Transport Poverty and Deviant Driving Behaviour in Nigerian Intermediate Cities

XIII

Retour au �� sommaire ��

Back to menu �� Email: [email protected]

and �� Email: [email protected] & [email protected]

�� Arising from wide-spread poverty, there is an alarming level of transport inadequacy in Nigerian cities. This manifest in poor quality and low level of existing transport infrastructure. Severe congestion and a host of other transport externalities have become more or less a norm in most Nigerian cities, thus resulting to an increasing rate of travel difficulties. This paper takes a critical look at transport poverty and consequent deviant driving behaviours in intermediate cities of Nigeria. The paper examines the state of transport infrastructure in these cities and the nexus with the deviant driving behaviour of the motorists and other vehicle operators. Affirming that, their is a monumental deficiency in transport quality, the design of transport infrastructure and arrangement of other landuse types into spatial units significantly influence the driving behaviour of the residents. The paper suggests a two-prong approach in dealing with the situation. This involves upgrading of transport infrastructure and traffic education on one hand, and an improvement in the socio-economic circumstances of the residents on the other hand. �� Rapid urbanization and increasing rate of poverty are among the greatest challenges facing developing countries in the new millennium. This is obvious from the alarming rate of urban population growth, particularly in Nigeria. Indeed, for more than 50years, the progressive population drift to urban centres in Nigeria have not being matched by corresponding upgrade in infrastructural facilities. In other words, the implication of urban population growth on the economy of developing countries has been

1 XIII

Retour au described as stagnant and unrewarding (Salau, 1992; Mabogunje, 2002). Public sommaire infrastructure and social services have over the years been overstretched, while the

Back to menu process of urban development and infrastructural overhaul has being insignificant in most cities. In recent time, transportation infrastructure is often viewed by national policy makers as a second tier investment priority, pitted against more immediate, socially- oriented poverty reduction programmes. In the face of fiscal pressures, spending on the maintenance of transport infrastructure, let alone on the building of new infrastructure, is often the first to be postponed, if not forgone. The concomitant effect of population explosion on the urban areas is the inadequacy of transport provision; which has given place to dilapidated roads and very rickety vehicles plying death traps roads. It is a common sight to see urban dwellers travel in over-crowded public transport vehicles, with extremely poor services and unhealthy travel environment. In many Nigerian cities, transport situation has reached a crisis point; the consequence of several years of neglect by succeeding administrations. Hence, there is nothing novel in stating that transportation in Nigeria is grossly inadequate (Filani, 2002; Oyesiku, 2002 and Odufuwa, 2003). Over three quarter of the households in most Nigerian cities earn income below poverty lines (Osinubi, 2003; Oyesiku; 2004 and Odufuwa, 2003; Ademiluyi and Gbadamosi, 2004). This has affected the rate of procurement of new vehicles, and it is obvious that this trend coupled with the inevitable declining level of existing purchasing power has taken its toll on the mobility needs in Nigeria. In the last few decades, most people in urban areas have depended heavily on non-motorized means. The few of the populace that have access to private motorized means; either for unavailability of spear parts or because of its prohibitive price of moving around, find it extremely difficult to maintain them. In other words, poor quality, unaffordable, unsafe and grossly uncomfortable means of mobility in Nigerian cities pose great threat to the people. Given the acute shortfall in transportation supply, private vehicle ownership is still very low; while, public transport has become more common and transport externalities have become endemic. The impact of this distressed sector on the economy of the ensuing crisis is severe, with the urban poor suffering more than any other group. The growing transport paucity has had a debilitating effect on the lives of the people and it has continued to trap and push its catchments towards poorer livelihoods.

2 XIII

Retour au The most devastating problem has been the lack of sustainable mobility and frequent sommaire deviant driving behaviour as an escape measure. This paper seeks to better understand

Back to menu current transport poverty and deviant driving behaviour in Nigerian intermediate cities. In the light of this, transport policies along with social and economic changes are seen as explanatory element, while actual transport and traffic condition as well as mobility trips per person per day are seen as their outcomes. The paper however, suggests a two-prong approach in dealing with the situation. �� The principal factor responsible for the contemporary urban system in Nigeria can be traced to the colonial experience. The alarming urbanization rate in Nigeria can be attributed to the unguided rate of rural-urban migration occasioned by neglect of rural development. In recent time, scholars opined that the scale of migration from rural to urban areas is anticipated to reach new dimensions within the next few years (Bascon, 1955; Mabogunje, 1968; Salau and Onibokun, 1990; Egunjobi, 2000; Kessides, 2006). It has been predicted that half of the Nigerian population will live in cities by 2015 (Egunjobi, 1999 and 2000). Invariably, the rural-urban drift witnessed over the years can be associated with a number of socio-economic factors, and fuelled by the action and inaction of government. The rural areas generally lack vital social services and infrastructure; despite their been the resource base to the sustenance of the engine of economic growth of the nation. Obviously, the deplorable state of these infrastructural facilities constitutes push factors that facilitate rural-urban migration. In the last few years, planners and policy makers have increasingly recognized the fact that, the rate of urbanization in the country outpaces the rate of economic development. Cities population are increasing and changing faster than their physical infrastructure. Is worth noting that, despite the enormous amount budgeted for urban investment in the National Development Plans, very limited progress was made in urban infrastructure. It is also instructive to note that, the country’s National Development Plans and the Rolling plans (after 1990) made appropriate provisions for transportation sector of Nigerian economy. As revealed in table 1; the transport sector’s share of total planned public investment was approximately 20%, 24%, 22% and 15% respectively in the 1st, 2nd, 3rd, and 4th plan periods.

3 XIII

�� Retour au sommaire Plan period Total Planned Transport sector Proportion of Expenditure (Million allocation (Million transport sector as Back to menu naira) Naira) percentage of total planned investment 1962-1968 1,586,000 309,000 19.500 1970-1974 2,050,738 472,398 23.659 1975-1980 43,314,009 9,677,541 22.300 1981-1985 70,500,000 10,706,616 15.171 Source: Fourth National Development 1981-1985, P.217

It is however disheartening to note that, an increasing shortage of urban transport infrastructure and services still characterize most Nigerian cities and these are only accessible to a diminishing share of the population. Less than 50% of national road networks are in good condition due in part to lack of maintenance (Table 2). Nigeria has roughly 113,000 kilometers of surfaced roads, but they are poorly maintained and are even cited as a cause for the country’s high rate of traffic fatalities. In 2004 Nigeria’s Federal Roads Maintenance Agency (FERMA) began to patch the 32,000-Kilometer Federal roads network. The rainy season and dearth of road construction / maintenance equipment pose challenges to road maintenance. Road users therefore, suffer an additional vehicle operating costs of N53 billion due to poor condition of Nigerian roads (Road Vision, 2000). �� Abeokuta 62.5 51 32.1 32.5 35.4 Ijebu Ode 51.3 46 31.5 47.5 21.0 Lokoja 54.6 35 48.3 34.5 17.2 Umuaiha 58.6 48 39.4 40.2 20.4 Uyo 50.2 40 38.6 39.5 21.9 Zaria 51.4 52 38.2 34.3 27.5 *Ibadan 69.5 49 30.2 43.5 26.3 *Lagos 63.6 52 50.9 19.3 29.8 *Kaduna 57.4 53 53.1 39.7 7.2 Source: Oyesiku (2002) * Metropolitan cities

It is interesting to note that, the existing transport infrastructure in most Nigerian cities are overstrained, which often times leads to total collapse. A large proportion of the

4 XIII

Retour au population does not have reasonable mode of mobility (Filani, 2002). Cullingworth and sommaire Nadin (2002), Pacione (2002) and other scholars see transport as an essential service for

Back to menu sustainable livelihoods. The demand for transport services in Nigerian cities has grown over the years and the quality of available transport infrastructure and services have deteriorated drastically (Adeniji, 2000; Ademiluyi and Gbadamosi, 2004; Odufuwa, 2006 and 2007). Consequently, the rapid increase in urban population explosion has resulted in an increase in the travel cost, because of higher demand on urban transport services that are getting shorter in supply by the day. The shortages of transport services have resultant effects on the mobility needs of the people. In European and some Asian countries, the railway systems and ferry services have reached greater heights in the provision of transport services for all (de Vasconcellos, (2005). Whereas, Nigeria like many other Sub-Saharan African countries, railway and ferry system is in pitiful situations; due to their deplorable state of operation. In the light of this, major transport service in most Nigerian cities is road based and most carrying units are old and poorly designed, inadequately maintained, dangerously over crowded, undependable and slow. In Nigerian cities, like Lagos, local mini-buses commonly refer to as “Danfos”- (flying coffins) or “Molue”– (moving morgues) are death traps for users that cannot afford a private means of mobility. Is worth mentioning that, the cost of owning a private car remains quite high in spite of the advent of fairly used imported vehicles (Tokunbos) as an alternative to brand new ones. Ogunsanya (2002) and Odufuwa, (2003) observed that the cost of maintaining an household vehicle is favourably competing with other important family expenditure. Indeed, it sometimes gets priority over other household expenses. The greater percentage of the urban poor travel by combining walking over long distance with various unconventional mode of transport. The quality of the travel environment in most Nigerian cities is deplorable. This is because the existing state of transport infrastructure has been grossly mismanaged and is poorly maintained. The slow process of transport planning and management, in the face of rapid urbanization, has resulted in the poor state of most roads; thus, fostering a high incidence of transport externalities (accident, traffic congestion, air, noise and water pollution), deviant driving behaviour among motorists and other road users.

5 XIII

Retour au �� sommaire Studies over the years have shown that condition of urban transportation in

Back to menu Nigeria is in a deplorable state (Filani, 1988; Adeniji, 2000; Ogunsanya, 2003; Ademiluyi and Gbadamosi, 2004; and Odufuwa, 2007). Oyesiku, (2002 and 2004). These scholars affirm that, more than 70% of Nigerian roads are substandard, and badly networked. Travelling on our roads is breath taking and most unpleasurable. This stated condition emanates from combined effects of natural ageing of transport infrastructure, lack of maintenance, wrong use of available transport infrastructure, ineffective implementation and enforcement of traffic rules and regulations. From all indications, there is high level of poverty among urban households in the country. The transport infrastructure and services generally requires a complete overhauling or repair in order to make them physically sound. The situation in Lagos, Jos; Ibadan and a host of others is note worthy. City dwellers affirms the fact that, socio- economic characteristics of the people (income, household size, type), state of the road and transport infrastructure, distance of travel, effectiveness of transport regulations/enforcement significantly contribute to the alarming rate of deviant driving behaviour. Also worth mentioning, are the land use mix factors that affect intra-urban travel. The land use mix factor affects the intra-urban travel behaviour and it has a profound influence on urban transport planning and management in general. It should be noted that, land use mix is the term used to describe the mixture of land uses in the same urban tract. This is however in contrast to the tradition and practice of the urban and regional planning which attempts to separate different land uses in different locations. It is however, obvious that, most Nigerian cities have amorphous and disorganized land use types. Transportation services have continuously becomes unsatisfactory, and in most cases, cities are becoming more and more characterized by urban sprawl to the extent that distances between places of residence and other life-supporting activities such as work, school and shopping centres are increasingly out of walking distance. Available public transport and sometimes private automobiles are often over-crowded, thus conveying more than the expected people based on the standard. Overcrowding, overspreading and reckless overtaking are visible feature of urban transport in Nigeria. This symptomatic of transport poverty, consequential of poor economic circumstances, and is considered to

6 XIII

Retour au lead to accidents, unproductiveness, delay, traffic congestion, fatigue and transport sommaire insecurity which in most cases are criminal in nature. Partly as a consequence of deviant

Back to menu driving behaviour and the increasing volumes of traffic and pedestrians competing for space on the available roads, traffic in most Nigerian cities is often in a chaotic and worrisome state. This is simply because journey times become unnecessarily prolonged, laborious and commuters are often trapped in poorly ventilated and dilapidated vehicles for hours. More pronounced in the cities of Lagos, Ibadan and Ijebu-Ode among others, is the senseless overtaking and driving on the shoulders of the roads to gain undue advantage over other drivers, especially in a traffic hold-ups. Interestingly, notable deviant driving behaviours on Nigerian roads include, changing route without signals, misuse of the horn, over-speeding, overloading, stopping or turning at unauthorized locations of the cities. It is however shocking to note that, despite the various agencies of road transport management agencies ( TRACE, LASTMA, FRSC) available on the roads, the frequency of occurrence of deviant driving practices still persist. Thus, it is not an over statement to affirm that traffic policing is not the ultimate measure of curbing this menace. There is need for proper enlightenment of road users about the contents of the highway code. In other words, the ‘dos’ and ‘don’ts’ in traffic should generally be made known and if possible a daily recitation on the electronic media in the dialects of the regions. As rightly observed by Abane (1994); the level of education of drivers determines their behavioural pattern on the roads. This is partly in consonance with Nigerian scene; but the fact remains that more literates road users are found to exhibit reckless driving pattern in most Nigerian cities (Odufuwa, 2001 and 2006). Also worth mentioning, is the fact that, most drivers lacks the basic driving skill, this can be attributed to the clandestine means of acquiring a driver’s license. Indeed, without following the formal procedure of obtaining the driving license and a formal driving test, it is sad to understand why these persons should be allowed to drive in the cities. Abane, (1994) therefore refers to these categories of drivers as “traffic hazards” who should be removed from the roads. Similarly and relative to Nigerian case, Lartey (1977) classified city drivers into five categories; namely: (i) The bully – one who tries to overtake by forcing other road users out of lane or even off the road;

7 XIII

Retour au (ii) The Jack Rabbit – one who drives in leaps and bounds with sudden stops and sommaire quick starts;

Back to menu (iii) The Bumper-Hagger – one who rides very close to other vehicles. (iv) The light-Jumper – one who always wants to gain advantage over the other road users to the extent of driving through red light; (v) The Speed Demon – one who makes his own laws in speeding and believer he/she is in a race with other drivers. It should however be pointed out that all drivers that falls into the above categories are road hazards that should be severely sanctioned from our roads. Therefore, existing traffic management agencies needs to be over hauled in order to make our road safer. In actual fact, the persistent rate of deviant driving behaviour in Nigerian cities often leads to social, community, health and economic problems such as danger to life/well-being, societal decay and high risk of disability and death. The unguided rate of urbanization, corrupt transport planning measures, poor state of transport infrastructure, illiteracy and deplorable state of the economic has enhanced the occurrence of this social malaise. �� Urbanization is one of the most visible processes of change which has been taking place in the country since the 1950s. It has risen unabated in Nigeria over the years, thus, resulting to deplorable transport and environmental conditions. The situation has led to severe transportation problems, the culminating effects of which are transport externalities, poor health and overcrowding urban centres. There is an urgent need to curb the rapid rate urbanization in the country, while; government transport and developmental policies particularly in the rural areas needs to be retooled to slow down the drift to urban areas. In this regard, integrated rural development and public private participation should be encouraged. Transport infrastructural development and restoration should be a pressing concern of government in order to curtail the transportation or mobility stress experienced in Nigerian cities. This fact is achievable with major investment committed to urban transport infrastructure and services. This however, requires the unfettered will of government in tackling frontally the urban transport poverty plaguing the nation without undue politicking.

8 XIII

Retour au In general, a systematically planned, implemented and evaluated strategy will be sommaire effective to halt this social menace. Policy makers needs to adopt the proposed

Back to menu behavioural analysis method called “DO IT” process (Geller, 2002). This process comprises of four stages, namely; (i) Defining the target behaviour (Define): Transport management interventions could best target behaviour that significantly contributes to the solution of the problems at stake, and aim of behaviour changes that are feasible and acceptable to the public. (ii) Observe how often the behaviour occurs (Observe): An understanding of how frequent the behaviour occurs under natural conditions is required. This according to Steg (2006) reveals which factors may best be targeted to change behaviour and provides a baseline for assessing the effectiveness of the intervention later. (iii) Develop and Implement Interventions (Intervention): Interventions that target important factors enhancing or fostering deviant driving behaviour should be developed and implemented. As earlier mentioned, interventions should aim at changing perceptions and preferences – about transportation or mobility in cities. (iv) Evaluating the Interventions (Test): The effects and side effects of the intervention should be tested. Sequel to this, change agents or transport management agencies can decide whether they need to refine or replace a behaviour change intervention. Based on this ideology, successful interventions should kick-off with a careful diagnosis of the particular behaviour, and end with an evaluation of effects. As different groups may have different reasons for reckless/deviant driving behaviour, interventions may therefore be best tailored to the needs, preferences and circumstances of different vulnerable groups. An improved urban transportation system is of utmost importance in urban development. Thus, short or inadequate supply of transport service requires a comprehensive review. More pertinent, the transport needs of the low-income earners, who constitute the vast majority of urban dwellers, have to be clearly discerned to

9 XIII

engender adequate planning for them. Indeed, most urban transport infrastructure requires Retour au sommaire extensive upgrading. The aim is to improve the travel environment and reduce mobility

Back to menu redevelopment, rehabilitation or refurbishment of transport infrastructure. Also of importance is public enlightenment through transportation education. This involves all the processes that provide for better understanding of the need for eliminating deviant driving behaviour that can negatively affect the general livelihoods of the people and the country at large. The goal of transportation education is to influence people’s attitudes, values, beliefs, skills and behaviour in a way that enables them to take rational and informed decisions on transportation issues as to improve the quality of life both now and in future. It should be noted that, lack of transport education and related traffic knowledge has for long limited the perceptions of people and thus prevented them from fully understanding the essential linkages between people, transportation and developmental goals. However, transport education will enhance driving behaviour of the people and development of more friendly travel environment. Usage of poor transportation services is intricately linked with poverty and it is indeed informed by it; thus, government has a definite role to play in addressing the high inequitable distribution of wealth and resources in the country. Also, the poverty alleviation programmes of government at all levels should be stepped up to reduce the unemployment rate in the country. �� This paper has provided an overview of transport poverty and deviant driving behaviour of motorist in Nigerian cities. Given the complexity of the problems and many factors involved, the paper noted that the unguided rate of rural- urban migration in the country is partly responsible for the deplorable state of transport infrastructure. The paper also juxtaposed the various types of deviant driving behaviour against the factors responsible for the menace. It also reviewed the poor transportation conditions in most Nigerian cities with their attendant repercussions on the lives of the people, and the backlash on the country as a whole. Based on the foregoing experience presented in this paper, we concluded that many factors can and should be addressed with a view to reduce the deviant driving behaviour of motorist and the abysmal transport system and poverty in Nigeria. Hence, the paper emphasised the need for an enduring development plan and rehabilitation of existing transport infrastructure, for improved socio-economic wellbeing, economic vibrancy through a sustained user education policy. 10

�� Abane, A. M. (1994): Driver Behaviour and City Traffic: Empirical Observations from

11 rehabilitation of existing transport infrastructure, for improved socio-economic wellbeing, economic vibrancy through a sustained user education policy.

XIII

Retour au �� sommaire Abane, A. M. (1994): Driver Behaviour and City Traffic: Empirical Observations from

Back to menu Accra, Ghana. Research Review. Vol. 10, Nos. 1 and 2 pp. 1-13. Adeniji, K. (1987): Para-Transit modes in Nigeria: Problems and Prospects. The 11 International Quarterly on Urban Policy 4(4); pp. 339-347. Adeniji, K. (2000): Transport Challenges in Nigeria in the Next Two Decades. Monograph Nigerian Institute of Social and Economic Research (NISER) Transport Studies Unit. Ademiluyi, I and Gbadamosi, K. (2004); Geography of Movement and Mobility Crisis in Nigeria. International Journal of Environment and Development, Vol.7 No.1; pp.22-29 Bascon, W. R. (1955): Urbanization Among the Yorubas. American Journal of Sociology, LX (5) pp. 446-454. Booth, D; Hammaer, L and Lovell, E. (2000). Poverty and Transport: A Report Prepared for the World Bank in Collaboration with DFID. Overseas Development Institute (ODI): London. Cullingworth, B and Nadin, V. (2002): Town and Country Planning in UK, (13th Eds). Routledge, London. De Vasconcellos, E. (2005): Urban Change, Mobility and Transport in Sau Paulo: Three Decades, Three Cities. Transport Policy 12, pp. 91-104. Egunjobi, L. (1999): Our Gasping Cities. An Inaugural Lecture. University of Ibadan, Nigeria.

Egunjobi, L. (2000). Planning the Nigerian Cities for Better Quality of Life. In

Onakomaiya, S.O. and Oyesiku, O.O. Environment, Physical Planning and Development in Nigeria. College Press, Ibadan. Filani, M. (1988): Mobility and Survival: A Nation’s Dilemma. An Inaugural Lecture, University of Ibadan.

Filani, M. O. (2002): Mobility Crisis and the Federal Government’s Mass Transit

12 11 Accra, Ghana. Research Review. Vol. 10, Nos. 1 and 2 pp. 1-13. Adeniji, K. (1987): Para-Transit modes in Nigeria: Problems and Prospects. The International Quarterly on Urban Policy 4(4); pp. 339-347. Adeniji, K. (2000): Transport Challenges in Nigeria in the Next Two Decades. Monograph Nigerian Institute of Social and Economic Research (NISER) Transport Studies Unit. Ademiluyi, I and Gbadamosi, K. (2004); Geography of Movement and Mobility Crisis in Nigeria. International Journal of Environment and Development, Vol.7 No.1; pp.22-29 Bascon, W. R. (1955): Urbanization Among the Yorubas. American Journal of Sociology, LX (5) pp. 446-454. Booth, D; Hammaer, L and Lovell, E. (2000). Poverty and Transport: A Report Prepared for the World Bank in Collaboration with DFID. Overseas Development Institute (ODI): London. Cullingworth, B and Nadin, V. (2002): Town and Country Planning in UK, (13th Eds). Routledge, London. De Vasconcellos, E. (2005): Urban Change, Mobility and Transport in Sau Paulo: Three Decades, Three Cities. Transport Policy 12, pp. 91-104. Egunjobi, L. (1999): Our Gasping Cities. An Inaugural Lecture. University of Ibadan, Nigeria.

Egunjobi, L. (2000). Planning the Nigerian Cities for Better Quality of Life. In

XIII

Filani, M. O. (2002): Mobility Crisis and the Federal Government’s Mass Transit Retour au sommaire Programme” In Onakomaiya, S. O. and Oyesiku, O. O. (eds). Environment,

Back to menu Physical Planning and Development in Nigeria. Olabisi Onabanjo University, Ago –Iwoye Nigeria,pp 37- 51 12 Geller, E. S. (2002): The Challenge of Increasing Proenvironmental Behaviour. In Bechtel, R. B and Churchman, A. Handbook of Environmental Psychology. Wiley, New York, pp. 541-553. Kessides, C. (2006): The Urban Transition in Sub-Sahara African: Implications for Economic Growth and Poverty Reduction. Cities Alliance; Washington, D.C. Steg, L. (2006): Sustainable Transportation: A Psychological Perspective. IATSS Research, Vol. 31; No. 2; pp. 58-66. Salau, A. T. (1992): Urbanization and Spatial Strategies in West African. In Potter, R. and Salau, A. (Eds). Cities and Development in the Third World. Mansell Publishing Ltd, London. pp. 157-171. Salau, A and Onibokun,A. (1990): The Urban Setting in Nigeria. In Onibokun, A (Ed) Urban Housing in Nigeria. Nigerian Instiute of Social and Economic Research Lartey, E. (1977): Traffic in our Cities. Proceedings of the Ghana Academy of Arts and Sciences, XV, pp. 119-123. Mabogunje, A. L. (1968): Urbanization in Nigeria. London, University of London Press, New York Mabogunje, A. L. (2002): Re-constructing the Nigeria city: The New policy on Urban Development and Housing. A keynote address in Amole, D. The city in Nigeria: Perspectives, issues, challenges, strategies. Proceedings of a National conference organized by the Faculty of Environment Design and Management. Obafemi Awolowo University, Ile-Ife, Nigeria, pp.1-9. Odufuwa, B. O. (2003): Transport Poverty and the Role of Urban Governance in Nigeria. African Journal of Social and Policy Studies. Vol. 3 No. 1 and 2. pp. 144-149. Odufuwa, B. O. (2006): Enhancing Mobility of the Elderly in Sub-Saharan African Cities Through Improved Public Transportation. IATSS Research, Vol. 30; No. 1 pp. 60-66.

Odufuwa, B. (2001): Gender Differentiation in travel behaviour of motorcycle riders in

12 Programme” In Onakomaiya, S. O. and Oyesiku, O. O. (eds). Environment, Physical Planning and Development in Nigeria. Olabisi Onabanjo University, Ago –Iwoye Nigeria,pp 37- 51 Geller, E. S. (2002): The Challenge of Increasing Proenvironmental Behaviour. In Bechtel, R. B and Churchman, A. Handbook of Environmental Psychology. Wiley, New York, pp. 541-553. Kessides, C. (2006): The Urban Transition in Sub-Sahara African: Implications for Economic Growth and Poverty Reduction. Cities Alliance; Washington, D.C. Steg, L. (2006): Sustainable Transportation: A Psychological Perspective. IATSS Research, Vol. 31; No. 2; pp. 58-66. Salau, A. T. (1992): Urbanization and Spatial Strategies in West African. In Potter, R. and Salau, A. (Eds). Cities and Development in the Third World. Mansell Publishing Ltd, London. pp. 157-171. Salau, A and Onibokun,A. (1990): The Urban Setting in Nigeria. In Onibokun, A (Ed) Urban Housing in Nigeria. Nigerian Instiute of Social and Economic Research Lartey, E. (1977): Traffic in our Cities. Proceedings of the Ghana Academy of Arts and Sciences, XV, pp. 119-123. Mabogunje, A. L. (1968): Urbanization in Nigeria. London, University of London Press, New York Mabogunje, A. L. (2002): Re-constructing the Nigeria city: The New policy on Urban Development and Housing. A keynote address in Amole, D. The city in Nigeria: Perspectives, issues, challenges, strategies. Proceedings of a National conference organized by the Faculty of Environment Design and Management. Obafemi Awolowo University, Ile-Ife, Nigeria, pp.1-9. Odufuwa, B. O. (2003): Transport Poverty and the Role of Urban Governance in Nigeria. African Journal of Social and Policy Studies. Vol. 3 No. 1 and 2. pp. 144-149. Odufuwa, B. O. (2006): Enhancing Mobility of the Elderly in Sub-Saharan African Cities Through Improved Public Transportation. IATSS Research, Vol. 30; No. 1 pp.

XIII 60-66.

Retour au Odufuwa, B. (2001): Gender Differentiation in travel behaviour of motorcycle riders in sommaire Nigeria Cities. A case study of Ijebu-Ode and Lagos. An Unpublished Long Essay Back of Geography and Regional Planning, Olabisi Onabanjo University, Ogun State, to menu 13 Nigeria. Odufuwa, B. (2007): Towards Sustainable Public Transport for Disabled People in Nigerian Cities. Studies on Home and Community Science, Vol.1, No.2 pp.93- 101 Ogunsanya, A. A. (2003): Transport Policy and Implementation Problems in Nigeria. Mimeo. Ogunsanya, A. (2002): Maker and Breakers of Cities. 59th Inaugural Lecture, University of Ilorin, Nigeria. Okoko, E. (2006): Urban Transportation Planning and Modelling. Millennium Publishers, Akure. Nigeria Osinubi, T.S. (2003): Urban Poverty in Nigeria: A case study of Agege Area of Lagos State Nigeria. Paper presented at the World Institute for Development Economics Research (WDER) conference, Finland.

Oyesiku, O. (2004): Policy Directions in Urban Transportation. In Chikolo, I. Ogunsanya, A. A. and Sumaila, A. G. (Eds). Perspectives on Urban Transportation in Nigeria. NITT. Zaria. pp. 171-202. Oyesiku, O. (2002): From Womb to Tomb, 24th Inaugural Lecture, Olabisi Onabanjo University, Ago-Iwoye, Tuesday, 27th August, 2002. Pacione, M. (2002): Urban Geography: A Global Perspective, London, Routledge. Road Vision (2000): Transport in Nigeria in 2020. Steering Committee, Information Brochure, pp. 4. United Nations (1993): World Urbanization Prospects: The 1992 Revision. New York. World Bank (2002): Cities on the Move: A World Bank Urban Transport Strategy Review. The World Bank, Washington.