THE IMPACT OF TRAFFIC CONGESTION ON LAGOS – IBADAN ROAD

(A CASE STUDY OF LAGOS END, TOLL GATE, LAGOS STATE)

ADEKANMBI, SEUN TIMOTHY

(MATRIC NO: 103921)

A PROJECT SUBMITTED TO THE:

DEPARTMENT OF TRANSPORT MANAGEMENT,

FACULTY OF MANAGEMENT SCIENCES,

LADOKE AKINTOLA UNIVERSITY OF TECHNOLOGY

OGBOMOSO, OYO STATE, NIGERIA

IN PARTIAL FULFILMENT OF THE REQUIREMENTS

FOR THE AWARD OF BACHELOR OF TECHNOLOGY (B. TECH)

FEBRUARY, 2015.

CERTIFICATION

This is to certify that Adekanmbi Seun Timothy, carried out this research work under my

supervision.

……………………… ………………

Dr. A.J ADERAMO Date

SUPERVISOR

……………………… ……………...

Dr. C. A WOJUADE Date

HEAD OF DEPARTMENT

DEDICATION

This research work is dedicated to Almighty God, my parents, Aderayo Okafor, Kingsley

Okafor, Adekanmbi Adetoun, Adekanmbi, Abosede, Rabiu Taye, Ayodeji Akiode and

Adekanmbi Adepeju.

ACKNOWLEDGEMENT

I hereby acknowledge God Almighty for His sufficient grace in making this

research possible. I also use this medium to acknowledge my supervisor Dr. A. J

Aderamo who took the pain to put me through this work even when he is so busy and for

his patience and Mr Ogundele Victor. Also, to my Head of Department, DR. C.A

Wojuade for his patience and care while doing the research. And all my lecturers and

staffs in the department for always been ready to put us through in various ways. I also

acknowledge the authors of the journals, articles that I have consulted in the course of my

research. Also, to my friends helped me through the research work and cross checking.

Thanks to you all for making this research a success.

ABSTRACT

Lagos State being a commercial centre of Nigeria and West Africa is faced with

the challenge of rapid development and its associated traffic congestion. Traffic

congestion brings about economic loss due to delayed travel times, air pollution and

accidents. Thus, this study will evaluate the impact of traffic congestion on Lagos-Ibadan

road with a view of proffering recommendation that will enhance best traffic

management in order to aid perfect movement system.

However, the study examines traffic management problem resulting from traffic

congestion in study area, evaluates the opinion of stakeholders (commuters, operators,

and private owners) in transport sector such as traffic situation and management problem

in study area and examines time of the day and day of the week in which congestion is

very heavy

Furthermore, questionnaires were systematically administered to respondents

(commuters, commercial operators, private car owner). Findings from the research work

revealed that most vehicles that ply the study area are cars; also most of the vehicles used

for personal services, travelling buses and trucks. Findings also revealed that impatience

is the major cause of traffic congestion, while the major effect of traffic congestion in the

study area is delay time. 8am – 6pm and 4pm – 6pm are the time of the day in which

congestion is most prominent and most time spent in traffic congestion is within 30mins

– 1hr. However, findings accept the hypothesis that there is no significant relationship

between cause of traffic congestion and traffic control measure on Toll Gate road, Ikeja,

Lagos. The regression result shows that traffic control measure as an independent

variable is significant at 5% significant level with t-value = 41.75, F(1,138) = 1742.13

and the R2=.927 which shows that there is a strog relationship between the cause of

traffic congestion and traffic control measure. Thus, R = .963 which implies that there is

96% significant level between traffic control measure and cause of traffic congestion.

Conclusively, findings from the research revealed that the law enforcement agents

are available at the study area, but there is still congestion. This implies that the law

enforcement agents are not effective as revealed by the research according to the

respondent’s response. However, the recommendation discussed should be strictly adhere

to in order to aid perfect traffic movement system in the study area.

TABLE OF CONTENT

PAGE

TITLE PAGE

CERTIFICATION ii

DEDICATION iii

ACKNOWLEDGEMENTS iv

ABSTRACT v

TABLE OF CONTENTS vi

CHAPTER ONE: INTRODUCTION

1.1. Background to the study 1

1.2. Statement of Problem 3

1.3. Research Questions 5

1.4. Aim and Objectives of the Research 5

1.5. Research Hypotheses 6

1.6. Scope of the Study 6

1.7. Limitation of the Study 6

1.8. Definition of Terms 6

CHAPTER TWO: LITERATURE REVIEW

2.1. Literature Review 8

2.2. Conceptual Framework 18

CHAPTER THREE: METHODLOGY

3.1. Study Area 23

3.2. Source of Data

24

3.2.1 Primary Source of Data 24

3.2.2 Secondary Source of Data 24

3.3. Sampling Design and Procedure 24

3.4. Data Collection Instrument 25

3.5. Administration of Data Collection Instrument 25

3.6. Method of Data Presentation and Analysis 25

3.7. Data Specification 25

CHAPTER FOUR: DATA PRESENTATION AND ANALYSIS

4.1. Presentation of Data 27

4.2. Socio-economic characteristics of the respondents 27

4.3. Problem resulting from traffic congestion 35

4.4. Opinion of Stakeholders on traffic situation 37

4.5. Time of the day and day of the week congestion is most prominent 42

4.6 Traffic control measure 44

4.7 Test of Hypotheses 47

CHAPTER FIVE: SUMMARY, CONCLUSION AND RECOMMENDATION

5.1. Summary 50

5.2. Conclusion 51

5.3. Recommendation 51

REFERENCES

APPENDIX

CHAPTER ONE

INTRODUCTION

1.1 Background to the Study

Transportation and property are important in physical and economic development

of towns and cities all over the world. Property and land values tend to increase in areas

with expanding transportation networks, and increase less rapidly in areas without such

improvements. Rapid and continued rise in housing and land prices are expected in cities

with transportation improvements and rapid economic and population growth (Goldberg,

1970). Man, nations, regions and the world would be severely limited in development

without transportation, which is a key factor for physical and economic growth (Oyesiku,

2002). Transportation systems and land use are interdependent. Indeed findings of earlier

studies indicate compelling and consistent connections amongst them (Ewing and

Cervero, 2001; Polzin, 2004). According to Bailey, Mokhtarian and Littlel (2008),

transportation route is part of distinct development pattern or road network and mostly

described by regular street patterns as an indispensable factor of human existence,

development and civilization. The route network coupled with increased transport

investment result in changed levels of accessibility reflected through Cost Benefit

Analysis, savings in travel time and other benefits. These benefits are noticeable in

increased catchment areas for services and facilities like shops, schools, offices, banks

and leisure activities.

Road networks are observed in terms of its components of accessibility,

connectivity, traffic density, level of service, compactness and density of particular roads.

Level of service is a measure by which the quality of service on transportation devices or

infrastructure is determined and it is a holistic approach considering several factors

regarded as measures of traffic density and congestion rather than overall speed of the

journey (Mannering, Walter and Scott, 2004).

Access to major roads provides relative advantages consequent upon which

commercial users locate to enjoy the advantages. Modern businesses, industries, trades

and general activities depend on transport and transport infrastructure, with movement of

goods and services from place to place becoming vital and inseparable aspects of global

and urban economic survival. Developments of various transportation modes have

become pivotal to physical and economic developments. Such modes include human

porterage, railways, ropeways and cableways, pipelines, inland waterways, sea, air and

roads (Said and Shah, 2008). According to Oyesiku (2002), urbanization in Nigeria has a

long history in its growth and development. Extensive development being a feature of the

19th and 20th centuries, with concentration of economic and administrative decision-

making in Lagos, Ibadan, Kaduna, Jos and Enugu, and high degree of specialization and

larger population associated with greater specialization of goods and services. Wyatt

(1997) states that urban areas have tendency to develop at nodal points in transport

network and places with good road network will possess relative advantage over

locations having poor network. Urban locations with such relative advantage are found

where different transport routes converge with high degree of compactness, connectivity,

density, length and accessibility exhibited within the intra-and inter-urban road networks.

Lagos-Ibadan road starts at Oworonsoki in Lagos and ends at Ojoo in Ibadan.

Lagos and Ibadan are typical examples in the history of growth and development of cities

in Nigeria. Commercial activities like banking, retail/wholesale businesses and

professional services congregated to take advantage of nearness to seat of governance.

Concentration of activities attracted consumers and ancillary service providers. This

partly caused increase in demand for commercial space and its concomitant effects on

commercial property values along arterial roads in the metropolis.

The present position concerning commercial properties in Lagos and Ibadan is

that majority are located along arterial roads that deliver much of the vehicular and

pedestrian movements. There have been increases in rental values along the individual

arterial roads although not at equal rates. It is against this background that this research

analyzed the arterial roads, determined the levels of accessibility, connectivity, traffic

density of the individual arterial roads, examined the pattern of commercial property

values, the relationship between the explanatory variables of the road network and the

impact of traffic congestion on Lagos-Ibadan road, Nigeria.

1.2 Statement of the problem

Transport is very crucial for the movement of goods and people which marks the

backbone of the economy and sustainable development. Traffic management is very

crucial for the efficient movement of goods and people especially in the urban areas. The

movement of people and goods in a city referred to as traffic flow, is the joint

consequences of land activity. There is a direct interaction between the type and intensity

of land use and transportation facilities provided. According to Brierley (1962), traffic

congestion is like a disease which if not treated will bring death to the heart of the city.

Traffic congestion may be defined as the situation that arises when road network

are no longer capable of accommodation the volume of traffic on them (Bayliss 1977).

The situation is usually caused by rapid growth in motorization with less than

corresponding improvement in the road network and related facilities, the poor structural

pattern of road especially in the traditional area of cities and the unplanned growth and

haphazard land use distribution (Kombs 1988).

The bottom line of the problem facing road traffic congestion is that the volume

of traffic is too close to the maximum capacity of a road or network. Congestion in Lagos

State is worse than many, perhaps most, other States in Nigeria. More important, it is

getting worse, year by year. However, Ibadan is the second to the largest city in the

world. Current official forecasts imply that congestion will be substantially worse by the

end of this decade, even on the very favourable assumption that all current Government

projects and policies are implemented in full, successfully, and to time. This is because

road traffic is growing faster than road capacity. This is not a temporary problem; it will

continue to be the case, in the absence of measures to reduce traffic because it is

infeasible to match a road programme to unrestricted trends in traffic growth. It gets

serious by people being brought into city on large roads or motorways. These roads then

link up with smaller, older, narrower roads in the city centre. This causes a bottleneck and

congestion.

A good proportion of this could alternatively be secured by an appropriate

package of alternative measures: priority lanes and signalling; switching to other modes

including freight to rail and passenger movements to public transport, walking and

cycling; ‘soft’ policies to encourage reduced travel by car; land-use patterns which reduce

unnecessary travel; and associated measures to prevent benefits from being eroded by

induced travel. The combined effects of road charging and a supportive set of

complementary measures represent the best that could be reasonably achieved in the short

to medium run. This could reduce congestion costs (as distinct from slowing down their

increase) by 40%-50%.

Various cities in Nigeria have tried to manage this problem by introducing traffic

management schemes. These schemes may include: park and ride schemes, cycle lanes,

congestion charging schemes, car-pooling to encourage people to share cars, and low

Emission Zones. Local councils have also tried to make the roads in urban areas safer by

introducing traffic calming, pedestrian zones, vehicle-exclusion zones and permit-only

parking schemes.

1.3 Research Questions

The foregoing has elicited a number of questions in terms of the impact of traffic

congestion on Lagos-Ibadan road in Nigeria to which answers are to be proffered. Some

pertinent questions to enable the study attain its stated objectives are as follows:

What time and days of the week in which congestion is most prominent?

What are the factors responsible for traffic congestion in the study area?

What are the solutions to the problems of traffic congestion in the study area?

1.4 Aim and Objectives of the Research

The primary objective of this study is to analyze the impact of traffic congestion

on Lagos-Ibadan express road, focus on the ways to reducing the traffic congestion and

the cost of the traffic congestion while the specific objectives are;

• To examine time and days of the week in which congestion is most prominent.

• To analyze the factors responsible for traffic congestion in the study area.

• To examine the solutions to the problems of traffic congestion in the study area.

1.5 Research hypotheses

The hypothesis to be tested is stated thus:

H0: There is no significant relationship between cause of traffic congestion and traffic

control measure.

1.6 Scope of the study

The scope of this is traffic congestion on Lagos-Ibadan road, looking at the

implication on the environment. Concentration was made at Toll Gate.

1.7 Limitation of the study

The researcher faced some limitation during the course of this research. It was

difficult to locate the right office to get information, and also commuters, operators, and

private car owners were not willing to supply the needed information due to the

confidentiality and sensitivity of the data. It took a strenuous time to obtain genuine

information. Thus research work have to source for the available data.

1.8 Definition of Terms

Commuter- Person who regularly travel from one place to another.

Congestion- An excess of traffic, the act of gathering into heap or mass.

LASTMA- Lagos State Traffic Management Authority.

MOT- Ministry Of Transportation.

Pedestrian- Someone walking instead of using vehicle.

Population- The people living within a political or geographical boundary.

Porterage- The transportation of goods by a porter.

Railway- A track consisting of parallel rails, over which wheeled vehicles such as trains

may travel.

Road transport- Transportation of goods, people and services by road from the point of

origin to destination.

Signalling- The use of signals in communications, especially the sending in

telecommunications.

Traffic- It is the flow of spatial phenomenon.

Traffic congestion- Condition on road networks that occurs as use increase and

characterized by slower speeds, longer trip time, increase vehicular queuing.

Transportation- The act of transporting, or the state of being transported; conveyance,

often of people, goods etc.

Vehicle- A device for carrying or transporting substances, objects or individual.

CHAPTER TWO

LITERATURE REVIEW AND CONCEPTUAL FRAMEWORK

2.1 Literature Review

Traffic Congestion

Traffic Congestion, one of the acclaimed indicators of a city socio-economic

vibrancy, has continually challenged the efforts of city and transport planners alike on our

highways, in terms of longer travel time and delays over time and space. It has equally

created and artificial barrier to a cost effective flow of goods and persons along our

highways.

European Conference of Ministers of Transport ECMT, (2007) definition of

traffic congestion “Congestion is the impedance vehicles impose on each other, due to the

speed-flow relationship, in conditions where the use of a transport system approaches

capacity. Congestion is essentially a relative phenomenon that is linked to the difference

between the roadway system performance that users expect and how the system actually

performs. Congestion is a situation in which demand for road space exceeds supply.

(Popoola, 2013)Congestion takes on many faces, occurs in many different contexts and is

caused by many different processes. Because of this, there is no single best approach to

managing congestion – and the report is therefore not prescriptive about specific

congestion management measures. However, there are many things congestion

management policies should take into account if they are to achieve the goals they set

themselves. Based on Abiola, (2013) research on causes of traffic congestion on highway

in Nigeria, he highlighted the problems of intra-urban traffic in Lagos. The study found

that 57% of commuters and motorists spend between 30 to 60 minutes on the road due to

traffic congestion. He also found that the worst traffic congestion occurred on Mondays.

He further stated the causes of traffic congestion in Lagos to include the following:

Presence of pot holes/bad road, trading activities, illegal parking, loading and discharging

of passengers, illegal bus stops, flooding/poor drainage, vehicle breakdown, narrow road

sections, religious activities, high volume of traffic, lack of parking space and lack of

traffic light at some road intersections, lack of proper traffic impact study of

development.

According to Knoflacher (2006), cities in the third world countries face traffic congestion

which is mainly caused by the following factors:

The urban set-up is not compatible with the traffic demands, the rate of car usage is high

rather than using a car at some point, and then one has to walk or use public transport,

little budget is put on car maintenance by owners resulting in slow moving vehicles due

to inefficiency, inadequate traffic management measures, flouting of traffic rules by

motorists, inadequate public transport, negative Effect of Traffic Congestion.

According to Wikipedia,

Wasting time of motorists and passengers (“opportunity cost”). As a non-productive

activity for most people, congestion reduces regional economic health, delays, which may

result in late arrival for employment, meetings, and education, resulting in lost business,

disciplinary action or other personal losses, inability to forecast travel time accurately,

leading to drivers allocating more time to travel “just in case”, and less time on

productive activities, wasted fuel increasing air pollution and carbon dioxide emission

owing to increased idling, acceleration and braking, wear and tear on vehicles as a result

of idling in traffic and frequent acceleration and braking, leading to more frequent repairs

and replacement, stressed and frustrated motorists, encouraging road rage and reduced

health of motorists, spillover effect from congested main arteries to secondary roads and

side streets as alternative routes are attempted (‘rat running’), which may affect

neighborhood amenity and real estate prices, higher chance of collision due to tight

spacing and constant stopping-and-going.

(Wikipedia)

The main Challenges are traffic congestion, pollution and road accident.

Newman and Jeffrey (1999), highlights the negative effects of urban traffic as it

contributes to accidents, noise and air pollution as well as traffic congestion on the roads.

Traffic also contributes to global warming through the gases which are emitted. Expertise

argues that poor planning of transportation system in Nigeria has led to over dependence

in motor vehicles resulting in too many vehicles with its accompanied problems including

traffic congestion.

Olaogbebikan (2013)examined the traffic management problem resulting from

traffic congestion in the on Alaba International Market Road, Ojo, Lagos State Nigeria. It

also evaluates the opinion of the stakeholders in the transport sector such as the

commuters, transport operators and private car owners on the traffic situations and

management problems in the study area.

Popoola, Abiola, Adeniji (2013) says traffic congestion has continually

challenging the effort of city and transport planners alike on our highways, in terms of

longer travel time and delays over time and space. It has equally created an artificial

barrier to a cost effective flow of goods and persons along our high ways linking major

towns together. They examined the road user perception to causes effects and remedies to

traffic congestion on highway in Nigeria, with mowe/ibafo along Lagos-ibadan

expressway our case study area.

The highway traffic conditions across highways in Nigeria are in a grim situation

caused by daily congestion and daily accidents. They believed that highway systems are

used for daily commuting, transportation of goods and interstate travels. They provide

solutions to problems or at least ways to alleviate the magnitude of their occurences.

According to (Mudzengeree, 2013), some of the recommendations for sustainable urban

traffic management include; Improve the design of road networks and make the streets

smooth and wide, improved pedestrian and cycling network designs which are cost

effective, parking management solutions, enforce public transport policies, road accident

detention and prevention, designing clear, safe and frequent crossing points, proper and

clear road signals and working traffic lights, use of rounder about to reduce traffic jams

and collision at intersections.

Aworemi (2009) suggested the following congestion reduction strategy: Enhanced

Transport Coordination: the various modes of public transport including intermediate

public transport have to work in tandem. They should complement rather than involve

themselves in cutthroat competition. Therefore, there is an urgent need for a

transportation system that is seamlessly integrated across all modes in Lagos state. Since

the ultimate objective is to provide an adequate and efficient transport system, there is a

need to have a coordinating authority with the assigned role of coordinating the

operations of various modes. This coordinating authority may be appointed by the state or

federal government and may have representatives from various stakeholders such as

private taxi operators, bus operators, railways and the government. The key objective

should be to attain the integration of different modes of transport to improve the

efficiency of service delivery and comfort for commuters, which in turn can dissuade the

private car owners from using their vehicles and thereby reducing the number of cars on

the roads that eventually lead to congestion reduction.

Road Capacity Expansion: road widening is often advocated as ways to reduce

traffic congestion. However, it tends to be expensive and may provide only modest

congestion reduction benefits at the long run, since a significant portion of added capacity

is often filled with induced peak period vehicle traffic. A large amount of additional

capacity would be needed to reduce urban traffic congestion. Roadway capacity

expansion provides only slight reductions in urban traffic congestion.

Transport System Management: Transportation system management (TSM) is a term

used to describe a wide range of measures and techniques that attempt to both maximize

the capacity of the street system and reduce the demand on it.

Some traffic management techniques that can be used to combat traffic congestion are

listed below:

Junction improvement, grade separation using bridges (or tunnels) freeing movements

from having to stop for other crossing movement, reversible lanes, where certain sections

of highway operate in the opposite direction on different times of the day or days of the

week, to match asymmetric demand. This may be controlled by variable message signs or

by movable physical separation, preferential treatment for High Occupancy Vehicle

(HOV), i.e. Bus lanes e.g. Bus Rapid Transit (BRT), separate lanes for specific user

groups ( usually with the goal of higher people throughout with fewer vehicles), traffic

calming measures such as traffic bumps etc, improved traffic signs/lane marking, etc,

supply and demand: congestion can be reduced by either increasing road capacity

(supply) or by reducing traffic (demand). Capacity can be increased in a number of ways,

but needs to take account of latent demand otherwise it may be used more strongly than

anticipated. Increased supply can include, adding more capacity over the whole of a route

or a bottlenecks, creating new routes, and traffic management improvement. Reduction of

demand can include, parking restriction, park and ride, reduction of road capacity,

congestion pricing, road space rationing, and incentives to use public transport,

telecommuting, and online shopping.

Business Cost of Traffic Congestion

There is evidence that business views traffic congestion as causing a serious problem.

The belief is that it causes a significant cost imposition. A survey from the United

Kingdom found that traffic congestion was perceived as the most important factor likely

to affect costs and service in the next three years (Fernie, and Marchant, 2000).A large

number of transport economics studies focus on the time component of commuting costs

(Smalland Verhoef, 2007). Estimates of the time component of commuting costs vary by

a large margin, but studies tend to find that the value of travel time is 20% to 100% of the

hourly (gross) wage (Small, 1992). De Borgerand Fosgerau (2008) find strong reference-

point effects in stated preference data and suggest a way to correct for this effect.

Revealed preference studies tend to find substantially higher values than stated

preference studies. Although the time component is an important part of the commuting

costs, the other components are not negligible, and may therefore not be ignored (Cogan,

1981).For commuters, the monetary costs are thought to be about 30% to 40% of the time

costs (e.g., Fujita, 1989; Small, 1992). Furthermore, workers may vary the speed of their

commute through their choice of travel mode, so the share of the time costs as part of the

total commuting costs is endogenously determined. As a consequence, information on the

costs of the time component is not necessarily informative about the total commuting

costs.

For all travel modes except car use, the marginal monetary costs are easy to

determine. For non-motorized transport (bicycling, walking), the marginal monetary costs

are (close to) zero; for public transport (train, bus, metro), the marginal monetary costs

can be derived from the price paid for the ticket. For car users, however, who are the

majority of commuters, the marginal monetary costs associated with commuting are not

so straightforward to determine. These costs of car use comprise not only the variable

costs of car use (fuel, depreciation of the car due to its use), but also costs that are related

to the ownership of the car (interest, insurance, etc). The latter cost component is

frequently treated as fixed, and it is therefore assumed not to affect workers' marginal

costs of travel. This may be argued to be a relevant assumption in the United States,

where car availability is high and almost all workers commute by car. Outside the United

States, the proportion of workers who commute by car is much smaller. For example in

the Netherlands, approximately 50% of workers commute by car. Car ownership

decisions will frequently depend on the length of the commuting distance, which

constitutes about one third of a car's mileage (DeJong, 1990). Consequently, even though

treating car ownership costs as fixed may make sense with respect to some travel

decisions, these costs are clearly not fixed with respect to commuting. Workers’ marginal

commuting costs can be derived in various ways. One method, familiar to labour

economists, is to use the tradeoff between wages and the length of the commute, using

hedonic wage models, as developed by Rosen (1986). But such a method has a number of

disadvantages, as it relies on the (implicit) assumption that workers have full information

about availability of jobs and do not have to search for jobs (Hwang et al., 1998;

Gronberg and Reed, 1994). A number of studies have shown that estimates of valuation

of job attributes, such as commuting time, are likely seriously downward biased if

hedonic wage models are used (Van Ommeren et al., 2000; Villanueva, 2007).

Traffic Management

The term “traffic management” comprises a variety of techniques for dealing with

highway and traffic – related issues. As a concept, it is a process for planning and

operating a system of urban highway and street network. It arises from the need to

maximize the capacity of existing high way networks with a minimum of new

construction. More recently, the emphasis of the process has spanned beyond simple

capacity improvements to accident reduction, demand restraint, public transport priority,

environmental improvement and restoring the ability to move around safely and freely on

foot and by pedal cycle. Thus traffic management may be considered as a means of

optimizing the available highway network in accord with specified objectives as dictated

by the prevailing local issues (Adebisi, 2004).Traffic management according to Adebisi

(2004) involves a package of actions designed to optimize the available highway network

in a well focused manner. The package of actions comprises a variety of techniques for

dealing with traffic and highway related issues. In general terms, the main features of

traffic management measures may be summarized as: Be relatively inexpensive and be

amenable to early implementation, Improved the usefulness of existing facilities while

duly accommodating the different requirements of the different categories of road users,

Improve safety or, and a minimum, maintain the existing level of safety, Protect the

environment, improving it where possible.

Among the relatively inexpensive techniques available for developing comprehensive

traffic management proposals are: Road capacity enhancement schemes, Traffic sign (i.e.

pavement, markings, road sign, etc.), Guardrails, cross markings etc, Traffic calming,

Vehicle parking regulations and controls, Pedestrianisation measure, Accident reduction

programs, Bus priority measures, Application of intelligent traffic systems (ITS).

Any traffic management scheme involves a compromise as different categories of road

users have different and sometimes, conflicting requirements. Consequently, surveys

should be undertaken prior to introduction of any scheme. Avenues for feedback and

appropriate revisions of strategies should also be institutionalized through constant

monitoring. More detailed information on traffic management is available in current

literature on the subject such as Salter (1996), Slinn et al (1998) and Asheley(1994).

Traffic Generation and Attraction

It has been acknowledged that the typical Nigerian urban problems concerning land use

and transportation revolve around many social, political, cultural, economic, technical

and environmental issues, within the context of which future land use and traffic

projections can be made. Abler, Adams and Gould (1972) acknowledged this fact when

they stated that land use analysis is a convenient way to study the activities that provide

the basis for trip generation because travel pattern (routes and flows) are directed by

network structure and land use arrangement.

Blunden (1972) also related transportation pattern to the route network

characteristics. He stated that traffic is a medium of activity. It is a joint consequence of

land use potential and transport capability. If land use and transport do exist, the traffic

that thereby evolves is a result of these two factors. Land use pattern on the Lagos

metropolis to a great extent influences the traffic situation there. This is true because the

routes on the northern, central and eastern portion of Lagos metropolis area which is

characterized by agreat concentration of residential and commercial activities as well

asinstitutional activities have a heavier flow of traffic than those on the western portion of

Lagos State. In 2002, when a survey of Lagos urban traffic was conducted, thetraffic

situation at different times of the day by different modes of transportreveals an ever-

increasing vehicular traffic.

According to Oni (2004), the huge traffic generated between these various areas

on the one hand, and residential districts on the other, is one of the main sources of

congestion. Another major cause is the traffic between the city and almost the whole of

the Nigeria country side. The city’s traffic hinterland even extends to parts of neighboring

countries such as Benin Republic, Niger and Chad for which Lagos acts as an entry port.

The traffic is handled mainly by trailers, oil tankers, buses, trucks and other cars: since

the Nigerian railway and Lagos public ferry services had dwindled. The whole load has

been shifted to cars and vans thereby congesting the roads the more.

2.2 Conceptual Framework

Traffic Congestion Theories

Traffic Flow Theory

According to Wikipedia Traffic flow is the study of interactions between

vehicles, drivers, and infrastructure (including highways, signage, and traffic control

devices), with the aim of understanding and developing an optimal road network with

efficient movement of traffic and minimal traffic congestion problems. In a free-flowing

network, traffic flow theory refers to the traffic stream variables of speed, flow, and

concentration. These relationship are mainly concerned with uninterrupted traffic flow,

primarily found on freeways or expressways. Lieu (1999), Flow conditions are

considered “free” when less than 12 vehicles per mile are on a road. “Stable” is

sometimes described as 12-30 vehicles per mile lane. As the density reaches the

maximum flow rate (or flux) and exceeds the optimum density (above 30 vehicles per

mile), traffic flow becomes unstable, and even a minor incident can result in persistent

stop-and-go driving conditions. “Breakdown” condition occurs when traffic becomes

unstable and exceeds 67 vehicles per mile. Rijn, (2014) “Jam density” refers to extreme

traffic density associated with completely stopped traffic flow, usually in the range of

185-250 vehicles per mile per lane.

There are common spatiotemporal empirical features of traffic congestion that

are qualitatively the same for different highways in different countries measured during

years of traffic observations. Some of these common features of traffic congestion define

synchronized flow and wide moving jam traffic phases of congested traffic in Kerner’s

three-phase traffic theory of traffic flow.

Alber (1997) explain that traffic flow can be divided into two primary types are:

Uninterrupted flow, interrupted flow, uninterrupted Flow

This is a way of flow regulated by vehicle-vehicle interaction and interaction

between vehicle and the roadway. Vehicle traveling on inter-state highway participate in

uninterrupted flow. Contrary to this, there exist interrupted in traffic flow on our inter-

state highways.

Interrupted flow is regulated by an external means such as traffic signals etc. Under

interrupted flow conditions, vehicle – vehicle interaction play a secondary role in

defining the traffic flow. Vehicle traveling on intra-urban roads participate in interrupted

flow.

Kerner’s Three-Phase Traffic Theory of Traffic Flow

Kerner’s Three-Phase Traffic Theory was developed by Boris Kerner between

1996 and 2002 according to (Lieu 2005 and Goa 2007). It focuses mainly on the

explanation of the physics of traffic breakdown and resulting congested traffic on

highways. Kerner describes three phases of traffic, while the classical theories based on

the fundamental diagram of traffic flow have two phase: free flow and congested traffic.

Kerner’s theory divides congested traffic into two distinct phases, synchronized flow and

wide moving jam, bringing the total number of phases to three:

Free flow (F), wide moving jam (J), synchronized flow (S), free Flow (F).

In free traffic flow, empirical data show a positive correlation between the flow

rate (in vehicles per unit time) and vehicle density (in vehicles per unit distance). This

relationship stops at the maximum free flow with a corresponding critical density.

Wide Moving Jam (J)

A moving jam will be called “wide” if its length (in direction of the flow) clearly

exceeds the length of the jam fronts. The average vehicles speed within wide moving

jams is much lower than the average speed in free flow. At the downstream front the

vehicles accelerate to the free flow speed. At the upstream jam front the vehicles come

from free flow or synchronized flow and must reduce their speed. In contrast to wide

moving jams, both the flow rate and vehicle speed may vary significantly in the

synchronized flow phase. The downstream front of synchronized flow is often spatially

fixed, normally at a bottleneck at a certain road location. The flow rate in this phase could

remain similar to the one in free flow, even if the vehicle speeds are sharply reduced.

Edward Ullman (1956) offered explanation for the factor which affect transport

development in any locality and has been generally acclaimed as the best. He sigh the

three variables of: Regional complementarity, Intervening opportunity, Spatial

transferability

In Regional complementarity he relied on the theory of comparative advantage or real

differentiation in the ability of resources between region/localities whereby they are able

to produce different goods end, or services. It is usually that a certain may have and

exercise greater advantage than the other in the process of producing these specific goods

and services thus leading to a declaration of boom or surpass in one a deficit or recession

in the other man explained this spatial phenomenon to be the basis for spatial interaction

between two areas in other words, a supply and demand indices roust be established.

Therefore it is the complementarity of supply and demand that brings about movement

and interactions.

In traffic congestion studies, this underlies the reason which prompt people to

move from their settlement which generates such traffics area to area traffic attractors. It

is evident that at ‘peak’ hours the traffic is highly intensified this leading to a situation

where the demand functionaries exerts excess pressure upon the supply components of

road networks and facilities thus leading to congestions. The concept of intervening

opportunity is the occurrence of alternative supply indications between two regions

involve in spatial interaction. If the alternative resource is nearer to the source of demand

and offering the same or similar opportunity in supply, then the demand factors would

move to the new location and abandon the old. It is the degree of the intervention of the

alternative source which will certainly determine the level of spatial interactions between

the two areas and therefore the supply and demand of transport for the purpose.

Spatial Transferability concept refers to the constraints imposed on the movement

of goods & distance. The indices are measured in time and money costs, Wherever the

costs are too high. Interaction will greatly and drastically reduce. It can even extinct some

routes of intervening opportunities.

The Queue Theory

For the purpose of queuing theory, a queuing can be defined as the aggregation of

items awaiting service. Queue may consist of any discrete items including people, motor

vehicles, telephone calls, airplanes. Queuing everyday is a case construction of models to

reflect various types of queuing systems. From this model prediction can be made about

how the system can cope with the various demands made upon it. Generally a situation of

queue arises when the rate of arrival of items requiring service is greater than the rate of

service ( i.e when the number of vehicles on the road is more than the infrastructure).

Queuing theory can be applicable to many instances e.g vehicles awaiting indications

from Traffic lights, shop counters, toll gates operators on a highway, telephone

exchanges etc. Thus in any situation where there is a bottle neck the queuing theory is

applicable.

Arrivals, Queue, Service, Outlet/Exit

Arrival is concerned with how items arrive at the system or the rate at which they

arrive and time gap between them. Queue refers to what happens in the system between

the arrival of an item requiring service and the time. The service was carried out. Service

means the time taken to service an item in the system.

Outlet is the final exit from the system. Time in the system is taken to mean the

queuing time plus the service time.

CHAPTER THREE

RESEARCH METHOD

3.1 Study Area

Ikeja is the state capital of Lagos state. Prior to the emergence of military

rule in the early 1980's Ikeja was a well planned, clean and quiet residential and

commercial town with shopping malls, pharmacies and government reservation area.

Ikeja is both the administrative capital and Headquarters of Ikeja Local Government

Council Area of Lagos State. Ikeja Local Government Council Area is located in the

north-central part sharing boundaries with Ifako-Ijaiye, Agege, and Alimosho Local

Government Council Areas in the western perimeter; Kosofe, and Mushin Local

Government Council Areas in the eastern side, While Oshodi-Isolo Local Government

Council Area form the boundary in the southern part and Ogun State in the north.

Ikeja is divided into seven sectors. Sector one lies in the north-central part of the

metropolis and consists mainly of residential neighborhoods with occasional commercial

users of banks and service offices, and Isheri-Agege Road is the only arterial road

traversing the Sector. Sector Two is of predominantly industrial concerns around

WEMPCO, ACME and Lateef Jakande Roads; Sector Three is almost centrally located in

the study area and consists of Oba Akran Avenue, Adeniyi Jones, Aromire Avenue, and

Obafemi Awolowo Way that serve as demarcation between Sectors Three and Five. The

sector is predominantly residential interspersed by few industrial concerns and

commercial outfits that over the years have displaced residential users along the arterial

roads. Sector Four lies in the eastern part of the study area served by Secretariat Road,

Ikosi Road, Oregun Road, 7-up Road and bounded by Lagos/Ibadan Expressway and

Ikorodu Road. Sector Five, which is bounded, by Sectors Three, Four and Six consists of

Allen Avenue, Opebi Road, Ola Ayeni Street, Toyin Street, Olowu Street, Kodesho

Street, Simbiat Abiola Road, Otigba Street and Opebi Link-Road. The sector is

characterized by concentration of commercial properties and represents the main

commercial sector of the study area.

Toll Gate road is located in Alausa on Lagos-Ibadan road, Ikeja.

3.2 Source of Data

This section discusses the method used in collection of various data for the

research. Two types of data will be used for the study. These are primary and secondary

data.

3.2.1 Primary Source of Data

To obtain primary data, these data will be collected from the study area.

Questionnaire administration is the tool used for utilized in the collection of these data.

The questions will be simply worked to avoid complex meaning and to encourage

independent in making the response. 157 questionnaires will be administered. A 2days

traffic count survey will be done on the study area.

3.2.2 Secondary Source of Data

Secondary sources were also made use of; secondary data obtained include traffic

count data of the study area which were gotten from Lagos State Ministry of Transport

Alausa, related literature culled from published journals and articles as well as existing

project in the subject matters.

3.3 Sampling Design and Procedure

A systematic sampling method will be used. Questionnaires will be systematically

administered.

3.4 Data Collection Instrument

The instrument that will be used to collect information from study area will be the

use of structured questionnaires and traffic count survey.

3.5 Administration of Data Collection Instrument

Questionnaires will be systematically administered to respondents (commuters,

commercial vehicle operator, and private car owner).

A 2 day traffic count survey will be done on the study area, which will be on

Monday and Saturday. Two cordon points will be chosen to calculate the number of

vehicles that flow on the express. Cordon point 1, standing at Toll Gate opposite Magodo

Estate to take count of vehicles coming from Oworonsoki and Ketu into Toll Gate.

Cordon point 2, standing at Berger Bus Stop to take the count of vehicles coming from

Toll Gate, Alausa and Magodo Estate into Berger.

3.6 Method of Data Presentation and Analysis

The data will be presented and analyzed with the use of table, graph and simple

percentage method. Multiple regression is used for this analysis.

3.7 Model Specification

The regression result shows that traffic control measure as an independent

variable is significant at 5% significant level with t-value = 41.75, F(1,138) = 1742.13

and the R2=.927 which shows that there is a strong relationship between the cause of

traffic congestion and traffic control measure. Thus, R = .963 which implies that there is

96% significant level between traffic control measure and cause of traffic congestion.

B: Beta

df: degree of freedom

R: Regression

Sig: Significant

Std. Error: Standard Error

T: Table

CHAPTER FOUR

DATA ANALYSIS AND DISCUSSION OF FINDINGS

4.1 Presentation of Data

Data obtained in this study was based on the response of the respondents, which

were collected through research instrument. A total number of 157 questionnaires were

administered but 140 were retrieved for this analysis.

4.2 Socio-economic characteristic of the respondents

4.2.1 Gender of respondents

Table 4.1: Sex

Sex Frequency Percent

Male

Female

Total

83

57

140

59.3

40.7

100.0

Source: Authors Field Survey, 2016

Table 4.1 reveals that 59% of respondents are male, while 40.7% of the

respondents are female. These shows that male are the major respondents.

4.2.2 Age Distribution

Table 4.2: Age

Age Frequency Percent

18-27yrs

28-37yrs

38-47yrs

48-57yrs

58-67yrs

68yrsabove

Total

32

49

28

11

14

6

140

22.9

35.0

20.0

7.9

10.0

4.3

100.0

Source: Authors Field Survey, 2016

Table 4.2 shows that 22.9% of the respondents are between the of 18 – 27, 35.0%

are between 28 – 37, 20.0% are between 38 – 47, while 7.9%, 10%, 4.3% are between 48

– 57, 58 – 67 and 68 above respectively. Therefore, from the table, it shows that age 28 –

37 has the highest number of respondents.

18-27yrs 28-37yrs 38-47yrs 48-57yrs 58-67yrs 68yrs0

5

10

15

20

25

30

35

40

Age of Respondent

Perc

ent

Fig. 4.1

4.2.3 Occupation

Table 4.3: Occupation

Occupation Frequency Percent

Civil servant

Engineer

Banker

Health worker

Businessman

Commercial driver

Others

Total

49

8

14

5

27

30

7

140

35.0

5.7

10.0

3.6

19.2

21.4

5.0

100.0

Source: Authors Field Survey, 2016

From table 4.3, 35.0% of the respondents are civil servant, 19.2% are

Businessman, 21.4% are Commercial Driver, while 5.7%, 10%, 3.6% and 5.0% are the

respondents of Engineer, Banker, Health Worker and Others respectively. Civil servant is

the majority of the respondents.

4.2.4 Marital Status

Table 4.4: Marital Status

Marital Frequency Percent

Single

Married

Others

Total

78

59

3

140

55.7

42.1

2.1

100.0

Source: Authors Field Survey, 2016

Table 4.4 shows that 55.7% of respondents are single, 42.1% are married, while

2.1% respondents others. Thus single respondents have the largest respond.

4.2.5 Level of Education

Table 4.5: Education Level

Educational Level Frequency Percent

SLC/WAEC

NCE/OND

HND/BSC

POST GRAD

Total

52

47

29

12

140

37.1

33.6

20.7

8.6

100.0

Source: Authors Field Survey, 2016

Table 4.5 shows that 37.1% of the respondents are SLC/WAEC holder, 33.6% are

NCE/OND holder, 20.7% are HND/BSC holder, while 8.6% respondents are Post

Graduate holder. From the table it implies that SLC/WAEC has the highest respondents

4.2.6 Type of vehicle used

Table 4.6: Type of vehicle used

Vehicle Frequency Percent

Car

Bus

Truck

Total

72

51

17

140

51.4

36.4

12.2

100.0

Source: Authors Field Survey, 2016

From table 4.6, it can be deduced that 51.4% of respondents used Car, 36.4%

used Bus, while 12.2% used Truck. It implies that larger respondent used car.

4.2.7 Type of service Rendered

Table 4.7: Service Rendered

Service Type Frequency Percent

Personal

Passenger

Goods only

Hire

Total

79

52

3

6

140

56.4

37.1

2.1

4.3

100.0

Source: Authors Field Survey, 2016

The finding sin table 4.7 reveal that 56% of respondent renders personal service,

37.1% renders passenger service, while 2.1% and 4.3% renders goods only and hire

service respectively. Therefore, personal service is the major service rendered.

4.3 Problem resulting from traffic congestion

4.3.1 What aspect as congestion affected you?

Table 4.8: Effect of Traffic Congestion

Effects of Congestion Frequency Percent

Economic Loss

Pollution

Delay Time

Accident

Lateness To Work

Inconvenience

Total

15

7

56

26

21

15

140

10.7

5.0

40.0

18.6

15.0

10.7

100.0

Source: Authors Field Survey, 2016

Table 4.8 shows that 10.7% of respondent agree with Economic Loss has an

effect of traffic congestion, 40.0% and 15.0% agrees with Delay Time and Lateness to

Work, while 5.0%, 18.6%, 10.7%, agrees with Pollution, Accident, and Inconvenience

respectively. Thus, the major effects of traffic congestion are Delay Time.

4.3.2 What are the causes of traffic congestion?

Table 4.9: Cause of Traffic Congestion

Cause of Traffic Congestion Frequency PercentAccident

Illegal Parking/Illegal Bus stop

Illegal U-Turn

Lack Of Parking Space From Buildings On The Road

Impatience

Bad Road

Narrow Road

Flooding/Poor Drainage

On-Street Trading

Vehicle Breakdown

Indiscriminate Parking

Loading And Offloading Passengers And Good On The Road

Total

26

15

1

13

42

2

4

7

3

712

8

120

18.6

10.7

7

9.3

30.0

1.4

2.9

5.0

2.1

5.08.6

5.7

100.0

Source: Authors Field Survey, 2016

From the table 4.9 it is deduced that 18.6%, 10.7%, 1.4, 2.9%, 5.0%, and 5.0% of

the respondents agreed that the cause of traffic congestion are Sccident, Illegal

Parking/Bustop, Bad Road, Narrow Road, Flooding/Poor Drainage and Vehicle

Breakdown respectively, while 2.1%, 8.6%, 5.7%, agreed for On Street Trading,

Indiscriminate Parking, Loading and Offloading of Passengers & goods on the road

respectively, 30.0% agreed that Impatience is the cause of traffic congestion which is the

majority out of the respondents response.

4.4 Opinion of stake holders on traffic situation

4.4.1 Occurrence of Traffic Congestion

Table 4.10: Congestion Occurrence

Frequency Percent

Everyday

2-3 days

Once a week

Total

48

73

19

140

34.3

52.1

13.6

100.0

Source: Authors Field Survey, 2016

Table 4.10 shows that 34.4% of respondents experience congestion on the study

area every day, 52.1% experiences congestion 2 – 3 days a week, while 13.6% experience

once a week. Shows that majority experiences congestion on the area 2-3days a week.

4.4.2 Time spent in traffic congestion

Table 4.11: Time spent in congestion

Time Frequency Percent

Below 30mins

30mins – 1hr

1hr – 1hr 30mins

1hr 30mins – 2hrs

2hrs Above

Total

38

42

24

26

10

140

27.1

30.0

17.1

18.6

7.1

100.0

Source: Authors Field Survey, 2016

Table 4.11 revealed that 27.1% and 17.1% of respondents spent below 30mins

and 1hr – 1hr30mins respectively in traffic congestion, while 18.6% and 7.1% spent

1hr30mins – 2hrs and above 2hrs respectively. 30.0% spent 30mins – 1hr in traffic

congestion, Thus, 30mins – 1hr has the highest respondent on time spent in traffic

congestion, also did Osoba (2012), Olaogbebikan (2012) and Abiola (2013) in their

research respectively.

4.4.3 Travel Purpose

Table 4.12: Purpose of Travel

Frequency Percent

Work

Shopping

Leisure

Religious Purpose

Others

Total

58

43

13

16

10

140

41.4

30.7

9.3

11.4

7.1

100.0

Source: Authors Field Survey, 2016

Finding from table 4.12 shows that 41.4% of respondent’s purpose of travel is

mainly for work, 30.7% is for shopping, while 9.3%, 11.4% and 7.1% are for leisure,

religious purpose and others respectively. Therefore majority of the respondent purpose

of travel is work.

4.4.4 Travel Frequency

Table 4.13: Frequency of Travel

Period Frequency Percent

Everyday

1-2 Times A Week

3-4 Times A Week

5-6 Times

Total

73

37

19

11

140

52.1

26.4

13.6

7.9

100.0

Source: Authors Field Survey, 2016

Table 4.13 revealed that 52.1% of respondent travel everyday through the study

are, 26.4% travel 1-2 times a week, 13.6% travel 3-4times, while 7.9% travel 5-6 times a

week. Majority of the respondents travels through the study area everyday

4.4.5 Speed Range

Table 4.14: Speed Range

Day Frequency Percent

OVER 60MPH

57-60MPH

54-57MPH

46-54MPH

30-46MPH

12

14

11

60

29

8.6

10.0

7.9

42.9

20.7

UNDER 30MPH

Total

14

140

10.0

100.0

Source: Authors Field Survey, 2016

Table 4.14 shows that 42.9% respondent travels at speed range of 46-54MPH on

the study area. 20.7% travel on speed range of 30-46MPH, while 8.6%, 10.0%, 7.9% and

10.0% travels on speed range of Over 60MPH, 57-60MPH, 54-57MPH and Under

30MPH respectively.

4.5 Time of the day and day of the week congestion is most prominent

4.5.1 Day of the week congestion is most prominent

Table 4.15: Day of the week congestion is most prominent

Days Frequency Percent

Monday

Tuesday

Wednesday

Thursday

52

13

19

11

37.1

9.3

13.6

7.9

Friday

Saturday

Sunday

Total

8

27

10

140

5.7

19.3

7.1

100.0

Source: Authors Field Survey, 2016

Monday Tuesday Wednesday Thursday Friday Saturday Sunday0

5

10

15

20

25

30

35

40

days of the week in whcih congestion is most prominent?

Perc

ent

Fig. 4.2

Table 4.15 shows that 37.1% of respondent agrees that day of the week in which

congestion is most prominent is Monday, 19.3% agreed on Saturday, while 9.3%, 13.6%,

7.9%, 5.7%, and 7.1% agreed for Tuesday, Wednesday, Thursday, and Sunday

respectively. However, according to the majority of respondent and Osoba (2012),

Olaogbebikan (2012) Monday is the day of the week congestion is most prominent.

4.5.2 Time of the day in which traffic congestion is most prominent

Table 4.16 shows that 12.1%, 11.4%, 8.6%, 12.9%, and 10.7% respondents agrees

that traffic congestion is most prominent at 6am – 8am, 10am -12pm, 12pm – 2pm, and

6pm – 8pm respectively while 25.0% and 19.3% agreed for 8am – 10am and 4pm – 6pm

respectively. It can be deduced that traffic is most prominent according to majority

respondent at 8am – 10am and 4pm – 6pm.

Table 4.17 Average Daily Traffic (PCU) from Traffic Survey on Toll Gate and

Berger

Time Toll gate Berger

MON SAT ADT MON SAT ADT

7AM- 8AM 700 330.9 515.45 619.5 203.6 411.55

8AM- 9AM 1171.6 838.4 1005 927.3 493.75 710.525

9AM- 10AM 1292.25 1257.2 1274.725 811.55 1054.4 932.975

12PM- 1PM 802.5 808.65 805.575 566.45 805.75 686.1

1PM- 2PM 464 823.9 643.95 378.45 686 532.225

2PM- 3PM 515.65 469.35 492.5 443.55 601.6 443.55

4PM- 5PM 1423.55 875.7 1149.625 1038.4 558.6 1038.4

5PM- 6PM 1615.2 843.23 1229.215 975.7 829.05 975.7

6PM- 7PM 1284.1 984.8 1134.45 792.1 823.7 792.1

4.6 Traffic control measure

4.6.1 Traffic control measure used

Table 4.18 below shows that 35.0% of respondent agreed that the traffic control

used at the study area is the use of traffic warden, 25.0% agreed for traffic light, 3.6%

and 12.1% agreed for lane mark and parking restriction, while 9.3%, 8.6%, and 6.4%

agreed for provision of parking space, expansion of road, and improvement of

intersections respectively. It can be deduced from the table that traffic warden is the

majority of respondent response as the traffic control measure used in the study area.

Table 4.18 Traffic control measure used

Frequency Percent

Used of traffic warden

Traffic Light

Provision Of Parking space

Expansion of Road

Lane Mark

Improvement of Intersection

Parking Restriction

Total

49

35

13

12

5

9

17

140

35.0

25.0

9.3

8.6

3.6

6.4

12.1

100.0

Source: Author Field Survey, 2016

4.6.2 Effectiveness of traffic control measure

Table 4.19: Effectiveness of traffic control measure

Frequency Percent

Yes

No

Total

56

84

140

40.0

60.0

100.0

Source: Authors Field Survey, 2016

From table 4.19% respondent inferred that the traffic control measure is

effective, while 60% of respondents disagreed that traffic control measure is not

effective.

4.6.3 Availability of traffic law enforcement agent

Table 4.20 shows that 52.1% of respondents agreed that traffic law enforcement

agent is available at the study area, 47.9% disagree that traffic law enforcement agent is

available.

Table 4.20 Availability of traffic law enforcement agent

Frequency Percent

Yes

No

Total

73

67

140

52.1

47.9

100.0

Source: Authors Field Survey, 2016

4.7 Test of Hypothesis

Ho: There is no significant relationship between cause of traffic congestion and

traffic control measure on Toll gate road, Lagos-Ibadan road, Lagos.

Table 4.21 Model Summary

Model R R square Adjusted R square

Std. Error of the Estimate

1 .963a .927 .926 .94598

a. Predictors: (Constant), Traffic Control Measure

Table 4.22 ANOVA

Model Sum of squares Df Mean square F Sig.

Regression

1 Residual

Total

1559.906

123.494

1683.400

1

138

139

1559.906

.895

1743.131 .000b

a. Dependent Variable: Cause of Traffic Congestion

b. Predictors: (Constant), Traffic Control Measure

Table 4.23 Coefficients

Model Unstandardized Coefficients Standardized Coefficients

T Sig.

B Std. Error Beta

(Constant) .701 .136 5.151 .000

Traffic Control Measure

1.594 .038 .963 41.751 .000

a. Dependent Variable: Cause of Traffic Congestion

The regression result shows that traffic control measure as an independent

variable is significant at 5% significant level with t-value = 41.75, F(1,138) = 1742.13

and the R2=.927 which shows that there is a strong relationship between the cause of

traffic congestion and traffic control measure. Thus, R = .963 which implies that there is

96% significant level between traffic control measure and cause of traffic congestion.

Therefore, the hypothesis Ho that stated that there is no significant relationship

between cause of traffic congestion and traffic control measure in Toll gate road, Lagos-

Ibadan road, Lagos is rejected.

CHAPTER FIVE

SUMMARY, CONCLUSION AND RECOMMENDATION

5.1 Summary

Findings from the research work revealed that most vehicles that ply the study

area are cars; also most of the vehicles are used for personal service. Findings also

revealed that impatience is the major cause of traffic congestion, while major effect of

traffic congestion in the study area is delay time. Furthermore, form respondents response

and traffic survey on the road, it is agreed that Monday is the day of the week in which

congestion is most prominent; also agreed that 8am-10am and 4pm-6pm are the time of

the day which congestion is most prominent. However larger percentage agrees that the

most time spent in traffic congestion is within 30 mins – 1hr.

According to observation and majority of respondent response which agreed that

Lane Mark is not the best traffic control measures of demarcating the road. However

according to Highway Capacity Manual (2000) that the Passenger Car Unit/hr of primary

highway must be 3200. Though according to traffic count survey, it can be deduced that

the PCU/hr that ply the road doesn’t exceed the requirement of HCM (2000). But there is

still traffic delay, as a result of findings from respondent. It can be deduced according to

respondent response that Impatience and lack of Effectiveness of Traffic Control

Measures causes the delay in traffic.

5.2 Conclusion

Findings from the research revealed that law enforcement agents are available at

the study area, but there is still congestion. This implies that the law enforcement agents

are not effective as revealed by the research according to the respondent’s response.

However, the recommendation discussed should be strictly adhere to, in order to aid

perfect traffic movement system in the study area.

5.3 Recommendation

The implication of traffic congestion brings about delay time, lateness to work,

economic loss, accident, pollution etc. Brierley (1962), said traffic congestion is like a

disease which if not treated will bring death to the heart of the city.

The following recommendation should be strictly adhere to, in order to enhance

smooth traffic movement at Toll Gate road, Lagos-Ibadan road, Lagos. They are;

Traffic Education

Commuters, Commercial Drivers and Private Car Owners should be properly

educated on the traffic signage, traffic law and also they should be educated on

the penalties of disobeying the traffic law and signage.

A road Driver should be used instead of Lane Mark to demarcate the to and fro of

vehicle

Provision of other modes of transportation should be made such as railways,

ferries as well as capable propelled transit. This would ease the use of road often.

In lieu of this traffic congestion would be reduced.

Enforcement of Traffic Rules and Regulations

Traffic rules and regulations should be enforced be discipline law enforcement

agent

Implement of Traffic Control Measure

Traffic control measure should be put in place in order to reduce traffic

congestion.

Traffic control measures such as; use of traffic warden, traffic light, parking

restrictions.

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APPENDIX I

QUESTIONNAIRE

Department of Transport Management,

Faculty of Management Science,

Ladoke Akintola University of Technology,

Ogbomoso,

Oyo State.

Dear Sir/ma,

REQUEST TO COMPLETE QUESTIONNAIRE

I am undertaking the study of Traffic congestion, and its implication on

environment in Ikeja LGA, Lagos state, in partial fulfilment of the requirements for the

award of bachelor of technology (B.Tech) degree in transport management. This question

is a means of obtaining information from you concerning your present position and

personal perception of the availability of these data. Answer to the question should be as

much as possible reflect your individual opinion and situation. In answering these

questions, your name is not necessary required. I am interested only on the data. All

information obtained will be treated in confidence and utilized purely for academic

purpose.

Thanks for your co-operation.

Adekanmbi Seun

PLEASE TICK [√] AS A RESPONSE TO ANY OPTION BEST IN YOUR

OPINION.

SECTION A

1. NAME__________________________

2. SEX ? MALE [ ] FEMALE [ ]

3. AGE ? 18-27 [ ] 28-37 [ ] 38-47 [ ] 48-57 [ ] 58-67 [ ] 68 ABOVE [ ]

4. OCCUPATION ?

CIVIL SERVANT [ ]

ENGINEER [ ]

BANKER [ ]

HEALTH WORKER [ ]

BUSINESSMAN [ ]

COMMERCIAL DRIVER [ ]

OTHERS [ ]

5. MARITIAL STATUS ? SINGLE [ ] MARRIED [ ] OTHERS [ ]

6. EDUCATIONAL LEVEL ? SLC/WAEC [ ] NCE/OND [ ] HND/BSC [ ]

POST GRAD [ ]

TYPE OF VEHICLE USED ?

CAR [ ]

TRUCK [ ]

BUS [ ]

7. TYPE OF SERVICER VEHICLE RENDERS ?

PERSONAL [ ]

PASSENGER [ ]

GOODS ONLY [ ]

HIRE [ ]

SECTION B

8. WHAT ASPECT HAS TRAFFIC CONGESTION AFFECTED YOU ?

ECONOMIC LOSS [ ]

POLLUTION [ ]

DELAY TIME [ ]

ACCIDENT [ ]

LATENESS TO WORK [ ]

INCONVINENCY [ ]

9. WHAT IS THE CAUSE OF TRAFFIC CONGESTION ? (TICK IF

APPROPRIATE)

ACCIDENT [ ]

ILLEGAL PARKING [ ]

ILLEGAL BUS STOP [ ]

ILLEGAL U-TURN [ ]

LACK OF PARKING SPACE

FROM BUILDINGS ON THE ROAD [ ]

IMPATIENCE [ ]

BAD ROAD [ ]

NARROW ROAD [ ]

FLOODING/ POOR DRAINAGE [ ]

ON-STREET TRADING [ ]

VEHICLE BREAKDOWN [ ]

INDISCRIMINATE PARKING [ ]

LOADING AND OFFLOADING

PASSENGERS AND GOODS ON

THE ROAD [ ]

SECTION C

10. OCCURRENCE OF CONGESTION ?

EVERYDAY [ ]

2-3 DAYS [ ]

ONCE A WEEK [ ]

11. TIME SPENT IN TRAFFIC CONGESTION ?

BELOW 30MINS [ ]

30MINS-1HR [ ]

1HR- 1HR30MINS [ ]

1HR30MINS- 2HRS [ ]

2HRS ABOVE [ ]

12. PURPOSE OF TRAVEL ?

WORK [ ]

SHOPPING [ ]

LEISURE [ ]

RELIGIOUS PURPOSE [ ]

OTHERS [ ]

13. FREQUENCY OF TRAVEL ?

EVERYDAY [ ]

1-2 TIMES A WEEK [ ]

3-4 TIMES A WEEK [ ]

5-6 TIMES [ ]

14. SPEED RANGE

OVER 6OMPH [ ]

57-60MPH [ ]

54-57MPH [ ]

46-54MPH [ ]

30-46MPH [ ]

UNDER 30MPH [ ]

SECTION D

15. DAYS OF THE WEEK IN WHICH CONGESTION IS MOST

PROMINENT?

MONDAY [ ]

TUESDAY [ ]

WEDNESDAY [ ]

THURSDAY [ ]

FRIDAY [ ]

SATURDAY [ ]

SUNDAY [ ]

16. TIME OF THE DAY IN WHICH TRAFFIC IS MORE PROMINENT ?

6AM-8AM [ ]

8AM-10AM [ ]

10AM-12PM [ ]

12PM-2PM [ ]

2PM-4PM [ ]

4PM-6PM [ ]

6PM-8PM [ ]

SECTION E

17. TRAFFIC CONTROL MEASURE USED AT INTERSECTIONS ?

USE OF TRAFFIC WARDER [ ]

TRAFFIC LIGHT [ ]

PROVISION OF PARKING SPACE [ ]

EXPANSION OF ROAD [ ]

LANE MARK [ ]

IMPROVEMENT OF INTERSECTIONS [ ]

PARKING RESTRICTION [ ]

18. EFFECTIVENESS OF TRAFFIC CONTROL MEASURE AT

INTERSECTIONS ?

YES [ ]

NO [ ]

19. AVAILABILITY OF TRAFFIC LAW ENFORCEMENT AGENT ?

YES [ ]

NO [ ]