, $1.00 to N115.0 in year 2000 and $1.00 to 15.8%, 19.0% and 12.7% of the total gross #120 in year 2005. It became difficult to capital expenditure from 1955 to 1959 was import vehicles and spare parts and when devoted to road transport (See Standford they were imported at all cost, they were Research Institute, 1963). Since then, the done at a very prohibited cost. Similarly, first, second, third and fourth National the cost of locally manufactured vehicles Development Plans (1960-68; 1970-74; went up and vehicle-manufacturing 1975-80) also had more than 25% of the companies closed up e.g. Volkswagen of total allocation to Development Plans Nigeria (VON). The period between 1985 devoted to transport sector while and 1998 was particularly difficult for allocations to rail was declining. The

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preference of Government to the provision largely undertaken. All these policies not of road transport infrastructures later withstanding, the mass transit faced many influenced the provision of transport problems. services not only in the urban centers but The management of the state mass transit as well, as inter urban services. agencies became deplorable and almost all Initially large private companies the state agencies ran at a loss. The urban dominated the provision of transport mass transit, which was conceptualized to services and these were mainly inter- provide intra-urban transport services at urban. As at independence, the list of the point of introduction, could not break selected Nigerian road transport common even in all the medium sized cities carriers were sixteen as listed in Table 4. because of lack of threshold population to The vehicles specialized in the haulage of sustain patronage. This made them to shift agricultural products, products, their mode of operation from intra-urban mails and to some extent passengers. Most services to inter-urban services except, in of the vehicles used are trucks and very places like Lagos Port Harcourt where the few passenger buses. Of the 16 road threshold population that could survive transport common carriers, ten of them such operations were present. However, service Lagos and other parts of the the peak periods became chaotic with country. hold-ups at the slightest inhibition on the Shortly after independence, most towns in road, hence government workers get late the country grew in area extent to a level to offices and homes in the morning and that trekking within such towns became afternoons respectively. very inefficient and inadequate. Attempts One-way by which the public responded at increasing the stock of private vehicles in beefing up supply of public transport to provide transport services for was the use of motorcycle as means of commuters became inevitable. Apart from urban transportation. Although, this individual’s contribution, the government system was not completely new in Nigeria was also involved in the provision of as Edo, Rivers Akwa-Ibom and Cross public transport services. The Nigerian River States started its use long time ago government set up a task force to look into because of the riverine terrain nature of the urban transportation problems and their states. The waterlogged nature of the proffer solutions. The task force gave birth area made the construction of road costly to Mass Transit Implementation hence; very few areas were actually Committee, which recommended among networked. Apart from this, the use of other things provision of buses, spare-parts motorcycle for public transport system and other transport complimentary was common in the dispersed settlement facilities for Nigerians. The introduction of Eastern part of the country where it was of the Federal Urban Mass Transit first accepted as a public mode for inter- Programme (FUMTP) ushered in a rural and rural-urban movement. number of policies that made the Mass According to Ogunsanya and Galtima Transit a success. Such policies include (1993) the general acceptability and use of monitoring and providing guidelines on motorcycle for intra-urban mobility in Nigeria’s urban transport system. It also Nigeria started during the Structural looked at the aspect of rehabilitation of Adjustment Policy (SAP) of the some locomotive and coaches for the government with its very stringent commencement of intra-city rail services, attributes. It can be argued, therefore that as well as rail terminals and stations since the Federal Urban Mass Transit and within Lagos Metropolis. The policy also Taxi Cabs were unable to provide ensures the rehabilitation of ferries of the adequate intra-urban transport services to inland waterways as well as providing sustain multi-various urban activities, standard maintenance workshop for all other smaller transport system (in this case different cadres of middle and high level motorcycle) were on ground, which manpower in the state; similarly, commuters had to adapt and adopt to seminars/workshops to review problems satisfy intra-urban movement. This was relating to urban transportation were because it was only natural for the people

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to convert their personal motorcycle for of the State creation, which had earlier on public uses in response to reality of been mentioned. However, it became a commuter’s need. Similarly, personal problem when the rate of growth of the vehicles of some individuals were used for urban population exceeded the capacity of commercial purposes (Kabukabu). The the transport infrastructure and services civil servants who engaged in this type of meant to provide solutions to movement in business do it after working hours or cities. All the cities in Nigeria have no before going to work. With time, the records of immigrants and emigrants into “Okada” system survived the test of time, them. The populations of such cities are because junior workers who constitute the not known outside the ones given by majority of Okada riders prefer it to public census, which comes up periodically. passenger transport system, which had Thus, it becomes a problem to plan failed to alleviate the intra-urban without figures and facts. Most planning movement problems of most of the city managements that were carried out in commuters. It was therefore only natural urban areas depended on projected figures for the people to convert their personal of population, which also relies on census motorcycle for public commercial figures that many international observers transport system to complement the regard as being far from the truth because existing public transport system, which of exaggerations, which were built into was largely inadequate and to generate them. additional personal income due to the Public participation in transport effect of the Structural Adjustment Policy delivery can be said to be profitable, (SAP). Thus, the genesis of the use of otherwise none of them would continue to motorcycles and private vehicles as a provide these services. On the other hand, public transport system on a large scale it has not been so with Government arose out of the economic woes of 1980’s. participation. Evidences available from Constraints to the Development of empirical studies carried out (Odeleye, Public Transport in Nigeria 2004; Ogunsanya, 1995 and Onakomaiya The general downward in Nigeria 2002) showed that state mass transits were nation’s economy which was part of the run at a loss. The reasons include non- global depression of 1980’s affected all chalant attitude to government work by the sectors in which transport system was one employees; embezzlement on the part of of them. Majority of Nigerians living in drivers and conductors, and inadequate cities felt this impact more than those in response to taking immediate actions on the rural areas. This was because the repairs and services of vehicles by commuting distance of people in cities government parastatals established for increased considerable than it used to be such purposes. before 1980 as stated earlier. This example The attitude of some professional shows that it was becoming increasingly drivers also scares private investment in difficult and inefficient to trek in cities the area of transport service delivery. because of the area expansion of the city. Some private rich individuals who were The glut of 1980 further compounded the interested in investing in public transport mobility problems of commuters since system because it was a lucrative business most of the commercial vehicles in cities decided not to do so, because most drivers went off the road because of poor were found to be insincere and economic servicing and lack of spare parts. The with the truth. This is because vehicles Structural Adjusted Programmes (SAP) of given to them are often run at a loss the federal government further whereas; they break even when they run compounded the importation of vehicles them on their own. These experiences as and spare parts such that the shortfall in noted in the past made would-be-investors public transport had to be augmented by to leave these areas of investment to the interested private individuals in different drivers. The drivers on the other hand have forms. no financial wherewithal to buy vehicles Rapid urbanization of cities in the except they buy through the hire-purchase country was a continuous process because system. This however limited the number

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of people going into public transport spare parts will become cheaper. Thus, business. more vehicles would be bought, and more The role played by the Nigerian spare parts would be available to make life Union of Road Transport Workers span of vehicles to last. By so doing, (NURTW) in allowing investors to invest enough vehicles will be provided for both in public transport system still remain as intra and inter-urban services. an obstacle to private individuals. The There is no way we can check union, in addition to registration fees also urbanization of cities, however, with facts collects different types of daily fees, and figure, we can maintain a balance which reduces and sometimes renders the between population size, population profit margin of the owner of such vehicle distribution and the environmental to nothingness. This is because, the driver infrastructures. Thus, in this case, would buy fuel, engine oil, eat, pay the government policies in the area of public conductor and himself before thinking of transport service delivery will be more remitting the rest to vehicle owners. Thus, meaningful and result-oriented once the it pays the professional drivers to invest in population of each city and its distribution public transport system than private by land use are known. This type of investor who will still need to hire the database is important for planning urban services of a professional driver. transportation system that would evolve Suggestions for Improvement efficient and adequate transportation Since there are problems in the system for the cities. area of urban road transportation system in Conclusion Nigeria in the last 46 years, it is only Forty six years in the life span of a logical to make some suggestions that nation is not too small to jump into would assist to alleviate some of these conclusion on how the urban public problems. First and foremost is that the transport system has faired. However, a government should construct more trajectory of this sector’s development motorable roads within cities in order to over the last forty-six (46) years of which increase the network. Once these military ruled for more than 30 years infrastructures are provided, the showed that this sector is still a baby of government should encourage increased about 10 years old. That been so, one can public and private participation in the conclude that transport system in Nigeria provision of transport services within is still in its infant level. This is because, cities and those that would link cities. A Nigerian’s intra-urban movement is better way of doing this for the private sectors is described as inefficient and inadequate for the government to buy “Government because of long hours of waiting time at assisted small buses” and distribute to bus stops for intra urban transport drivers who can guarantee a minimum services, hold-ups are common in city collateral securities to secure one. Others centers, and rush for few available public should be encouraged to form cooperative transport system are common features unions through which they can borrow during peak periods in Nigerian cities. money to buy vehicles. Similarly, the daily With democratic structure in place fees collected by the National Union of in the country and improved image of the Road Transport Workers (NURTW) country abroad, the Eldorado of efficient should also form a common purse through urban transport service delivery may not which bonafide members of theirs can be all that too far away in Nigeria. This is borrow money to buy vehicles. because, any moment from now, the Government should also as a macroeconomics of the country is likely to matter of urgency, undertake macro change positively, if more foreign and economic policies that would turn the national investments are witnessed. This economy round during this democratic era. will make our naira to appreciate and more Once this is done, the foreign exchange vehicles and spare parts would be made through the market forces will make the available. This will go a long way to naira to appreciate. If the naira change the present trend of public appreciates, importation of vehicles and transport inefficiency in cities.

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We must also plan for the future mobility of our urban areas since World Odeleye, J. A (2004) “Rail Option in Urban Health Organization (WHO, 1993) Transportation” in I. Vandu-Chikolo, A. A. estimated that the period between 1990 to Ogunsanya and A.G. Sumaila (ed) 2020, the total world population will Perspectives on Urban Transportation in Nigeria. Published by Nigeria Institute of increase from 5.2 thousand million to Transport Technology NITT. Zaria. Pp156-170 about 7.8 thousand million. During this Ogunbodede, E.F. (1990); “Adequacy of same period, the urban population will Public Transport Services in Akure double. Since natural increase usually Metropolis: A Geographical becomes the main reason for sustained Ogunbodede, E.F. (2004) “Urban Transport growth after the initial migration, then and the Environment” in I. Vandu-Chikolo, A. there is need to provide mobility needs for A. Ogunsanya and A.G. Sumaila (ed) people within cities and to link cities. Perspectives on Urban Transportation in Similarly, there is need to increase and Nigeria. Published by Nigeria Institute of encourage private participation in the Transport Technology NITT. Zaria. Pp101-120 Ogunbodede, E F. (2006) “Movement provision of public transport services as pattern of Commuters and its mentioned earlier. Implications forTransportation Planning in The use of motorcycle as public Akure”. Anyigba Journal of Environmental mode of transportation in cities should be Studies. Department of Geography and institutionalized since the users are Planning, Kogi State University, Anyigba. constrained to use it in the absence of Vol.1 (2) pp 1-16. alternate. However, policies guiding the Ogunjumo, A. (1986); “The Patterns of Trip regulations and use of this mode should be Generation at Ile-Ife” in Journal of Nigerian formulated and monitored so that its use Institute of Town Planners . Vol. Vi and vii pp, would not affect negatively the 99 – 114. Ogunsanya, A.A. (1998); “Moving the Urban commuters’ mobility problems. Similarly, Masses: Tow Steps Forward one Backwards” government should provide enabling in Dange, M; i.v. Chikolo and A.A. Ogunsanya environment that would guaranty efficient (ed) Issues in Transport Planning and and adequate movement of vehicles in Management. Published by NITT, Nigeria. cities. Okpala, D.C.I. (1981); “Urban Traffic Management in Nigeria Cities – The Necessity References for Mass Transit Priorities in Transportation” Adeyemo, Remi (1995); “Government Policies in Nigerian National Development. and Mass Transit in Nigeria” in Enhancing the Proceedings of a National Conference edited Sufficiency of Mass Transit Operations in by S.O. Onakomaiya and N.F. Ekanem. Nigeria – Implications for Cost Recovery (ed) Onakomaiya, S.O. (1978); “Overland by Bolade and Adeyemo. Transport” in Oguntoyinbo, J.S., O.O. Areola Ayeni M.A.O. (1978); “Patterns, Processes and M., Filani (ed), op. cit. and Problems of Urban Development” in Onakomaiya, S.O. (2002) “Transport Research Oguntoyinbo, J.S.; O.O. Areola and M.Filani and Capacity Building in Nigeria: Ebenezer by (ed), A Geography of Nigerian Development, a Poor Teacher Turned Professor”. Valedictory Heinemann Nigeria Ltd. Lecture at Olabisi Onabanjo University, Ago- Ayeni M.A.O. (1975); “Some Determinants of Iwoye. The propensity to Interact in an Urban Standford Research Institute (1961); The Systems” Nigerian Geograhical Journal. Vol. Economic Coordination of Transport 18 pp 111-120. Development in Nigeria Prepared for Town Ikya, S.G. (1993); “The Urban Transportation Planning Committee, National Economic Problems in Nigeria” in Ikya S.G. (eds) Urban Council Federation of Nigeria, Menlo Park, Passenger Transportation in Nigeria. California. Heinemann (Nigeria), pp, 3-28. Udo, R.K., (1978); Geographical Regions of th Mrakpor, O.O. (1986); “Public Passenger Nigeria. London, Heinemann, 4 edition. Transport in City. A Study of Accessibility and Reliability”. Unpublished M.Sc Thesis in the Department of Geography and Regional Planning, University of Benin, Benin-City.

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Table 1: Nigeria Road by Classification in terms of Surfacing and by Region as at 1960.

Western region Tarred Total tarred % of Roads & surface roads. (kms) (kms) Tarred i Federal (Trunk A) 1075.2 1310.4 82 ii Regional (Trunk 1576 1611.2 98 B) iii Others 577.6 16112.0 05 Total 3228.8 19,177.6 17 Eastern Region i Federal (Trunk A) 792 1100.8 71 ii Regional (Trunk 803.2 2356.8 34 B) iii Others 100.8 18,984.0 01 Total 1696.0 22441.6 08 Northern Region i Federal (Trunk A) 1920 6411.2 30 ii Regional (Trunk 640.0 3419.2 19 B) iii Others 320.0 22169.6 02 Total 2880.0 32000.0 09 Lagos (Fed. Cap.) i Federal (Trunk A) 43.2 43.2 100 ii Others 158.4 214.4 74 Total 201.6 257.6 78 Nigeria(Total Raods) i Federal (Trunk A) 3830.4 8865.6 43 ii Regional (Trunk 3019.2 7387.2 41 B) iii Others 1156.8 57480.0 02 Total 8006.4 73732.8 11 Source: Standford Research Institute, (1963).

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Ethiopian Journal of Environmental Studies and Management Vol.1 No.1 March. 2008

Table 2: Administrative Structure of Nigeria since 1900 till 2007

Year Administrative structure 1900 Effective colonization of the Nigeria area by the British 1906 Merger of the colony of Lagos with the protectorate of southern Nigeria 1914 Amalgamation of the Southern and Northern protectorate of Nigeria 1919 Merger of parts of the with Nigeria under the British trusteesh ip after the 1 st World War. 1947 Division of Nigeria into three (3) Regions: East, west and the North 1961 Merger of Northern Cameroon with Nigeria and Southern Cameroon with Cameroon under French trusteeship. 1963 Division into 4 regions (Mid-Western Region created from the Western Region ) 1967 Division into 12 States from the existing 4 Regions 1976 Division into 19 States 1989 Division into 21 States 1991 Division into 30 States 1996 Division into 36 States (apart from the Federal Capital,) Source: Author

Table 3: Newly Registered Motor Vehicles by Type 1994- 1997

Vehicle types 1994 1995 1996 1997 i Saloon Station Wagon 45,401 46,097 62,504 574,971 ii Vans / Pick-up /Kit 3,765 897 7,742 49,022 Car iii Lorries/Trunks/Tipper 593 616 5,733 51,003 iv Buses 6,804 8,558 16,094 333,454 v Tankers 40 na 2,196 56,246 vi Trailers 468 498 976 17,237 vii Agric Tractors 812 805 2126 na Total 57,883 57,471 97,317 1,081,933 Source: FOS, 1998

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Urban Road Transportation...... Ogunbodede E.F. EJESM Vol.1 no.1 2008

Table 4: List of Nigerian Road Transport Common Carriers as at 1963

Common Carrier No. of Vehicles Area of Services Goods Carried Transporters 1 A.F. Karouni Ltd. 40 vehicles Kano to Lagos Groundnut & General Merchandise 2 Arabs Transport 50 (twenty-ton Jos/Maiduguri/Fort General Merchandise Ltd. truck) Lamy

3 Daily Times 38 (five-tons Kano/Kaduna Newspaper and trunks) passengers

4 Dantata 30 trucks Kano/Zaria Groundnut and general merchandise 5 Alhaji Mustafa 23 trucks Jos / Maiduguri Mail and general Marouna merchandise

6 Constantinedes 20 trucks Malamfashi /Fuutua Groundnut / Zaria

7 Alhaji Ima 30 trucks Kontapora/Zungeru Mail and general Okumora merchandise

8 El -Khali 160 (five ton Lagos / Western General merchandise, trucks) Region building materials and petroleum products

9 Khali and Dibbo 70 (ten-ton trucks) Lagos and Western Passenger and Transportation Ltd. Region contracts

10 Banks transport 60 (ten -ton trucks) Lagos and Western General merchandise Region and building materials

11 Trans-Arab 50 (ten-ton trucks) Lagos/Western General merchandise Region 12 S.M. Arabs 55 vehicles (ten Lagos/Western General merchandise ton vehicles) Region and petroleum products 13 Hussain Transp. 72 (five ton trucks) Lagos/Western General Cargo Ltd. Region 14 Ojukwu Transp. 35 (five ton Lagos/Western General cargo Ltd. vehicles) Region 15 Armels Transp. 40 trucks and 10 Eastern/Western Mail services Ltd. passenger buses Region 16 Trans Nigeria Ltd. 35 (six ton cargo Lagos/Western General merchandise trucks) and 10 Northern Region tankers Source: Standford Research Institute, 1963.

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