Ethiopian Journal of Environmental Studies & Management 8(5): 579 – 592, 2015. ISSN:1998-0507 doi: http://dx.doi.org/10.4314/ejesm.v8i5.11 Submitted: March 25, 2015 Accepted: July 16, 2015

TRAVEL CHARACTERISTICS AND COMMUTING PATTERN AMONG RESIDENTS OF METROPOLIS, : AN ASSESSMENT

IDRISU, I. AND *OSOBA, S.B. School of Management Sciences, National Open University of Nigeria

Abstract Urban travel is not solely on travel alone, but on people’s participation in activities and how this is done. The intra-city trips undertaken during weekdays comprises those which occurred from Monday to Friday which are the official working days while weekends trips comprises those undertaken on Saturdays and Sundays are off their officials duty post. Data were collected .from primary and secondary sources. A survey design was adopted. The study sample consisted of 2,500 households in Lagos metropolis. . The questionnaire was administered in direct proportion to the population size of each of Local Government Areas (LGAs). Systematic sampling technique was used to select every tenth building on the identified streets. In a multi-family dwelling, random sampling was used to select one household. The household head or his/her representative was interviewed on intra-city trip patterns of the household. The data collected were analyzed using simple frequency count. lt is observed that more than 95% of residents depends on the road while relative proportion (less than 5%) of residents depends on other modes (i.e. Rail and Ferry) of transport. Work and business trips characterized the weekdays while social, shopping and recreation trips dominated during the weekends. The distance covered in kilometer for any of the trips (work, business, social, shopping and recreation) averaged 5km radius. Whereas, 35.5% of the respondents used commercial vehicles, 29.5% used private vehicles, while 20.0% used official vehicles. Another 7.8%, 5.2%, 2.0% of the respondents used motorcycle, ferry and rail respectively.. The implication of this situation is the presence of too many vehicular traffic on the roads during the peak periods leading to congestion and loss of valuable man-hours in the Lagos metropolis.. It is therefore recommended that transport planners in Lagos need to develop alternative intra-city transport systems. This can be achieved through a shift to the development of other land transport systems by policy makers.

Key Words: Travel patterns, Intra-city trips, Residents, Policy makers, Lagos

Introduction the day-to-day movements of people. This Spatial interaction in urban setting is because they represent both a function could be of at least two types namely; those and a process (Ayeni, 1979, Axhausen and that involve physical contacts like day-to- Garling, 1992). They are functions as long day movements of people and those that do as they perform the duty of maintaining the not require such contact like telephoning. status quo in the spatial relation of different Particularly important in urban analysis are parts of the city, while they are processes

*Corresponding author: Osoba, S.B. 579 Email: [email protected]

Travel Characteristics and Commuting Pattern among Residents of Lagos ...... IDRISU & OSOBA when changes in their volume, intensity Owen (1987) noted that “mobility has and direction come to determine the pattern become an integral part of education, of growth and organization of the spatial access to sports, and the amount of structure of the city. international trade, travel and investment”. Human movements made possible by Movement patterns within the cities can be transport, provide vital clues to the categorized as being of either short-term or understanding of human spatial behavior in long-term duration. Short-term or daily all cities especially in developing countries movement consists of trips involving such where measures of telecommunication are activities as work, shopping and recreation, not likely to prove of much value, given the whereas long-term or more permanent low level of technology and the generally movement involves changing residence. . poor economic conditions. Transportation Urbanization is the very embodiment of is very vital to urban life because it is an communication. By concentration of wide absolutely necessary means to an end. It variety of creative specialists in a region of allows people to carry out the diverse range limited extent and of high connectivity, of activities that made up daily life. (Filani, cities minimize the need for costly and Osayinmese, 1979, Filani, 1991, Filani, movement of goods and people. This is 1993). For the fact that cities consist of most evident in the central business areas spatially separated, highly specialized land of such large cities as the Lagos metropolis uses such as, food stores, hardware stores, where the chief executives of major firms banks, drug stores, hospitals, libraries, and public agencies have opportunities to schools, post offices and so on, people must face-to-face exchanges. These urbanization travel if they want to obtain necessary benefits are achieved, however, at the price goods and services. of overcrowding, congestion, excess Worldwide, urban travel takes place demands on the natural environment, and when inhabitants of urban centres carry out people to outlying areas. The root of this their different activities in different places dilemma (the need for specialized whether by necessity or by choice. Studies interaction, information, the desire for (Ayeni, 1974; Adeniji, 1981; 1998; Ojo, “elbow now” and amenity) is in part the 1990) have shown that in general, people product of temporal and spatial constraints tend to travel in order to obtain access to a on human behaviour. variety of other people, services and In urban transportation, the movements facilities that are not available at the origins of people as they go about their daily of their journeys. To what extent, how far activities are of great concern (Giuliano, and by what means they travel is a result of 2001). Thus, urban transport studies are a complex interaction of socio-economic, concerned with what people do, as well as political and physical factors (Adeniji, where, how and when they do it and also 1991). The nature and degree of influence what choices and constraints lie behind the of these factors however vary from city to “what”, “where”, “how” and “when” city and even within a given urban centre patterns of behaviour (Barber, 1995; (Hausa and Schwab, 1987, Gordon et al ., Hanson, 1995). In other words, urban 1988, Rimmer, 1986 White 1990; Garling, travel is not solely on travels alone, but on T. and Colledge, R.G, 1994, Bhat and people’s participation in activities and how Koppelman, 1999). this is done.

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Lagos metropolis is being considered as neighborhoods surveyed, random sampling a study area because it has an increasing was used to select the number of identified demand of intra-city travel pattern. .This streets and it was also used to distribute the study assessed travel characteristics and questionnaire among the households in commuting pattern among the urban each of the neighborhoods surveyed. In residents in the Lagos metropolis and to case of multi-family unit, one household enable urban transport policy makers to was interviewed while random sampling understand the trip pattern characteristics of was used to select samples of number of urban residents in the Lagos Metropolis. household buildings in which target respondents reside. Methodology The questionnaire was structured into Both primary and secondary data were two parts, sections A and B. The first part used for this research work. Primary data considered the socio-economic was collected through the use of structured characteristics of the respondents. The questionnaires administered on the urban second part of the questionnaire dealt with metropolitan residents in order to determine the travel and activity pattern of urban their socio economic characteristics, such residents. The information requested as income, occupational status, age, marital covered the details characteristics of the status, household size, travel pattern. household trips for different purposes and Secondary data, was gathered from relevant for different days of the week. The basic literature, and journal articles. The question here included the mode-choice, estimated number of households which was purpose of trip, time spent on the journey 3,232,084 was taken for the population and trip length. All the possible trips were size, in order to determine the sample size, divided into five purposes namely, work, Bruton (1975) and Neuman (1994) shopping, recreation, social, and business recommended sample sizes between 10% trips. In collecting this information on and 1% for population areas of under travel activities, the questionnaire was 50,000 and 1 million respectively. given to urban residents for a week However, Olokesusi (1994), Solanke (Monday– Sunday). Thus, the questionnaire (2004) and Havlicek, (1985) utilized a served as a self-administered travel diary sample size of less than 1% in their studies. and it was later collected after the seven In light of these, a sample size of 0.08% of days of a week. questionnaires was administered while Urban residents were requested to 2,500 questionnaires were returned. In construct their urban trips within the one order to determine the number of week. The choice of a full week was to be households to be sampled in each of the able to cover the totality of trips made by Local Government Areas (LGAs) that people both on weekdays and weekends. constituted Lagos Metropolis, the The reason for giving them the calculated percentage (0.08%) was questionnaire to fill and record their trips multiplied with the estimated number of activities for a week was to collect households in each Local Government Area information from people while it was still (LGAs) fresh in their memory, thus enhancing the One type of sampling method was accuracy of the information. The considered appropriate in the study. This is questionnaire survey covers urban residents the Simple Random method. In each of the on household basis. A household is defined

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Travel Character istics and Commuting Pattern among Residents of Lagos ...... IDRISU & OSOBA as persons living under the same roof and the similarities and variations in departure eating from the same pot. Following the and arrival time, modal split and length of works of Ogunjumo (1986), Oyesiku trips of workers in all the fifteen Local (1990), and Dimitriou (1995), household is Government Areas that constitute Lagos a well-known key decision-making unit for metropolis. From table 1, the residents the general. who are workers in all the fifteen Local Description of residents’ daily travel Government Areas that constitute Lagos characteristics provides considerable metropolis have substantial proportions of insight into the quality of life experienced, work trips peak between 6.01am and the extent of similarities and variations in 6.30am. High proportion of work trips peak their commuting patterns among different period are made in (74%) followed areas within the Lagos metropolis. by Kosofe (73%), Oshodi-Isolo (72%), Eti- Osa (72%), (71%), Mushin Result and Discussion (70%), (70%), (69%), Characteristics of Intra-City Journeys of Ifako-Ijaye (69%), (69%), Amuwo- Residents in Lagos Metropolis Odofin (66%), Ojo (63%), (62%), Following the works of Olayemi Lagos-Island (61%) and Lagos-Mainland (1977), Barber (1995), Hanson (1995) and (60%). Solanke (2004), the four measures of trips This may be because the earlier take-off characteristics chosen are namely, of workers in all the fifteen Local departure time, arrival time, mode of Government areas might not be transport and trip length for each intra-city unconnected with the chaotic traffic journey purposes. Trip purpose analysis is situation in Lagos metropolis and their bid necessary for an in-depth knowledge of the to get to work on time. Similarly, where aggregate patterns of intra-city travel. Such there was low proportion of workers set-out analysis revealed the structure of the between 6.01 and 9am or beyond, we have movement by households and the different workers who are made up of traders and land uses to which certain proportion of the other workers in the informal sector with aggregate journeys are directed. The total no definite time for commencing their daily numbers of trips made in the entire Lagos activities. metropolis during the survey period was The after-work journey, table 1 shows 24,388. With these, trips to work accounted that residents who are workers in all the for 44.3% while those to business activities fifteen Local Government Areas that constituted 33.4%. Thus journeys to work constitute Lagos metropolis account for places and the trips in the area accounting 80% of workers who return home late for more than two thirds of all trips. These between 6.31pm and 9.30pm every two were followed by social activities working day while the remaining 20% (9.6%), shopping activities (7.9%) and account for workers who return home early recreation activities which accounted for between 3.30pm and 6.30pm every about(4,9%). Simple frequency count was working day. From the above, it is very used to analyzed the data collected. clear that the variation in the nature of Work Trip residents’ job, especially with those who Table 1 shows the characteristics of work in the private sector makes it intra-city work trips in Lagos metropolis. In imperative for them to arrive home late examining the table, the emphasis was on while those who work in the public sector

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(especially civil servants) return home industries to the workers in the Lagos earlier. metropolis. From the table, it is generally observed Business Trip that the reason for returning home late by Table..2 shows the characteristics of the residents may be as a result of the delay intra-city business trips in Lagos necessitated by the chaotic traffic situation metropolis. From the table, the emphasis in Lagos metropolis. was on the similarities and variations in The modal split for work trips, in order departure and arrival time, modal split and of importance, across the Lagos metropolis length of trips of workers in different urban are: commercial vehicles, private vehicles, centres of Lagos metropolis. From the official vehicles, motorcycles, Rail and table.2, in the same manner, the highest Ferry. Table 1 below shows that the highest proportion of workers in all the fifteen proportion (between 32% and 61%) of Local Government Areas of Lagos workers in all fifteen Local Government metropolis make their trips in the peak Areas that constitute Lagos metropolis period between 6.01am and 6.30am of made use of commercial vehicles, followed every working day and such workers are in by private vehicles (between 17% and the Local Government Area such as 36%) of workers; official vehicles (between Somolu with the higest proportion (78%), 13% and 26%); motorcycles (between 1% followed by Oshodi-Isolo (75%), Mushin and 19%) of workers while the Rail and (73%), Ifako-Ijaye (73%), Surulere (71%) Ferry have the lowest proportion of Alimosho (71%) Kosofe (71%) Lagos- (between 1% and 3%) of workers and Island (70%), Eti-Osa (70%), Lagos Main (between 0 and 2%) of workers Land (69%), Amuwo-Odofin (69%), Agege respectively. (69%), Apapa (69%), Ojo (65%) and Ikeja The distance in kilometer from the table (64%). above shows that there was variation in the This could be attributed to the fact that distance workers had to travel before residents in the business category in Lagos getting to their various places of work in all metropolis leave home early as a result of the fifteen Local Government Areas that the delays usually encountered on their way constitute Lagos metropolis. Over 60% of due to traffic congestion. The relative workers who travel over a distance of proportion of residents within the business between 15.1 and 30km to work are in the category that set-out between 7.01 and 9am Local Government Areas such as Agege, or later could be explained by the proximity Ojo, Amuwo-Odofin, Alimosho, Kosofe, of their business activities to their homes. Ifako-Ijaye, Oshodi-Isolo, Somolu, Mushin, In the same manner, like work trips, Surulere while the remaining proportion business trips show that 80% of residents declines gradually with decreasing distance who engage in business activities arrive (between 5 and 15km) from home. The home late between 6.31pm and 9.30 pm or workers in these categories were those in thereafter on every while the the local government areas such as Apapa, remaining 20% belongs to those who Eti-Osa, Ikeja, Lagos-Island, and Lagos return home earlier between 4.31pm and Mainland. 6.30pm on every business day. The above can be explained by the The above could be attributed to the proximity of the commercial centres and type of business activities being engaged in by the residents. The study further shows

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Travel Characteristics and Commuting Pattern among Residents of Lagos ...... IDRISU & OSOBA that those who arrive home late must have However, the table reveals that 80% of the done so as a result of traffic hold up which residents in each of the Local Government occur on daily basis in every part of Lagos Areas engage in social trips between 8am metropolis. and 12noon and 12.01pm to 5pm while the The modal split for business activities remaining 20% of residents in each of the in the Lagos metropolis reveals the use of fifteen Local Governments Areas made Commercial vehicles, private vehicles, their social trips between 5pm and late in motorcycles, rail and ferry in the order of the day. importance in the various urban centres. The after-social trip journey shows that The study further shows that commercial low proportion (less than 25%) returns vehicles and private vehicles carry home earlier than 5.01pm every day in each substantial proportion of over 80% or of the fifteen local Government areas while residents who engage in business activities the largest proportion (over 70%) returns in each of the fifteen Local Government home later between 5.01pm and late in the areas that constitute the Lagos metropolis. night from their social trips. The distance in Kilometer for business The modal split for social travel is trips reveals that 70% of residents who similar to other journey purposes with use engage in business activities in each of the of commercial vehicles, private vehicles, fifteen Local Government Areas that motorcycles, Rail and Ferry in order of constitute Lagos metropolis do not travel importance in the various urban centres of over a long distance, like the case of work Lagos metropolis. In the same manner, the trips, whose travel distance is between 5 study reveals that commercial and private and 20 km. The remaining 30% of residents vehicles carry substantial proportion (over who engage in business activities do travel 80%) of residents who engage in social a long distance, between 20.1 to 30 km or trips while the remaining low proportion beyond. (20%) of residents who engage in social As observed in tables 1 and .2, work trips make use of other modes (motorcycle, and business trips dominate the weekday Rail, and Ferry) in each of the fifteen Local travels. However, their characteristics Government Areas. show that work and business trips have The distance in kilometers of social their peak periods between 6.01am and trips reveals that residents in each of the 6.30am, unlike other trips. These findings fifteen Local Government Areas engage in confirm the remarks made by Olayemi social travels at different distances each (1977) and Bawa-Allah (2006) that Lagos day. However, as shown in table.3, high metropolis is where both work and business proportion (over 75%) of residents travels journeys have their peak between 6.01 and between 5 and 20km each day while the 6.30am. remaining low proportion (less than 25%) Social Trip of residents travels between 20.1 and 30km On the other hand, in comparison with everyday in each of the fifteen Local other trips earlier discussed, (that is the Government Areas of Lagos metropolis. work and business trips), the table.3 for Shopping Trip social trip shows that the residents in each The table.4 reveals that shopping of the fifteen Local Government Areas that activities occur throughout the day in all constitute the Lagos metropolis engage in urban centres while the residents engage in social travels at different times of the day. this trip at earlier period of the day.

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However, the study shows that substantial Recreation Trip proportion (of over 80%) of residents The analysis of recreation trips engage in shopping trips between 12noon characteristics reveals that like shopping and 4pm in each of the fifteen local trips, there is a level of uniformity in the Government areas while the remaining low departure time for this journey purpose in proportion (less than 20%) of residents each of the fifteen local Government areas. engage in shopping travels between 4.01pm However, the study shows that higher and beyond everyday in each of the fifteen proportion (over 60%) of residents engage Local Government Areas of Lagos early in recreational trips between 11am metropolis. Conversely, the residents’ and 4pm each day while the relative return journey from shopping is at later in proportion (less than 30%) of residents the day and this has high proportion (over engage in recreational trips late between 60%) of residents that engage in shopping 4.01 and later in the day in each of the activities while the remaining (less than fifteen Local Government Areas of Lagos 20%) of residents that engage in shopping metropolis. The return journey of activities return home earlier in each of the recreational trips shows that 80% of fifteen local Government areas. residents who engage in recreation In the same manner, table..4 reveals activities travel home late between 4.01 and that the modal split for shopping journeys late in the day while the relative proportion is not different from other journey purposes of 20% of residents who engage in with the use of commercial vehicles, recreation trips returns home early in the private vehicles, official vehicles, day in each of the fifteen Local motorcycles, Rail and Ferry in order of Government Areas. importance in each of the fifteen local The study reveals that the modal split Government areas. The study reveals that for recreational trips is not different from commercial and private vehicles carry other journey purposes with the use of substantial proportion (over 70%) of commercial vehicles, private vehicles, residents who engage in shopping trips official vehicles, motorcycles, Rail and while the remaining low proportion (less Ferry. The table.5 shows that higher than 30%) of residents who engage in proportion (over 75%) of residents make shopping travels in each of the fifteen use of commercial and private vehicles for Local Government Areas is carried by rail recreational trips while relatively and ferry. proportion (less than 25%) of residents The distance in kilometers of shopping make use of official vehicles, motorcycles, travels in each of the fifteen local Rail and Ferry in each of the Local Government areas shows the desire of the Government Areas that constitute Lagos substantial proportion (over 70%) of metropolis. residents to do shopping activities within Table 5 shows that recreation trips take 15km radius of their residences while the place at varying distances from homes in remaining low proportion (less than 30%) each of the local Government areas. of residents who desire to do shopping However, the study reveals that substantial activities extend their travels beyond the proportion (over 70%) of residents travel a 20km radius. distance of less than 15 kilometer radius of

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Travel Characteristics and Commuting Pattern among Residents of Lagos ...... IDRISU & OSOBA their residences while relatively proportion in each of the fifteen Local Government (less than 30%) of residents engage in Areas in Lagos metropolis. The distance in recreational trips of distances of over kilometers travelled by residents depends 20kilometers radius of their residences in on the proximity of the area to their various each of the fifteen local Government areas journeys purpose within the Lagos that constitute Lagos metropolis. metropolis. The distance in kilometers for residents that make work and business trip. Conclusion . The implication of this situation is the Generally, the study reveals detailed presence of too many vehicular traffic on characteristics of each of the trip types on the roads during the peak periods leading to the basis of four features, namely: congestion and loss of valuable man-hours departure time, arrival time, model of travel in the Lagos metropolis. It is therefore and distance in kilometers. The regular recommended that transport planners in patterns of journeys for work and business Lagos need to develop alternative intra-city have similar opening and closing hours. transport systems. This can be achieved The study shows that 6.01am – 6.30am and through a shift to the development of other 6.31pm -8.30pm constitute the morning and land transport systems by policy makers. afternoon peak periods respectively for the work and business trips in each of the References fifteen Local Government areas that Adeniji, K. (1991). Urban Mobility constitute the Lagos metropolis. Crisis, where do we go from here? However, the regular pattern of Paper delivered at Ogun State Public journeys for shopping, and recreational Service Forum Gateway Hotel, trips reveals a different pattern of trips. Abeokuta . The study shows that the residents travel Axhausen, K.W. and Garling, T. (1992). for shopping and recreational activities Activity Based Approach to Travel before 12noon and return later after 5pm Analysis Conceptual Framework, every day while the residents depart for Models and Research Problem social activities at 8am and return home Transport Reviews, 12(4): 323-341. later after 5pm every day. Ayeni, B. (1979). Concepts and Techniques In the area of the modal split, the study in Urban Analysis Croom Helm Ltd, reveals that the majority of residents in London. each of the fifteen local Government areas Bhat, C.B. and Koppelman, F.S. (1999). A make use of similar modes of transport retrospective and prospective survey which are commercial vehicles, private of time use research. Transportation , vehicles, official vehicles, motorcycles, rail 26: 119-139. and ferry to their various trip purposes. Bruton, M.J. (1975). Introduction to However, it is observed that more than 95% Transport Planning Hutchinson, of residents depend on the road while London. relative proportion (less than 5%) of Dimitriou, H.T. (1995). A Development residents depends on other modes (i.e. Rail Approach to Urban Transport and Ferry) of transport. . Planning: An Indominian Illustration, The study reveals that there is variation Avebury, Ashgate Publishing in distance in kilometers travelled by Limited. residents to the various journeys of purpose

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Table 1: Characteristics of Intra-City Work Trips in Lagos Metropolis

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Table 2 Characteristics of Intra-City Business Trips in Lagos Metropolis

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Table 3 Characteristics of Intra-City Social Trips in Lagos Metropolis

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Table 4: Characteristics of Intra-City Shopping Trips in Lagos Metropolis

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Table 5: Characteristics of Intra-City Recreation Trips in Lagos Metropolis

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