Assessment of BRT

CHAPTER ONE

INTRODUCTION

1.0 Transportation is the movement of people and goods from one location to another. Trips

can be performed by various modes such as air, road, water, cable, pipeline and space.

Transportation can be divided into infrastructure, vehicles and operations. The shaping and

growth of human agglomeration throughout the history has been the product of complex

interaction of many forces which depend wholly on the existing transport system. (Vulkem

1981). Transportation system is the framework upon which urbanization and rural life

revolves, it enables the individuals within a community to move among various sections of

that community for many purposes and also the movement of goods. In the past, when the rail

and road transport system had not been developed, horses and donkeys were used as means of

transportation with path serving the purpose of rail tracks and roads; but now those path have

been converted into roads and rail line linking one urban centre to the other or linking a place

to another within the town or urban centre. Since independence in 1960, the Nigerian

transport system has continued to wallow in crisis, and confronted by myriads of problems

even to the point of near paralysis. Such problems can be summarized to include the

following among others Poor and inadequate planning, Weak intermodal coordination,

Insufficient public transport to cope with ever increasing demand for movement, Urban

traffic congestion , Neglect of rural transport, Safety and security challenges, Environmental

pollution The nature, magnitude and dimensions of these problems including their possible

solutions do not only feature prominently in both official and research documents on Nigeria

, but are also placed in the front burner of major discourse on Nigeria. What has remained

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disturbing today is the continuing inability of the various solutions to effect significant

improvement in the transport system. Rather the situation appears to be getting worse

(Sumaila, 2008).

However Lagos was the only mega-city with its fastest growing population without any

organized public transport system (though those in Karachi and Dhaka had largely collapsed

by the end of the last century). As such, personal mobility relied on a large fleet of

approximately 75,000 minibuses (danfo). Together with much smaller numbers of midi-buses

(molue) and shared taxis (kabu-kabu). Local journeys employed motor-cycle taxis (okada).

Danfo and molue are of low quality, fares are variable, and journeys are slow and

uncomfortable. They ply relatively short distances in the interests of maximizing profit rather

than serving demand, and their drivers (and mates) have a reputation for aggression.

The inadequacy of the road network (low lane length in relation to population, limited

number of multi- lane arterial roads, and generally poor maintenance condition), and the

relatively high level of car ownership for a developing country (encouraged by subsidised

petrol prices and unrestricted import of second-hand vehicles) exacerbated the traffic

congestion inherent in this form of public transport provision. As a result the typical journey

for commuters to Lagos Island from the main residential areas to the north and west of the

city could take in excess of two hours, especially when vehicle breakdowns, accidents, and

flooding acted to block the roads.

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1.1 STATEMENT OF THE PROBLEM

Lagos is essentially a product of the Europeans,.Its growth is as a result of its coastal

location and political status as the seat of the colonial administration. Judging by the

extensive industrial and commercial activities Lagos became economic nerve centre of

the country .The state accounts for 65% of all commercial and industrial activities earnings in

the country as facilitated by its strategic location as a Seaport city, Lagos as one of the

major growing mega cities of the world has the longest travel time to and from work.

Work travel time in Lagos, ( Auclair,1999 ) Transportation situation in the state like any

other Urban Centre as identified through many studies conducted by local and foreign

consultants and the world bank agencies to include among others the following:

Incessant traffic congestion and environmental pollution forms part of the hardship of

transport system in the city due to continuous deteriorating condition of the streets and

poor state of the roads that slow down traffic is a comprehensive and integrated urban

mass transport system, perhaps this has been a major challenge in our cities and lagos as a

mega city is not an exception, in view of this above scenario, this project is aimed at studying

the efficiency of Bus Rapid Transit (BRT) Transport

System in lagos state, as to ascertain whether its operations is efficient in solving the above

named transportation problems.

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1.2 AIM AND OBJECTIVES

1.2.1 AIM

The aim of the study is to assess the efficiency of Bus Rapid Transit (BRT) transport

system that has been in operations in Lagos state since 2008 - 2015.

1.2.2 OBJECTIVES

1 To review the concept of bus rapid transit

2 To Assess the efficiency of BRT corridors of Lagos state

3 To Analyze the users perceptions of the bus rapid transit on operations

4 To provide planning recommendations and conclusions

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1.3 JUSTIFICATION OF STUDY

This part of the research project is to justify the research topic in accordance with the

objectives of the proposed project; the research project will help in justifying the

evaluation of the facilities and operations of the bus rapid transit system and assessing

the socio-economic structure of the users in the study area. That is critically looking at

the operation and the socio-economic structures of the users in the study area. More

also this research project will also help to justify the travel demand and characteristics

of the passengers or users and also help to analyze the users perception of the bus

rapid transit system in the study area, finally the research will also lay emphasis on

how to examine the effect of the operation on the passengers travel demand within the

study. Which simply means the justification of this study will critically look into

issues that are mention above and help to give necessary information on how it could

be solved and also in what ways the bus rapid transit can be improved in the study

area to help in justifying the users want and meeting the user’s needs.

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1.4 SCOPE AND LIMITATION

This study seeks to concentrate on the assessment of the efficiency of Bus Rapid Transit

(BRT) transport system at Mile 12 to barrack corridor of Lagos state

1.5 METHODOLOGY

This is the way and manner in which information collected from the study area collected,

and analyzed. However, the information collected from the study area involves both primary

and secondary sources of data.

1.5.1 PRIMARY SOURCE

A number of methods will be adopted for the purpose of collecting information

necessary for this research. They include reconnaissance survey, questionnaire and

personal/oral interview.

1.5.1.1 RECONNAISSANCE SURVEY

A physical reconnaissance survey of the study area will be carried out to obtain

relevant information. This will involve going through virtually all nooks and corners of the

study area. Prior to this, a map or plan of the area will be obtained and properly studied. This

will supply the information on the physical composition, type of physical development,

economic activities and culture represent in the study area.

Field survey will also be carried out concurrently during the questionnaire

administration. The survey however will be with the intent of enabling the researcher

examine the existing available facilities in the study area.

1.5.1.2 QUESTIONNAIRE

Is another source of primary data that will be carried out as to gather information

about the study area? A direct method of questionnaire administration will also be employed

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to gather relevant information from the public and the BRT users. The questionnaire will

examine the socio-economic and demographic characteristic of the public and the users, and

their perception of the effectiveness of BRT operations.

1.5.2 SECONDARY DATA

Secondary data will also be used in the study area for data collection. Secondary data

will be obtained through published and unpublished data relevant to the study. This type of

source of data involved textbooks, Journals, Past Projects, Publications, Newspapers,

Seminars, Workshop papers and other relevant document, will also be obtained from public

organization or establishment such as the Lagos metropolitan transport authority

(LAMATA), ministry of transportation Alausa Ikeja, Lagos.

1.6 SAMPLE FRAME AND SIZE

The sample frame for this research covered the average number of 10 buses between 6:30am

and 9:00am of a particular trip. It takes an average of 15minute for a bus to load; which

represents 75 passengers per bus, Based on this the sample frame for this research is 750

populations. The sample size is 20% of the sample frame, therefore 150 structured

questionnaires was administered (20% of total population), of 750 passengers within the

study area, a sample size of 20% of the total population was taken base on the Borg and Gall

(1989) technique that suggest that for a population of less than 1000, 20% should be taken.

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1.7 SAMPLE FRAME TECHNIQUES

the sample frame technique that was used is systematic random sampling, in which 75

passengers per bus, making the total number of 750 passengers on 10 buses, an interval of

two buses was observed between 6:30am and 9:00am this time was chosen because it is the

peak hours of travelling thereby 20% out of the 750 passengers was drawn giving it 150

questionnaires that was administered in the study area, making it a total of 15 questionnaires

per bus.

1.8 DATA ANALYSIS

All data collected during the field survey and from the questionnaire will be analyzed using

descriptive statistical tools such as tables, figures, percentages, maps and charts and

computer

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 CHAPTER TWO

2.0 LITERATURE REVIEW

Cervero and Gorham (1995) hypothesized that transit-oriented neighbourhoods would

generate more walking and transit trips than auto-oriented neighbourhoods. They compared

work and non-work trip generation rates for seven neighbourhood pairs in the San Francisco

Bay Area and six in the greater Los Angeles metropolitan area by conducting regression

analyses of aggregate travel data. Results from the study indicate that transit-oriented

neighbourhoods generate more walking and transit trips for Bay Area neighbourhoods.

(Cervero and Gorham (1995)

Newman and Kenworthy (1999) compared urban density, energy consumption,

automobile, and transit use between American cities and cities in Europe and Asia. The

interpretation of the findings from these studies are severely limited by the failure to

adequately control for differences in the demographic characteristics of neighbourhoods and

to capture localized neighborhood impacts from smart growth initiatives and urban design

changes using aggregate data.( Newman and Kenworthy (1999)

Although the impact of BRT on passengers’ mobility in Asia, China, Curitiba, Bogota

and other developed cities is extant in literature (Pai & Hildago, 2009). However, since the

commencement of Lagos BRT operation in March 2008, research studies on the impact on

the mobility of passengers pattern is lacking in literature. It is therefore, deeming fit to fill

this research gap and contribute to literature on the impact of bus rapid transit on passengers’

movements in developed, developing countries and Lagos.

Pushkarev and Zupan (1977) found a positive relationship between population density

and transit use, based on aggregate data collected from 105 urbanized areas for 1960 and

1970. Although they included several variables in their analysis, including the size of the

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CBD, parking supply, and land mix, they also omitted several important variables that affect

transit use, such as transit service quality (Taylor and Fink, 2003).

Gordon et al. (1991) found that cities with higher population densities have longer

automobile commuters, suggesting that low density cities promote shorter and more efficient

commuting patterns. However, city size is correlated with density, so a city with high

population densities (such as the New York or San Francisco metropolitan areas) tend to also

be spatially large, resulting in longer automobile commutes.( Gordon et al. (1991).

Dissanayake and Morikawa (2001) investigated the travel behaviour using a MNL

model, and conducted several market segmentation analysis based on travel modes and

income groups.( Dissanayake and Morikawa (2001)

Hayashi et al. Developed a MNL model to examine the possibilities of easing traffic

congestion in Bangkok with a MRT proposal. According to the results, MRT was found as a

positive contribution to the transport system in Bangkok and will earn 41% of the total share

in the year 2010. However, 75% of diverted demand to MRT was found to come from

previous bus users and the rest is from car users.

As proposed by Hayashi et al. Kockelman (1996) also used individual travel data obtained

from travel diaries to examine how “the 3Ds” (density, diversity, and design) affect trip

generation rates and mode choice for 50 and 1,300 selected neighbourhoods in the San

Francisco Bay Area, respectively. By regressing VMT and mode choice on socioeconomic

variables, including population and employment densities, as well as land use mix, and street

design data, a “built environment” model was constructed to predict trip generation rates. The

study revealed that the 3Ds have an impact in reducing trip rates and promoting non-auto

travel, although the impacts may be marginal. In addition, the 3Ds have a stronger impact on

reducing non-work trips than work trips, which confirms previous studies (Crane, 1996;

Handy, 1996; Boarnet and Crane, 2001).

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 Dissanayake and Morikawa (2001) investigated transport policies for developing

countries emphasizing push and pull concept by implementing vehicle tax for car and

motorcycle travel in city centres together with reduction of public transport fares. However,

resultant reduction of vehicle travel was reported to be inadequate due to travellers’ great

preference of using private vehicles use. Dissanayake and Morikawa (2001).

Olanrewaju (1983) observed that urban transport is a matter of growing public

concern all over the world. Even in spite of the expansion of the road system and the greater

use of traffic management in some countries, congestion is spreading, causing delays and

frustration to city dwellers and bringing increasing environmental damage to the country at

large.

As mentioned by Goodwin, the quality of public transport services depends not only

on the level of car ownership but also on both the level of car ownership and the relation

between changes in the level of car ownership and changes in public transport use. Also,

Goodwin proposed that longitudinal survey data would be more helpful to investigate such

changes than using cross section surveys or aggregate time series data. (Goodwin 2001).

Kitamura also discussed about the importance of analyzing car ownership using the

longitudinal data sources rather than accepting the results from cross section based analysis,

and conducted an investigation to observe the causal analysis of car ownership and transit

use. According to the reported results explains that car use determines transit use but not

transit use determines car use. (kitamura 2001).

Ratcliffe (1981) based Transportation planning on two fundamental assumptions.

First, that demand for movement is directly related to the various land use activities that are

pursued at both the origin and destination of journeys. Second, which a relationship

inevitably emerges from these movement demands which cannot only be readily quantified

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but also remains constant in future. Congestion and delay are usually the result of an

unplanned urban land-use which test for the efficiency of network.

Owen (1976) suggested that transportation investment alone has not helped very

much to resolve the problems of urban delay, congestion or pollution anywhere in the world.

There is strong evidence that the characteristics of the cities themselves are the only reason

for the persistence of transport problems and that only an attack on urban design,

environmental deterioration and the plight of the urban population itself can help to make

cities and their transportation manageable.

2.1 CONCEPTUAL FRAMEWORK

2.1.1 CONCEPT OF SUSTAINABLE TRANSPORTATION

Sustainable transportation involves infrastructure investments and travel policies that serve

multiple goals of economic development, environmental stewardship and social equity.

(Dominic Spaethling,1996). A sustainable transportation system has its goal service output

and stewardship of the landscape and resource base, not simply the efficiency of the highway

system. The objective of which is to maximize the use of the transportation system to achieve

economic and related social and environmental goals, without sacrificing the ability of future

generations to do so.

This can be accomplished by:

1. Concentrating on moving people and goods rather than vehicles or avoiding

movement altogether if telecommunications or changes in land use can substitute for

present travel needs.

2. Increasing the use of market - based policies to encourage innovation in transportation

operations and to capture the full environmental and social cost of transportation.

3. Improving the efficiency of existing infrastructure through technical fixes in a multi-

modal network,

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 4. Addressing public concerns regarding social equity in system design. (Dominic

Spaethling, 1996).

The application of sustainable transportation is to help in the evaluation of the facilities and

operations of the Bus Rapid Transit system and also to determine the effect of the operations

on the passengers travel demand of the users within the study area.

2.1.2 CONCEPT OF TRANSIT ORIENTED DEVELOPMENT:

A transit-oriented development (TOD) is a mixed-use residential or commercial area

designed to maximize access to public transport, and often incorporates features to encourage

transit ridership. A TOD neighborhood typically has a centre with a transit station or stop

(train station, metro station, tram stop, or bus stop), surrounded by relatively high-density

development with progressively lower-density development spreading outwards from the

centre. TODs generally are located within a radius of one-quarter to one-half mile (400 to 800

m) from a transit stop, as this is considered to be an appropriate scale for pedestrians.

Many of the new towns created after World War II in Japan, Sweden, and France have many

of the characteristics of TOD communities. In a sense, nearly all communities built on

reclaimed land in the Netherlands or as exurban developments in Denmark have had the local

equivalent of TOD principles integrated in their planning, including the promotion of

bicycles for local use. (Wikipedia.org).

Transit-oriented development is sometimes distinguished by some planning officials

from "transit-proximate development" (see, e.g. comments made during a Congressional

hearing because it contains specific features that are designed to encourage public transport

use and differentiate the development from urban sprawl. Examples of these features include

mixed-use development that will use transit at all times of day, excellent pedestrian facilities

such as high quality pedestrian crossings, narrow streets, and tapering of buildings as they

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become more distant from the public transport node. Another key feature of transit-oriented

development that differentiates it from "transit-proximate development" is reduced amounts

of parking for personal vehicles. (Wikipedia.org).

The application of transit oriented development in this research project is to maximise

access to public transport system that is the Bus Rapid Transit system within the mixed uses

of land; residential and commercial so that there will be free flow of transportation to the

residential and commercial uses of land. That is people living within the study area will be

able to benefit from the location of BRT bus stops and lanes close to their homes and place of

work.

2.1.3 CONCEPT OF ACCESSIBILITY

Accessibility can be defined as the ability for interaction or contact with sites of

economic or social opportunity,( Deichmann 1998), however there are a multitude of ways in

which this intuitive concept has been expressed in the literature. Goodall (1987) defined

accessibility as the ease with which a location may be reached from other locations, and

Geertman (1995) states that the concept of accessibility can be used in rural development

policy as an indicator or rural deprivation and as a variable on location analysis. Over the last

ten years there has been a growing awareness that rural accessibility concerns more than just

roads, (Barwell 1996). reports and surveys carried out in developing regions paint a picture of

rural isolation and unproductive use of limited resources, in which the farmer largely inhabits

a walking world in his introduction to transport and the village, clever states that it is clear

that the extremely poor state of off the road transport system in Africa acts as a powerful

brake on agricultural productivity and growth. Improved accessibility will reduce the

economic costs of moving goods from local markets and ease the barriers to social facilities.

This will contribute to economic growth and enhance social well-being. But before national

government can provide environments conducive to the development of local infrastructure,

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there is a need for a model that can incorporate the local environmental factors that define

rural inaccessibility. Also any model should be flexible enough not only to quantify time and

cost of travel but also infrastructure improvement (or degradation) scenarios to be created and

evaluated. Clearly there are different level of infrastructure availability, transport availability,

and many different environmental effects, and economic considerations.

The application of the concept of accessibility in this research project is to help in the

assessment of the socio-economic structure of the users of the BRT system within the study

area.

2.1.4 CONCEPT OF INTELLIGENT TRANSPORTATION SYSTEM

ITSs have much to offer people with impairments. For drivers, ITSs can partly

compensate for the physiological changes that make driving more difficult for older people

while improving everyone’s safety. The application of ITSs in public transport improves the

efficiency of transit operations and enables the provision of multimodal trip planning

information. Real-time information can be provided at bus stops and stations, in vehicles, and

in the home (via the Internet and pagers).

The application of ITS in this research project is to guide visually impaired people as

pedestrians and through terminals. The requirements of elderly and disabled people must be

incorporated during the development of ITS applications and in the presentation of electronic

information

2.2 TRANSPORTATION MODELS

2.2.1 TRIP GENERATION MODEL

The principle aim of trip generation models is to determine the number of trips

originating in, or attracted to, the zones of an investigated area. The basic classification is

expressed in the terminology of economics with the notions of trip production 17and trip

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attraction. The home is generally considered as a source of production and work as one of

attraction. These trips are also called ‘home-based’ trips and count for around 80% of all

trips. If trips occur, for example, between work and shop, i.e., ‘on-home-based’ trips, then

production and attraction change according to origin and destination respectively (Ortúzar &

Willumsen 1994).

Despite this ambiguity ‘generation’ is used as “trips are generated from their origins

and attracted to their destinations” (Dasgupta et al. 1996). This mutual property between

generation and attraction also determines the variables of the model.

The following factors are regarded as the socio-economic variables for trip production:

income, car ownership, household structure and family size, value of land, residential density,

or accessibility (Ortúzar &Willumsen 1994).

Lohse and Lätzsch usually consider the number of inhabitants, number of working

places (differentiated according to industry and other sectors) and number of vehicles or

degree of motorisation as variables for transport planning; and despite these components the

constraints for trip generation stem from the transport system and its design in relation to

society, economy and environment (Lohse & Lätzsch 1997).

Dasgupta et al. used structural variables according to the land-use objectives and

found a reasonable correlation between work trips and employment. They found it more

di¢cult to establish similar relations for leisure and shopping activities where factors such as

type of product, location or catchment area, should be considered (Dasgupta et al. 1996).

Most trip generation models deal only with motorised or specifically vehicular trips and few

consider trips by non-vehicular mode of transport. A reason could be found in the need to

reduce the complexity of the vehicular models and to avoid the development of measures for

non-motorized transport. DKS suggest that possible variables for these modes of transport

could be of a demographic nature; they should exhibit the fact that people are inclined to

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walk, if the desirable land-use is within walking distance, otherwise they will use the bicycle

or a motorized means of transport (DKS 1994).

There are basically two different model structures for trip generation models -- the

cross-classification models and the regression models. However, both these model structures

incorporate the same basic factors which affect the trip generation of a zone; the models only

differ in their characterization of these factors.

The factors (for any given trip purpose) which affect the trip generations of a zone are:

 The number of potential trip-makers in the zone; this data could be captured by

variables like residential density, average household occupancy, age distribution of

occupants, and so forth.

 The propensity of a potential trip-maker to make a trip; this is related to automobile

ownership, accessibility to public transportation, and the like. For example, persons

who own automobiles make more non-work trips than persons who do not own

automobiles.

 Accessibility of the zone to potential destinations for a given trip-purpose satisfaction;

variables like distance to potential destinations can capture this factor. For example,

persons who live close to various recreational facilities may make more number of

recreational trips than persons who live in areas which do not have nearby

recreational facilities.

2.2.2 THE CROSS-CLASSIFICATION MODEL

The cross-classification model, sometimes referred to as category-analysis model, is

based on the assumption that the number of trips generated by similar households or

households belonging to the same category is the same. According to this model if in Zone

there are households in category and if is the average rate of trip generation per

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household in category k then the relation of trips generated (or produced) by Zone i, Ti is

given by

The model predicts the trips produced by a zone by simply aggregating the total trips

produced by all the households in that zone. However, two basic questions need to be

answered here:

 How do we define similar households, or alternatively how do we define categories of

households, and

 How do we determine the rate of trip-generation for a given category of households?

The answer to both these questions is: through empirical observations and analysis.

What is done is that, first, data on demographic characteristics and trip -making

behavior of a large number of households are collected. This data is then analyzed to

see what characteristics of the households are important in defining a homogeneous

group -- the households which produce approximately the same number of trips.

Based on the above analysis, tables are made which define each category of households

by listing its properties in terms of different demographic variables. For example, a particular

category of households may be defined as households with 3 to 4 members in the age group 6

to 60, with income in the range of Rs. 30,000 to Rs. 40,000 per month, and one automobile.

Finally, for each category of household the average number of trips generated is listed. The

listing of the definition of categories and the associated trip -generation rates are generally

referred to as trip tables. This method of analysis although simple in its structure has few

difficulties. The foremost is the problem with defining categories correctly -- at best it is very

difficult. There are other problems like handling additional data on trip-generation behavior --

the trip tables are not amenable to simple updating but generally have to be completely

revamped every time new data is available.

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2.2.3 REGRESSION MODEL

In this model an additive functional form is assumed to exist between the factors

which affect trip-generation and the number of trips generated. Generally, a linear function of

the following form is used:

Where, are parameters of the regression function and is the value of the

variable (such as income, automobile ownership, number of members in a household, and the

like) for the i the zone.

As can be seen using this model to determine the number of trips generated by a zone is a

simple matter when all the parameters of the regression function are known. Obviously, the

parameters are determined by using some parameter estimation technique like Ordinary Least

Squares or Maximum Likelihood Technique on empirically obtained data on variables and .

For a good description of regression analysis and the parameter estimation techniques

mentioned here, one may refer to any book on introductory statistical methods or basic

econometrics.

Generally the models of trip-generation include variables which reflect the number of

potential trip makers and the propensity of potential trip-makers to make a trip. However,

none of the present models incorporate variables which reflect the accessibility factor. This is

possibly the single largest factor as to why trip-generation models cannot very well predict

the number of trips generated.

2.3 CONCEPT OF BUS RAPID TRANSIT

BRT is designed to address the sources of delay of traditional bus services and to be

an attractive service to passengers. BRT is an incrementally enhanced transit mode, providing

faster, passenger-friendly service Walter Kulyk (2001). Bus rapid transit (BRT) is a broad

term given to a variety of transportation system that, through improvements to infrastructure,

vehicles and scheduling attempt to use buses to provide a service that is of a higher quality

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than an ordinary bus line Josef Leitmann (2004). Each BRT system uses different

improvements although many improvements are shared by many BRT systems. The goal of

such systems is to at least approach the service quality of rail transit while still enjoying the

cost savings of bus transit. The expression BRT is mainly used in North America; in Europe

and Australia. It is often called a bus way, while elsewhere; one may speak of quality bus or

simply bus service while raising the quality. The Bus rapid transit first in the word was

originally designed in Curitiba, Brazil, as it has being in operation since the 1970. IPCC.

(2007). and is now used by over 70% of its commuters Goodman et al. (2006). It was aimed

to promote development along the BRT corridor by promoting accessibility. It takes part of

its name from rapid transit which describes a high-capacity rail transport system with its own

right-of-way, its alignment often being elevated or running in tunnel, and typically running

long trains at short headways of a few minutes. Because of the similarity in name one tends to

associate the merits of rapid transit also with the newer BRT expression. BRT encompasses a

broad variety of modes, including those known or formerly known as express buses, limited

bus ways and rapid bus ways and even BHNS in France (Bus à Haut Niveau de Service). It

has served as a source of inspiration for many other cities in South and North America, but it

was not until after the year 2000 that BRTs were becoming popular, with landmark example

such as TransMilenion in Bogota. TransJakarta, and Metrobus in Mexico City. As of now,

BRTs is a fully market-ready technology, and has been implemented successfully in dozens

of cities in both developed and developing countries, BRT Policy Center (2010). As of the

year 2010, over hundred BRTs are being constructed in Latin America, Africa and Asia.

BRTs are generally seen as an option with considerable potential in cities in the developing

world. BRT is known to make an important contribution to a sustainable urban transport

system. It is more energy efficient than conventional bus systems per person-kilometer due to

higher speeds and higher capacity buses. Also it may improve the modal split towards more

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use of public transport. Evaluation from it environmental impact in sub-Saharan countries

like Uganda, Ethopia e.t.c, estimated a GHG reduction potential of 12MtCO2-eq/yr. in 2020

Gouvello et al (2008). The World Bank estimates that in Mexico, the introduction of 20 BRT

corridors (in addition to the 3 operational ones in Mexico, City and Leon ) could lead to a

reduction of Mt of carbondioxide per year. The estimates drawn from the investment cost of

BRT system is known to vary widely, depending on the required capacity, urban context and

complexity of the project, some BRT systems can be delivered for $ 1- 15 million per km,

depending on the policy package involved (IPCC, 2007).

2.3.1 GLOBAL TREND OF BRT SYSTEM

Though the operations of BRT was pioneered in the mid-sized Brazilian city of

Curitiba in the 1970s, where its strategy was developed to increase bus speeds and improved

road safety by placing high-capacity buses within committed bus lanes which channel buses

to a series of fixed stations, similar to light-rail or metro system. Inspired by the success of

Curitiba’s system, cities such as Mexico City, Bogotà and Quito have more recently made

BRT the linchpin of their transit network, the BRT operation constituted an important step

towards resolving the problems of spatial distribution that afflict these Latin American cities.

In Citizens of Bogotà it operates as Transmilenio system accounting for an average of

1.6 million riders per day, making it a more effective transit system than all as well as the

biggest subways in the world. The success of Transmilenio lies in its extensive route system.

Along the outskirts of the city, green feeder buses bring riders to the main lines. Critically,

these feeder buses are free, eliminating waiting time to board.

The mass transit system that existed before been replaced by BRT, were composed of

slow, overcrowded and expensive private bus line , incapable of meeting the challenges of the

tremendous urban sprawl. Moreover, most commuters must travel great distances from

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homes situated on the periphery of cities to centrally located jobs. Quito’s having

approximately 1,842,000 inhabitants for example, take up 4,204 square kilometers, which is

equivalent to one-tenth the population of the New York metropolitan, took advantage of the

fast, reliable, and cost-effective means of transportation, which BRT provides effectively

alleviate the structural inefficiencies resulting from mobility problems of its sprawl

settlement it is the credible achievement of these BRT Operation that lead to the adoption of

its operations in countries like China, there has been a national level initiative by

international organizations promoting BRT. In November 2001, the China Bus Rapid Transit

Program was started as a part of the Energy Foundation’s China Sustainable Energy Program

(CSEP), founded by Hewlett Packard and Blue Moon foundations (Hossain 2006). The

program targets eight project cities including Beijing (Xu 2005). In Beijing, conventional bus

services were not attractive to passengers because of slow and poor quality service. Faced

with growing traffic demand and considering the upcoming 2008 Olympic Games, the

Beijing Government found it essential to build the BRT and took the lead in the BRT project.

BRT was considered as a supplement to rails while expanding the rail network to increase its

coverage ( Zhenjiang 2004).

Thus, construction of BRT became one of the most-committed project by the Beijing

municipal Government for 2004 along with 55 other projects and a task force was formed.

The first BRT line was implemented in two phases. The first stage, lines for 5km from

Qianmen in the city center southward to Muxiyuan, started operation. Jakarta the capital city

of Indonesia introduced its TransJakarta’s rapid transits system in January 2004, a fate which

considerably switched desire by residents for private motorized vehicle to the these bus

system adopted and therefore reducing the congestion status of its existing roads as it,

recorded an averages 46,000 passenger a day, which exceeded its estimated target of 20,000

Seoul a the capital city of Korea, having a population of more than 10 million residents in an

22
area of 605.39km2. Adopted the BRT scheme to effectively reduce the increase in private car

use that overwhelms the capacity of the existing infrastructure and resulted in serious traffic

congestion, air pollution, noise, traffic accident as well as excessive use of scarce land for

roadways and parking facilities. The economic loss due to congestion on roads was estimated

to exceed $8 billion a year, amounting to 4% of GDP by 2003. Also Africa got attracted

towards adopting the BRT concept brought ob them in 2002 by ITDP to solve mobility

problems in their city center in Dares Salaam Tanzania a completed the detailed operational

planning. Infrastructure planning and business plan for the Dar Rapid Transit (DART)

system. Which key features of the system include the construction of a 21 kilometer closed

BRT system, with dedicated buses, passing lanes at stations, median aligned stations, and

likely peak passenger demand on Morogoro Road of around 13,000 passengers per hour in

one direction. A daily passenger ridership of around 200,000 passengers in the system

represents 20% of daily bus trips taken in the city. A transit made to extend through the

Central Business District (CBD) ubungo market. Reducing travel times and improves

operating efficiency. In Lagos Nigeria the Lagos Metropolitan Area Tranport Authority

(LAMATA) is a semi-autonomous agency established on 13 january 2002 as part of the

Lagos Urban Transport Project (LUTP) with the technical and financial support of the World

Bank. With its shareholders been a joint function of the State government, the World Bank

and the Transport Funding agencies reviewed coordination of transport policies; and

inaugurated the BRT system in march 2008 taught it first operated as red bus through the

public private partnership framework under a management board known as Lag bus Asset

Management Limited before it was coupled with the real B.R.T system which operated with

the first corridor been (from Mile 12 to CMS) a 22km in length with plans to upgrade the

system towards a full BRT as its lanes have been continually expanding towards various

region in the city. However, South Africa’s Rea Vaya (Johannesburg) has successfully been

23
the first operator of full B.R.T system in Africa (though Lagos pioneered the adoption of the

system in Africa) with its phase 1 scheduled to open in 2009 with its phase one, having which

have been the condition which over 100 kilometers of median aligned segregated bus ways

with prepaid fare collection and at level boarding and alighting. Cape Town is in the detailed

design phase for their BRT system that will open in 2010 in time for the World Cup games.

These bus system can come in a variety of forms, from dedicated bus ways that’s have

their own right-of-way (e.g., the Ottawa Transit way or the Pittsburgh MLK East Bus way) to

bus services that utilize HOV lanes and dedicated freeway lanes (e.g. Honolulu’s City

Express) to limited stop buses on pre-existing routes. An ideal bus rapid transit service would

be expected to include most of the following features. (AEI, January 2007)

 Buss only, grade-separated (or at-grade) right-of-way: the main feature of a BRT

system is having dedicated bus lanes which operate separate from all other traffic

modes. This allows buses to operate at a very high level of reliability since only

professional motorists are allowed on the bus way. A side benefit of this are lower

construction costs since bus ways can be engineered to tighter standards and still

remain safe compared to a roadway open to non-professional drivers.

Such a right of way may be elevated; on rare occasions, the right of way may be a

modified rail right of way.

 A bus street or transit mall can be created in an urban center by dedicating all lanes of

a city street to the exclusive use of buses.

 Low –cost infrastructure elements that can increase the speed and reliability of bus

services include bus turnouts, bus boarding islands, and curb realignments.

24
  Comprehensive coverage, in addition to using dedicated bus ways, BRTs can also

take advantage of existing roadways in cities that already have a comprehensive road

network for private automobiles. Service can be made more time efficient and reliable

than a standard bus system by taking advantage of bus priority methods.

 Bus priority /bus lanes: preferential treatment of buses at intersections can involve the

extension of green time or actuation of the green light at signalized intersection upon

detection of an approaching bus. Intersection priority can be particularly helpful when

implemented in conjunction with bus lanes or street, because general-purpose traffic

does not intervene between buses and traffic signals.

 Vehicles with tram-like characteristics;

Recent technological development such as bi-articulated buses and guided buses has

benefited the set of BRT system. The main developments are:

Improved riding quality (guided bus,electronic drive train control smoothing the operation),

increase capacity (bi-articulated or double decker).

Reduced operating cost (as against the hybrid electric power train).

A specific image with a brand name: (viva, Max, transMilenio…) and specific stations with

state of art feature, automatic vending machines…

2.3.2 GLOBAL FEATURES OF BRT SYSTEM

The main features of B.R.T, includes the following dedicated bus lanes, which operate

separate from all other traffic modes. This allows buses to operate at a very high level of

reliability since only professional drivers are88 allowed on the bus way.

25
 Its side benefit is lower construction costs since bus ways can be engineered to tighter

standards and still remain safe compared to a roadway open to non— professional

driver.

 Location of the bus ways in the median of the roadway rather than in the kerb lane.

 Existence of an integrated “network” of routes and corridors.

 Separate stations that are convenient, comfortable, secure, and weather protected.

 Stations provide level access between the platform and the vehicle floor.

 Special stations and terminals to facilitate physical integration between trunk routes,

feeder services, and other public transport systems.

 Pre-boarding fare collection and fare verification.

 Fare and physical integration between routes, corridors, and feeder services.

 Entry to the system is restricted to prescribed operators under a reformed business and

administrative structure.

 Low—emission vehicle technologies.

 System management through a centralized control centre, utilizing its

applications such as automatic vehicle location.

 Special physical provisions to ease access for people with disabilities, such as

children, the elderly, and the disabled.

 Clear route maps. signage, and or real—time information displays that are visibly

placed within stations and / or vehicles.

 A bus street or transit mall created in an urban centre by dedicating all •lanes of a city

street to the exclusive use of buses.

 Low-cost infrastructure elements that can increase the speed and reliability of bus

service include bus turnouts, bus boarding islands, and curb realignments.

26
  Comprehensive coverage: In addition to using dedicated bus ways. BRT’s can also

take advantage of existing road

 ways in cities that already have a comprehensive road network for private

automobiles.

 Serves a diverse market with high-frequency all day service A BRT network with

comprehensive coverage ban serve a diverse market (all income ranges) by moving

people from their current location to their destination with high frequency and

reliability while maintaining a high level of customer experience.

2.3.3 GLOBAL BENEFIT OF BUS RAPID SYSTEM;

These can be grouped into two such as the long term and the short term benefits.

2.3.3.1 SHORT BENEFIT OF BRT;

These include benefit such as;

 Provision of efficient, reliable and frequent public transport facilities and services.

 Social equality and poverty reduction through provision of affordable high- quality

transport.

 Provision of a safe and secure public transport system.

 Reduction in traffic congestion, energy consumption and vehicle emissions,

 The enhancement of the urban environment.

 Appropriate fare collection systems

 Good pavement maintenance system.

 Increase in energy supply security, due to reduction for imported oil

 Recapitalization of the public transport fleet.

27
2.3.3.2 MEDIUM TERM BENEFITS OF BRT

 Brings about Mobility ideal for urban sprawl areas by supporting social inclusion

instead of isolation.

 Bring Economic prosperity such as good income to private governments and the

public if would lead to vas job creations enhances civil working hours while

outstripping congestion and reduction in travel times to work.

2.3.3.3 LONG TERM BENEFITS OF B.RT

These include;

 Better economic development at and around the nodes as well as along the mobility

spines.

 Land use change along the route as well as the nodes, which will result in

densification.

 Sustainable and frequent peak and off-peak public transportation system.

 Improved journey times for all public transport users.

 Reduction in pollution such as, the reduction in release of greenhouse gases.

 Reduction of global fuel consumption.

2.3.4 GLOBAL PROBLEMS OF BRT

Despite the credibility status of B.R.T in ensuring a safe environmentally friendly,

fast efficient supply mean of transport it operation have meets some global problems in form

of risk and challenges. Such as

 Ability to win initial support by the actors in the public transport industry such as taxi

and paratransit bus and van operators due to the competitive functions, it will create

28
 as a result of its system having a dedicated lane, pose a problem facing the

implementation of the B.RT operations.

 The time sequence for the construction of BRT facilities and amenities are long and

sometimes suffer some unnecessarily delay in the completion and full operation of the

rapid bus scheme.

 The operation of the B.R.T system would contribute to environmental degradation in

the sense that natural

features such as natural vegetation cover of the earth would be destroyed to pave way

for the construction of its dedicated lanes in as much as its operation would contribute

to increase in noise levels and objections to expropriation of existing houses along

corridors to be utilized for the construction of its lane.

 Budgetary constraints may cause delays and implementation over a longer period.

 The ability to integrate these form of urban road mobility with other modes of rod

transport such as light rail system, electric train system as well as other modes of

transportation such as air, and the ferry transits system poses a challenge for transport

planner since the B.R.T system is just newly developed to complement other modes

and means of transport already in place.

 The financial implication of training operators in skills needed for successful Bus

Rapid Transit operations and inability to deduce the monetary returns from the

scheme due to uncertainty in level of patronage due to increase in individual car

ownership threaten the implementation of the B. R T scheme.

 Other concerns are around the negative perception of buses when compared to private

vehicles (and rail services) in terms of journey comfort and trip time.

29
  Another concern highlights the need for high urban densities along the BRT corridors

in order to ensure that the system is feasible to run the service it is designed for,

particularly when it is still competing with the other modes in South African cities.

 Training owners and operators in skills needed for successful Bus Rapid Transit

operations would be too elaborate and costly embark on.

2.3.5 LOCAL PROBLEMS OF B.R.T SYSTEM.

In accessing the problem mitigating the successful implementation of the local B.R.T

operation the factor affecting that of Lagos state would be put into consideration as a case

study. Though the concept of introducing the new bus rapid system as been a matter of

concerned which was partially, implemented during the tenure of the first democratically

elected governor of the state who took a loan from the world bank as well as forming a

partnership with them for the construction and management of the bus transits system that

operated with red colored buses supplied by Mercedes benz company called LAGBUS apart

from the bus depot stations it lacks the standard features of a B,R,T system due to the facts

that the buses lack segregated lanes and had to utilize roads been used by other vehicles it

was the tenure of the next governor that streamlined the agreement with the world batik and

other actors in the transportation business industry that b really constructed the real BRT

lanes with all necessary street furniture essential for the smooth operation of the B.R.T

system which operation is foreseen by the Lagos state metropolitan area transport authority

called LAMATA.

The new system allowed for the continual operation of the lag buses but segregated its

buses by allowing an Indian company called Ashok Leyland to supply a dual- blue color

shaded buses. Since the operation of the B.RT scheme it as faced some problems which is

liable to as a result of the local content characteristic of the Lagos state such problems

include.
30
  Poor maintenance structure of its buses witnessed from the rapid

deterioration of its physical structures in the sense that many has one form of

deformation or the other ranging from cracked windscreen, deformed bumper,

punctured casings, ruptured headlamps among others many would also accept the fact

that these buses are been washes by rain down pours with not management body

responsible for its washing. As well as

 Problem of trying to unify the BRT systems which the current governor wants to

embark on when he order for the Lag buses to be repainted to the blue colour of the

LAMATA new buses, the action which was truncated by the strong disapproval of the

former governor who many believed has personal; cut from the returns of the lag bus

2.3.6 COMPARISON OF B.R.T WITH OTHER FORMS OF MASS TRANSIT

BRT attempts to combine the advantages of a metro system (noticeably right-of- way

which improves punctuality and frequency) with the advantages of a bus system (low

construction and maintenance costs, right—of—way not required for entire length).

Compared to standard bus service BRT systems with dedicated right-of-way lanes, and thus

an increased average vehicle speed, can provide more passenger miles with the same number

of vehicles and personnel. They also bring about a smoother ride than a normal bus immersed

in stop and go traffic. UK Transport Research Laboratory (2001).

It is overly simplistic to use calculations to predict the capacity of BRT and normal

buses and say typical buses are 12 meters (40 feet) long, articulated buses 18 meters (60 feet).

The maximum length for a street—running tram (in Germany) is 75 meters (about 250 feet).

Light rail systems running in—street are limited to one city block in length. unless (as in

Sacramento, CA) they are allowed to obstruct Intersections. With similar dwell times in

stations the capacity of rail systems would scale with the length of the train. For instance, a

light rail system running on two—minute headways with 200-passenger cars operating as
31
single units could carry 6,000 passengers per hour. It should theoretically therefore carry

12,000 passengers per hour with two—car trains, and 24,000 per hour with four—car trains.

In practice real world delays multiply and headways become disrupted causing practical

limitation of around 12,000 to 19,000. However, the Transmilenio system in Bogota. Reports

to carry 2’850,000 passengers per day on average, including feeder lines. This would put it in

8th place in the world list of Metro systems by annual passenger rides. Many agencies make a

clear distinction between a pure BRT, which is in exclusive lanes, and a more compromised

form in mixed traffic. For example, the Los Angeles Orange Line runs entirely in an

exclusive Lane and therefore achieves speed and reliability comparable to rail. Because it is

functionally equivalent to rail, the Los Angeles County Metropolitan Transportation

Authority presents this line as part of its rail transit system, distinct from its “Rapid’ lines,

which run in mixed traffic. The typical diesel engine on the bus causes noticeable levels of air

pollution, noise and vibrations. Through developing buses as hybrid vehicles and the use of

new forms of trolleybus BRT designers hope to increase ride quality and decrease pollution.

As the energy use for acceleration is proportional to the vehicle mass, electric traction allows

lighter vehicles, faster acceleration and energy that can be fed back into batteries or the grid

through regenerative brakes. Regenerative braking is standard on modern rail systems.

In contrast to BRT, both Light Rail and rapid transit require the placement of rails for

the whole line. The tram usually avoids the high additional costs for the engineering

structures like tunnels that need to be built for metros. Rail tends to provide a smoother ride

and is known to significantly higher passenger numbers than road-based systems.

(Bruun2005) compares BRT and LRT annual operating costs using U.S. data. For a

typical agency, both BRT and LRT have lower operating costs on a per space-kilometer basis

during base periods than regular buses. Both the lower BRT and LRT cost estimate are

comparable for adding service during peak periods. Using the higher cost estimate. peak BRT

32
costs 24% more than LRT. For trunk line capacities below about 1,600 spaces per hour the

headway versus cost tradeoff favors BRT. Above 2000 spaces per hour, BRT headways

become so short that Traffic Signal Priority may not be effective and operating speeds may

decrease. The marginal cost of adding off-peak BRT service is substantially less than the

average cost of regular buses. LRT less yet. Peak Fleet Size seems to be an important driver

of costs.

Many BRT designers have used the need to construct power conduit systems as an

argument against Light Rail, but a new proposal. Known as ultra-light rail, would have hams

carry their own power, much like a bus, at a significant energy savings due lack of rolling

resistance. In larger towns and cities, such as Essen, Germany and Pittsburgh, USA, it is

common for a right of way exclusive to public transport to be used by both light rail and

buses.

2.4 BRT (BUS RAPID TRANSIT) DOCUMENT OF 2012

BRT means Bus Rapid Transit.

BRT is a transport option, which relies on the use of dedicated 'interference' free segregated

lanes to guarantee fast and reliable bus travel. It is a high performance public transport bus

service which aims to combine bus lanes with high-quality bus stations, vehicles, amenities

and branding to achieve the performance and quality of a light rail or metro system, with the

flexibility, cost and simplicity of a bus system. The BRT buses run on physically

segregated lanes and thus make them faster in a situation where there is traffic congestion. It

is one of the several options available for tackling the huge public

transport predicaments of Lagos.

33
BRT: Dedicated "interference' free segregated lanes (The Lagos BRT is the Lite version of

the Classic BRT system.)

2.4.1Advantages of BRT system:

It will reduce traffic congestion, improve air quality and meet the mobility needs, particularly

of the less privileged and poor masses of the Lagos metropolis. It is a roadway-based system

that looks and behaves like a subway, offering high capacity rapid transit services but on

dedicated lanes or city streets. Guaranty a fast and reliable travel time – When operating in

exclusive running ways or dedicated lanes, BRT systems can run at faster speeds than

conventional buses in regular traffic and even as fast as light rail. By offering frequent service

andavoiding traffic-related delays, BRT systems can provide riders with a more reliable

travel time. BRT Network The Lagos BRT The 22 km Mile 12 - CMS pilot Bus Rapid

Transit (BRT) Lite scheme commissioned by His Excellency, Governor Babatunde Raji

Fashola on March 17, 2008 is the flagship of LAMATA's bus services reforms and first

example of a comprehensive and integrated approach to improving public transport in sub-

Saharan Africa (SSA).The first phase of the Lagos BRT, which is already running from Mile

12 through Ikorodu Road and Funsho Williams Avenue up to CMS started, runs a 16 – hour

operations from 6.00a.m to 10 p.m. every day. The system uses 220 buses to move more than

200,000 passengers daily. In the last five years of operations, the BRT system has moved

more than 400 million passengers.

2.4.2 The overall objective of the Lagos BRT system

To improve mobility and transport affordability in the city of Lagos through regulatory

reform and facilitation of person movement on major corridors through a combination of

traffic management and implementation of a high quality, high performance bus rapid transit

system'. Public/Private Partnership: The Mile 12-CMS pilot BRT Lite scheme was

34
implemented by PPP whereby LAMATA provided the enabling framework and infrastructure

comprising bus

depot garage, 3 bus terminals, 65% segregated bus ways, 28 bus shelters, road markings and

other traffic management measures while the selected private sector operator (First BRT

Cooperative Limited) accepted regulatory enforcement, commitment to procurement of

buses, operations and maintenance. Ecobank provided financing of N1 billion for the operator

to procure initial 100 buses deployed and LASG invested a substantial sum of N4.5b on the

BRT infrastructure.

Operations: The operation is guided by a set of regulations approved by the Lagos State

House of Assembly (LAHA) and signed into law by the Governor, Mr. Babatunde Raji

Fashola. The regulations restrict all yellow buses and other articulated and heavy-duty buses

to the service

lanes. The BRT Lite scheme currently operates a total number of 220 Ashok Leyland high

floor capacity buses along Mile 12-TBS corridor from 6:00am-10:00pm daily. Over 900 bus

pilots/bus officers and 57 inspectors/monitoring officers were employed for BRT operations.

Performance: The pilot BRT Lite scheme has performed creditably since operations

commenced in March 2008;Over 400 million passengers has been carried Average daily

ridership is 180,000 passengers Average Load factor of 800 passengers carried per bus daily

Average daily trip per day is 5 Average waiting time is 15 minutes Average speed is 30km/h

Impact on Users: User opinion of the BRT system is shown to be strongly positive in

comparison to alternative modes of transport. Introduction of the Mile 12 -TBS pilot BRT

Lite scheme has exceeded expectations. The scheme has impacted on a number of fronts:

35
First, the scheme has exceeded patronage expectations. Average weekday patronage

(180,000/day) exceeds

planned estimates by 200%.Second, passengers now enjoy a reduction of 30%in average

fares and fare stability, 40% in journey time, 35% in average waiting time and reduction in

exposure to robbery on public transport.

Third, the scheme has attracted increased patronage from sectors that had hitherto shied

away from public transport, namely children, car owning middle classes, the elderly and the

less able.

Fourth, the scheme has created direct employment for over 1,000 people, mostly

graduates and indirect employment to over 500,000 people in the state.

Fifth, the scheme has demonstrated the capacity of local operators to run successful public

transport operations and has subsequently generated intense interest from local banks and

financiers and vehicle suppliers for other planned BRT schemes.

Sixth, it has demonstrated and confirmed the strategic role of public transportation in Lagos

to the extent that planned state investment in the sub-sector has risen 50-fold. Seventh,

preliminary figures suggest that the project has helped reduced ambient concentration of

pollutants which are dangerous to human health along the corridor.

BRT Extension from Mile 12 – Ikorodu Town Following the socio-economic impacts and

success of the Mile 12 – CMS BRT system on the lives of Lagosians, particularly businesses

and residents along and within the corridor, there have been clamour for the replication of the

system along other corridors in the state.

36
LAMATA has plans to implement the BRT system strategically along eight different

corridors within the metropolis.

The Mile 12 – Ikorodu Town BRT Extension has been conceived to extend BRT service from

Mile12 to Ikorodu Town while also improving the Ikorodu road network infrastructure. The

existing roadway consists of a 2- lane dual carriageway linking Mile 12 Area to the fast

growing Ikorodu town. It is presently in a deplorable condition with perennial flooding. The

Lagos State Government is desirous of this project which includes major civil works and

provision of complimentary BRT infrastructures. The corridor covers a distance of about

13.5km.The width of the existing road is a 7.5 metres, with central median of 2m width. The

BRT is designed to be implemented as median running with bilateral bus stations

configurations linked to pedestrian bridges for pedestrian access. Two new lanes will be

constructed to accommodate the new BRT system.

BRT Extension to Ikorodu Town is BRT Classic

The existing Mile 12 – CMS BRT system istagged BRT lite. It is a bilateral operation which

has the BRT lanes partially segregated along the corridor causing interference with other

traffic. The Mile 12 – Ikorodu Town BRT Extension is tagged BRT Classic where the BRT

lanes will runin the middle without any interference from other traffic except at designated

new u-turn points What are the benefits of the project?

A lot of benefits will come with the execution of this project. This includes: provision of

affordable transportation, Better road network Public transport with faster and reliable

journey

Times Clean and better quality buses Reduction in waiting time for buses with limited queues

through improved bus frequencies Provision of a safe and secured transportation

37
System Provision of a regulated transport system where queries and complaints can be

addressed Reduction in the number of unregulated public transport vehicles on the corridor

Road side activities which slows down traffic prevented Improved lifestyle of people and

businesses along the corridor with good linkage to major activity and recreation centres

Job creation with the project set to create over 2,000 direct jobs and 5, 000 indirect jobs.

Better environment and less pollution with Green House Gas (GHG) along the corridor set to

reduce by 16%. Completion Date Construction works and activities are ongoing

Source: (lamata 2012)

Figure 2.1 newly constructed BRT extention from mile 12to ikorodu town

38
Figure 2.2 B.R.T CORRIDORS O F THE STUDYAREA IN LAGOS

Source: Lamata (2012)

Plate 2.3 showing BRT users at the bus stop waiting for BRT buses

Source: field survey (2015)

39
Figure 2.4 TYPICAL BRT ARRANGEMENTS IN LAGOS STATE

Source: field survey (2015)

Figure 2.3 TYPICAL BRT MERGE/DIVERGE ARRANGEMENT

Figure 2.5 TYPICAL BRT ARRANGEMENTS IN LAGOS STATE

Source: field survey (2015)

40
 CHAPTER THREE

3.0 HISTORICAL BACKGROUND OF THE STUDY AREA

Prior to the Portuguese name of Lagos being adopted, Lagos was originally called

Eko, which stems from either Oko (Yoruba: "cassava farm") or Eko ("war camp"), by its Bini

conquerors. History has it that the Oba of Bini sent various trade expeditions to Ghana where

spices were traded and one of his traders complained about the way she was being treated by

the Awori's. The Oba of Bini then sent a trade expedition by sea. Ironically, the leader of the

expedition arrived in the evening at a time when the people who were predominantly

fishermen were either wading into the water or getting into their boats to gather their catch.

He declined to engage them further and returned to what is now called Benin City where he

reported to the Oba of Bini that they were attacked. This prompted the Oba of Bini to

constitute a war expedition led by Ado, a Bini Prince to go to Lagos and demand an

explanation. This was over 650 years ago. However, on getting there, they were well

received. The people were so enamored with Ado they asked him to stay and lead them. He

agreed on the condition that they surrendered their sovereignty to the Oba of Bini to which

they agreed. The Oba of Bini was told this and he gave his permission for the expedition to

remain. The Oba of Bini later sent some of his chiefs including the Eletu Odibo, Obanikoro

and others to assist Ado in the running of Eko. Till today, the Oba of Lagos is the head of all

the Kings in Lagos State and his status is different from other Oba's most of whom were later

given back their crowns and staff of office only within the last 4cv0 years and have various

classifications. Suffice it to state that those who got their crowns back were the original land

owners. These were Olofin's children. Moreover, modern day Lagosians have so intermingled

that no single tribe or people can claim it even though the predominant language is Yoruba.

The present day Lagos state has a higher percent of this sub-group who allegedly migrated to

the area from Isheri along the Ogun River.

41
 History has it that the Awori were actually from Ife the cradle of Yoruba land. The

Awori people are a peaceful people initially not taken to warfare. Due to war, those from the

hinterlands, like the Ekiti ran towards Isheri which at that time had more than one Olofin

(Alafin) who were heads of probably respective settlements about 1400AD. With the fleeing

people from the hinterlands most of them scattered again to different places, some to Iro, to

Otta, Ado, others to Ebute Metta i.e three landing places - Oyingbo, Iddo and Lagos Island

(Eko). The Olofin that brought those who went to Ebute-Metta was Ogunfunminire later

known as Agbodere. With the full commencement of the war about 2000 moved to the

nearest island of Iddo, others to Otto Awori or Otto Ijanikin towards modern-day Badagry.

Those from Ekiti Aramoko came to Ebute-Metta, Iddo and then Ijora. The Olofin was said to

have 32 children. His own known children are Olumegbon, Aromire, Oloto, Oluwa, Oniru,

Onisiwo, Onitoolo, and Elegushi. Ojora, Onikoyi and Mogiso were not his biological

children. After the demise of Agbodere, the name Olofin became the name used to remember

him while a title of Oloto was given to his successor. With one of his sons becoming the

Oloto his other children parted ways to what is known as visible settlements in the present

day Lagos. Aromire whose name means defeated the river or became the river's friend is

likely to be the first to cross being said to have swam across the river. It is possible that his

real name is not Aromire but due to the feat he became known as such.

Until the coming of the Bini's, Lagos's geographic boundary was what is known now

as Lagos Mainland. Lagos Island, the seat of the Oba of Lagos then consisted of a pepper

farm and fishing posts. No one lived there though. The name Eko was given to it by its first

King Oba Ado during its early history, it also saw periods of rule by the Kingdom of Benin.

Eko was the land area now known as Lagos Island where the king's palace was built. The

Palace is called Iga Idunganran which, translated means Palace built on the pepper farm. Oba

Ado and the warriors from Benin as well as some of the indigenous people who sought safety

42
settled down in the southern part of Eko called "Isale Eko", Isale literarily meaning bottom,

but must have been used to indicate downtown (as in Downtown Lagos).

3.1 GEOGRAPHICAL LOCATION AND GENERAL CHARACTERISTICS

Lagos state which is One of 36 States in Nigeria and also the longitude and latitude

coordinate showing the geographical location of lagos state in Nigeria is given as

Coordinates: 6°27′11″N 3°23′45″E 6.45306°N 3.39583°ECoordinates: 6°27′11″N

3°23′45″E / 6.45306°N 3.39583°E. The Total area of lagos state is given as 357,700

Hectares, with 17% (60,839 Hectares) as Lagoon and waterways, lagos state Population

estimated at 15 Million. To move up to 25 Million by 2015 at current annual growth rate of

6%. Lagos state is blessed by water and is located close to the ocean and is surrounded by

water bodies (lagoon) of 22% of total surface area is water. Lagos state Contains 20 Local

Government and 37 Local Council Development Areas and Lagos Metropolitan area contains

89% of the total state population. The Metropolitan area occupies 37% of the land area of the

state and a relatively small urban area with very high population density due to its current

growth rate. Lagos is the main commercial city of Nigeria and also Generates an important

share of the income of the Nigerian economy about 65% of all industrial and commercial

establishments in the country are located in metropolitan Lagos. On foreign trade, Lagos has

about 80% of the total value of import and accommodates the largest and busiest ports in the

country.

3.2 CLIMATE OF LAGOS STATE

The climate of the project area is that of the humid tropics and it is largely controlled

by prevailing winds and nearness to the Atlantic Ocean. The two dominant air masses are the

dry wind from the Sahara and the wet from the Atlantic Ocean. Averages temperature values

43
around Lagos 250C (June to October) and 270C (November to July). In wet season, south –

westerly winds dominate, and the dry season, north – easterly winds dominants.

3.3 HISTORICAL BACKGROUND OF B.R.T. DEVELOPMENT IN LAGOS

STATE

The Lagos BRT concept which was the first in Africa came to limelight when the new

administrations at Federal and State levels were elected in 1999 then transport was identified

as one of the most pressing issues in Lagos State. Accordingly the then Governor, Senator

Bola Tinubu, appointed a Special Advisor on Transportation and sought development

assistance from the World Bank group. He went further by formulating the Lagos Urban

Transport Project (LUTP) to make up for the failure of the Federal Mass Transit Program.

While giving it the building capacity to manage the transport system, by identifying the

priorities, actions, investments and enabling measures for transportational improvements. A

multi-model transport approach was taken, recognition the potential for development of rail

and inland water mass transit in integration with the core road passenger transport network. It

includes the development of bus way priority, though primarily as a complementary measure

to the mass transit railway proposal. Direct financing of new buses by the Bank was also

given due consideration. It was the recognition that it would be necessary to exercise

regulatory control over the private sector bus operators, and to introduce some order in this

market where demand responsiveness in terms of fare level and routing had been taken to

extremes. Initial actions were taken to exercise existing powers for the registration of route

licenses, effectively on demand, but a policy decision was taken to introduce “controlled

competition” for market entry once the appropriate legislation was in place.

Afterwards the body realized a vacuum in the Analysis of the transport situation in the

state as well as the lack of any mechanism to co-ordinate the plans and actions of the various

agencies at Federal, State and Local Government levels for managing, maintaining and

44
developing the transport network in a holistic and integrated manner. Due to the divergences

in most of these agencies, operations as they embark on activities that lack a secured financial

base for their operations with their budgets at risk from fiscal pressures and higher political

priorities. A fate which the LUTP recognized, by setting out a body term LAMATA, to

induce sanity and ensure sustainability through a lien on transport user charges. The

LAMATA Law of 2002 was established to empower the newly created body which was

given jurisdiction over the conurbations in Lagos State as well as authorities over declared

network of primary and secondary roads that carried the large bulk of road traffic, so also the

power to plan and co-ordinate public transport and make recommendations on route planning

was included in its responsibilities. The LAMATA body was staffed with highly motivated

individuals with world experience in transport and management largely derived from the

Nigerian Diaspora. The body tacked public transport in the metropolis unfortunately the

powers granted to LAMATA by it law, passed by the House in late 2006, that clearly defined

its function in inter alia to ‘plan, regulate and co-ordinate the supply of adequate and effective

public transport in all travel modes and supporting infrastructure within metropolitan Lagos’

and granted specific powers to make regulations (with the approval of the Governor) with

respect to its functions. This now made the role of LAMATA as the sector regulator

unambiguous.

The Law also granted powers to the Authority inter alia to ‘prepare plans for the

management and development of transportation in metropolitan Lagos’ and, in conjunction

with the Ministry of Works, to ‘construct, re-construct, maintain and manage transport

infrastructure and facilities’ necessary for the discharge of its functions. This legislation thus

empowered LAMATA to act as the sponsor and promoter of mass-transit schemes in Lagos,

and hence to develop the BRT-Lite system.

45
 It was after an extended period of consultation with, and education of, the leadership

of the operator unions and associations, agreement was reached to test both the regulatory

reform and the fleet investment in a pilot scheme using the private-public financing

framework envisaged in the establishment of LUTP. LAMATA was saddled to provide the

enabling framework, including traffic systems management measures in the corridor and with

the provision of passenger terminals and a depot/workshops complex for the new feet,

whereas the operators would accept the regulatory enforcement and

The pilot BRT corridor was chosen through the feasibility study and today BRT-Lite

was designed runs along Ikorodu Road, Western Avenue and Eko Bridge, a key radial

highway that makes the 22km connection between Mile 12 and Lagos Island (the traditional

Central Business District). Before implementation, the highway enjoyed a wide dual

carriageway varying between two and three lanes in each direction. For approximately 60%

of its length it has service roads. It crosses over one of the three bridges that connect the

mainland with Lagos Island, and as such the route effectively

connects extended suburbs, satellite centres to the traditional Central Business District of

Lagos. Preliminary engineering designs for the corridor recommended virtually continuous

bilateral segregation. Breaks in segregations were made where merges provisionally

recommended on viaducts and overpasses where concern over structure integrity, together

with width constraints, made physical segregation using concrete kerbs impossible. This

resulted in a BRT system that is approximately 65% physically segregated from other traffic,

20% separated by bus lanes (marked in paint) and 15% mixing with other traffic. Whilst total

segregation may have been preferable the overall need for delivery and the concentration

upon improved run time by concentrating infrastructure on where it had best effect with

respect to third party impact meant a pragmatic solution was defined. Periodic breaks in the

segregation, to allow for merge/diverge across the BRT way, ensured that any broken down

46
vehicle could be readily towed out and that approaching BRT vehicles were able to divert

around any potential blockage. This level of flexibility is important in a system where

demand can potentially exceed supply. The BRT lanes are typically 3.3m wide and are

separated from other traffic by concrete kerbs that are 400mm high. Lane widths are the

minimum that could support unconstrained and safe operations and kerb height is the

minimum that would deter lateral intrusion. Gaps of approximately 0.2m were left in the

kerbs were required to allow storm water to drain negating the need to reposition road

drainage. Standard detail drawings cross sections and other areas of relative complexity (such

as merge and diverge locations) were produced. Detailed design and construction contractors

ensure that concept was produced by ITP) and liaison between ITP and contractor to ensure

that concept was carried through construction. This approach, managed and guide by

LAMATA, effectively collapsed the scheme design period by removing a detailed design

phase and achieved continuity ensuring that concept was not lost through subsequent

designed.

The LAMATA body just before the implementation of the bus scheme felt the need to

actively involve NUTRW and RTEAN in the development of BRT-Lite. After undrawn

lessons from reasons for the failure of previous attempts at formalizing public transport on

Ikoyi / Victoria Island due to inability to effectively engaged with the unions, and thus lead to

the first public – private participation in the transportation business. The official lunch

of BRT-Lite finally was commenced on the 17th March 2008 when the day event was

preceded with the national anthem and the national pledge. The program of events started at

10:00am and was overseen by the Executive and Deputy State Governors. The event was

televised and a launch booklet produced, it was portrayed as a major step forward in the

development of the city.

47
 The opening of BRT-Lite saw almost immediate take up with eager customers waiting

in the line to buy tickets and board vehicles reducing the passenger ramp-up period often

observed with new public transport schemes. In order to continue to foster scheme support,

assess and debate performance and issues arising, improve services and increase further

knowledge of BRT-Lite, initiatives such as the BRT parliament was launched when BRT was

100 days old. The parliament consists of senior LAMATA officers, the lending bank, state

Government representatives, 1500 user representatives (including physically challenged and

commuters) all assembled in a televised broadcast to deliberate on the achievements and

consolidatory measures to sustain BRT, the ultimate public transportational endeavors of the

metropolitan Lagos.

48
 FIG. 3.1: LAGOS WITHIN NATIONAL CONTEXT

NIGE R REP UBLIC CHAD RE PUBLIC

SO K OT O

KA S TIN A
JIGA W A YO BE
BENIN REPUBLIC

ZA M F A R A
KEB BI BOR N O
KA N O

GO M BE
KA D U N A BA U C HI

NIG ER
AD A M A W A
PLA T EA U
KW A R A F.C .T
NA S S A R A W A
OY O
TA R A BA
EKIT I KO GI
OS U N BEN U E
OG U N ON D O
CAM EROUN
YI

LA GO S ED O EN U G U
ON

ER

AN A MB RA
EB

IV
-R
S

DE LTA
IA

OS

IM O
AB

CR

A K W A -I B O M
R IV E R
B AY E L S A

SO URC E: FEDER AL MIN ISTR Y OF IN FO R MA TIO N A BU JA, 2009

50 0 50 100 150 Kilometers

LEGEND N
NATIONAL BOUNDARY

STATE BOUNDARY W E
LAGOS STATE
RIVER S

Figure 3.1 Map of Nigeria showing Lagos and the States of the Federation

49
Figure 3.2 Map of Lagos state

Sources: from official website Lagos state government

Figure 3.3

SOURCE: Arctic Spatials Limited, 20091:100k

Figure 3.3 Map of Lagos state at a glance

Sources: from official website Lagos state government

50
FIGURE 3.4 ROUTE MAPS FOR LAGBUS AND LAMATA BRT IN LAGOS.

Source: (Lamata)

Plate 2.1 showing fully loaded BRT bus in the study area.

Source: field survey, (2015)

51
 CHAPTER FOUR

4.0 MODEL USED IN DATA ANALYSIS

4.1 TRIP GENERATION MODEL

The principle aim of trip generation models is to determine the number of trips

originating in, or attracted to, the zones of an investigated area. The basic classification is

expressed in the terminology of economics with the notions of trip production and trip

attraction. The home is generally considered as a source of production and work as one of

attraction. These trips are also called ‘home-based’ trips and count for around 80% of all

trips. If trips occur, for example, between work and shop, i.e., ‘on-home-based’ trips, then

production and attraction change according to origin and destination respectively (Ortúzar &

Willumsen 1994).

Despite this ambiguity ‘generation’ is used as “trips are generated from their origins

and attracted to their destinations” (Dasgupta et al. 1996). This mutual property between

generation and attraction also determines the variables of the model.

The following factors are regarded as the socio-economic variables for trip production:

income, car ownership, household structure and family size, value of land, residential density,

or accessibility (Ortúzar &Willumsen 1994).

Lohse and Lätzsch usually consider the number of inhabitants, number of working

places (differentiated according to industry and other sectors) and number of vehicles or

degree of motorisation as variables for transport planning; and despite these components the

constraints for trip generation stem from the transport system and its design in relation to

society, economy and environment (Lohse & Lätzsch 1997).

Dasgupta et al. used structural variables according to the land-use objectives and

found a reasonable correlation between work trips and employment. They found it more

di¢cult to establish similar relations for leisure and shopping activities where factors such as

52
type of product, location or catchment area, should be considered (Dasgupta et al. 1996).

Most trip generation models deal only with motorised or specifically vehicular trips and few

consider trips by non-vehicular mode of transport. A reason could be found in the need to

reduce the complexity of the vehicular models and to avoid the development of measures for

non-motorized transport. DKS suggest that possible variables for these modes of transport

could be of a demographic nature; they should exhibit the fact that people are inclined to

walk, if the desirable land-use is within walking distance, otherwise they will use the bicycle

or a motorized means of transport (DKS 1994).

There are basically two different model structures for trip generation models -- the

cross-classification models and the regression models. However, both these model structures

incorporate the same basic factors which affect the trip generation of a zone; the models only

differ in their characterization of these factors.

The factors (for any given trip purpose) which affect the trip generations of a zone are:

 The number of potential trip-makers in the zone; this data could be captured by

variables like residential density, average household occupancy, age distribution of

occupants, and so forth.

 The propensity of a potential trip-maker to make a trip; this is related to automobile

ownership, accessibility to public transportation, and the like. For example, persons

who own automobiles make more non-work trips than persons who do not own

automobiles.

 Accessibility of the zone to potential destinations for a given trip-purpose satisfaction;

variables like distance to potential destinations can capture this factor. For example,

persons who live close to various recreational facilities may make more number of

recreational trips than persons who live in areas which do not have nearby

recreational facilities.

53
4.2 DATA ANALYSIS AND PRESENTATION

This chapter examines the data obtained from the field survey, through the use of

questionnaires. The data analyzed is hereby used to draw inferences and observations on the

study area.

This chapter also focuses on the socio-economic characteristics such as sex, age, income,

educational status, occupation and assessment of the study area.

All data or information collected from the study area through administering questionnaire in

the study area and other sources were analyzed and presented by using systemic random

sampling and statistical tools like tables, pictures and maps. Whereby a total number of 150

questionnaires were analyzed drawing 20% of the total population of the study area which is

750 population according to Borg and Gall (1989)

Table 4.1 Age of the respondent

Respondent Frequency Percentage %

Below 21 20 13.3

21-40 80 54.7

41-60 37 25.7

Above 60 11 1.8

Total 150 100

54% of the respondents are within the age of 21-60, while 25.7% are within the age of 41-60

this implies that most of the users are students and working class

54
 Table 4.2 Educational

attainment of the
Frequency Percentage %
respondent

No formal education 8 5.3

Primary school 9 6.0

Secondary school 24 16.0

NCE/OND 29 19.3

HND/BSC 57 38.0

Post graduate 23 15.3

Total 150 100.0

This table shows that about 94.7% of the respondents have some degree of education while

5.3% are not educated.

Source: field survey (2015)

55
Table 4.3 Occupation of the respondent

Respondent Frequency Percentage %

Civil servant 29 19.3

Artisan 13 8.7

Retiree 12 8.0

Unemployed 12 8.0

Student 47 31.3

self-employed 37 24.7

Total 150 100.0

This table shows that most of the users are students, self employed and civil servants

Source: field survey (2015)

56
Table 4.4 Income level of the respondent

Respondent Frequency Percent

Less than N19,000 49 32.7

N19,000-N38,000 29 19.3

N39,000-N57000 39 26.0

N58,000-N76,000 18 12.0

Above N76,000 15 10.0

Total 150 100.0

This table shows the income level of the respondents with 32.7% having below N19.000 and

10.0% above N76.000.

57
4.4.1 DATA ANALYSIS OF B R T CORRIDOR

Table 4.5 rating the BRT roads within the study area

Respondent Frequency Percentage

Good 46 30.7

Fair 87 58.0

Poor 17 11.3

Total 150 100.0

58.0% of the respondent says the BRT roads are fair while 30.7% says the roads are good

while11.3% says the roads are poor.

Source: field survey (2015)

Table 4.6 Safety of the BRT CORRIDOR

Respondent Frequency Percentage %

Satisfactory 51 34.0

fairly satisfactory 84 56.0

not satisfactory 13 8.7

Total 150 100.0

56.65% of the respondents are fairly satisfied with the safety of BRT corridor while 9.35% are not

satisfied with the safety of the corridor.

Source: field survey (2015)

58
Table 4.7 Rating the BRT terminals

Respondent Frequency Percentage %

Good 72 48.0

Fair 64 42.7

Poor 14 9.3

Total 150 100.0

48.0% of the respondent says the BRT terminals are good while 9.3% of the respondent says

the terminals are poor.

Source: field survey (2015)

Table 4.8 rating the BRT buses on the corridor

Respondent Frequency Percentage %

Good 58 38.7

Fair 78 52.0

Poor 14 9.3

Total 150 100.0

52.0% of the respondent sys BRT buses are fair while 38.7% says the buses are good while 9.3% says

the buses are poor.

Source: field survey (2015)

59
4.4.2 ANALYSIS OF USERS PERCEPTIONS OF THE BUS RAPID TRANSIT ON

OPERATIONS

Table 4.9 use of the BRT bus per week by the respondent

Respondent Frequency Percentage %

Less than 5 times 59 39.3

5-8 times 54 36.0

9-12 times 25 16.7

13-15 times 12 8.0

Total 150 100.0

39.3% of the respondent that uses BRT bus less than 5 times per week while 8.0% uses the

BRT bus 13-15 times per week

Source: field survey (2015)

60
Table 4.10 Average daily trips made by Respondents using BRT

Respondent Frequency Percentage %

1-2 56 37.3

3-4 59 39.3

5-6 24 16.0

Above 6 11 7.3

Total 150 100.0

39.3% of the respondent made an average trip of 3-4 times per day while16.0% made an

average trip of5-6 trips per day

61
Table 4.11 Reason for making use of the BRT bus

Respondent Frequency Percentage %

Official 19 12.7

Business 43 28.7

Private/social 31 20.7

Educational 34 22.7

Others 23 15.3

Total 150 100.0

The reason why 28.7% uses BRT buses is because of their business while 12.7% uses for

official purposes.

Source: field survey (2015)

Table 4.12 Preferred mode of transport

Respondent Frequency Percentage %

Bus (BRT) 64 42.7

Bike (okada) 20 13.3

Taxi 24 16.0

Personal Cars 30 20.0

62
 Others 12 8.0

Total 150 100.0

42.7% of the respondent preferred BRT mode of transport while 8.0% prefered other modes

of transport

Source: field survey (2015)

Table 4.13 Reason for preferred mode of transport

Respondent Frequency Percentage %

Comfort 69 46.0

Lesser fare 17 11.3

Family influence 9 6.0

Efficiency 27 18.0

Others 28 18.7

Total 150 100.0

46.0% of the respondent preferred BRT mode of transport because of its comfortability while

18.0% choose BRT because of other reasons.

Source: field survey (2015)

63
Table 4.14 Cost effectiveness of BRT service

Respondent Frequency Percentage %

Satisfactory 69 46.0

fairly satisfactory 67 44.7

not satisfactory 14 9.3

Total 150 100.0

46.0% of the respondent are satisfied with the cost of BRT services while 9.3% are not

satisfied with the cost of the service.

Source: field survey (2015)

Table 4.15 The accessibility of BRT service

Frequency Percentage %

Satisfactory 78 52.0

fairly 72 48.0

satisfactory

Total 150 100.0

52.0% of the respondent are satisfied with the accesibility of BRT services while 48.0% are

fairly sartisfied with the services

Source: field survey (2015)

64
Table 4.16 the comfort of BRT service

Respondent Frequency Percentage %

Satisfactory 58 38.7

fairly satisfactory 74 49.3

not satisfactory 18 12.0

Total 150 100.0

49.3% of the respondent are fairly satisfied with the comfortablility of BRT service

while12.0% are not satisfied with the comfortability of the service

Table 4.17 The reliability of BRT service

Respondent Frequency Percentage %

Satisfactory 57 38.0

Fairly 79 52.7

satisfactory

not satisfactory 14 9.3

Total 150 100.0

52.7% of the respondent says the BRT service is fairly reliable while 9.3% says the service is

not reliable

Source: field survey (2015)

65
Table 4.18 The BRT system efficiency

Respondent Frequency Percentage %

Yes 106 70.7

No 44 29.3

Total 150 100.0

70.7% of the respondent says the BRT system is efficient and 29.3% says the system is not

efficient

Source: field survey (2015)

Table 4.19 The convenience of BRT service

Respondent
Frequency Percentage %

Satisfactory 54 36.0

fairly satisfactory 69 46.0

not satisfactory 27 18.0

Total 150 100.0

The respondents are fairly satisfactory with the service of the BRT convenience with 46.0%

and 18.0% not satisfactory with the service.

Source: field survey (2015)

66
Table 4.20 Choice of BRT mode of transport to other modes such as the commercial

buses, private cars, bikes, taxi

Respondent Frequency Percentage %

Yes 99 66.0

No 51 34.0

Total 150 100.0

66.0% of the respondent prefer BRT mode of transport while 34.0% prefer other modes of

transport.

Source: field survey (2015)

Table 4.21 rating the BRT security officials

Respondent Frequency Percentage %

Good 33 22.0

Fair 73 48.7

Poor 44 29.3

Total 150 100.0

70.7% of the respondent says that the behavior of the BRT security officials is fair while

29.3% says their behavior is poor.

Source: field survey (2015)

67
Table 4.22 rating of BRT ticketing officials and selling of the ticket

Respondent Frequency Percentage %

Good 63 42.0

Fair 68 45.3

Poor 19 12.7

Total 150 100.0

45.3% of the respondent rated the BRT ticketing officials fair while 12.7% rated them poor.

Source: field survey (2015)

68
Table 4.23 showing shortfall of BRT buses during peak hours

TRAVEL TIME NUMBER OF ACTUAL NUMBER OF SHORTFALL

BUSES PERSONS PER PERSONS PER
BUS BUS AT PEAK
HOURS
PEAK HOURS 30 1650 2250 600
6AM-9AM
&2PM-6PM
OFF PEAK 10 550 550 0
HOURS
9AM-2PM &
6PM-10PM

The total number of BRT buses in Lagos state is 220 buses, but a total number of 40 buses
are plying the study area making it a total of 30 buses for peak hours and 10 buses for of peak
hours

This table tries to explain that 55 passengers are supposed to board the BRT bus mean while
a total of 75 passengers are mostly on board therefore there is a shortfall of 25 passengers per
bus

This can be calculated in the following ways in order to know the total numbers of buses that
will be added to the existing ones on operations therefore

2250-1650=600 persons

Therefore 600/55=10.9 buses making it additional 10 buses shoul d be provided during peak
hours.

69
4.5 SUMMARY OF FINDINGS

Table 4.23 Summary analysis of users perception of the challenges in the use of BRT

system along the corridor

Challenges Not severe Least Moderately Severe Very Percentage

severe severe severe

Overloading 16.4 15.3 10.6 7.4 50.3 100

Delay in the arrival of 16.0 13.4 14.4 9.3.0 46.9 100

buses/Inadequate

number of buses

Inadequate 17.8 11.0 20.4 14.7 36.1 100

Maintenance

Crew/ticket officials 30.5 16.0 17.1 16.0 20.3 100

Misbehaviors

Accident/breakdown 40.1 15.5 20.3 7.5.0 16.6 100

Difficulty in the 47.9 9.4.0 17.7 9.4.0 15.6 100

boarding of buses

Source: Field Survey (2015).

(Five Point Likert Sacle: (1=Not severe, 2=Least severe, 3=Moderately severe,

4=Severe,5=Very severe)

70
As part of the survey of the Bus Rapid Transit (BRT) system in Lagos State, this section

analysed the problems commuters encounter in the use of the BRT along the major BRT

corridors in Lagos

I. Severity of overloading

Table 4.25 shows that the majority (50.3%) of the commuters using the Lagos BRT were of

the view that overloading of buses is a ‘very severe’ problem while 16.4% said that it is ‘not

severe’, 15.3% said it is ‘least severe’, 10.6% said it is ‘moderately severe’, while 7.4% said

it is ‘severe’.

A study by (NITT 2009) revealed that overloading is a major problem of public transport

services. Overloading of buses is mainly caused by demand exceeding supply during peak

periods.

II. Severity of delay in the arrival of buses/inadequate number of buses

This challenge is a corollary to the first challenge in the table because delay in the arrival of

buses and inadequate number of buses leads to overloading of available buses. That is why

46.9% of the commuters felt strongly that delay in the arrival of buses and inadequate number

of buses is a ‘very severe’ problem while 16% felt it is not severe and 14.4% felt it is

‘moderately severe’ and 13.4% felt it is a ‘least severe’ problem, while 9.3% said it is a

‘severe problem’. The commuters who felt it is not a severe problem are probably off peak

users. Personal observation through photo clip showed that it is a very severe problem.

71
Plate 2.2 Passengers at KETU BRT bus terminal in Lagos waiting for bus arrival

(Field survey 2015)

The picture above shows a large crowd of BRT users waiting for bus to arrive and take them

to their various destinations. This serves as a justification to users response that delay in the

arrival of buses and inadequate number of buses is a very severe problem.

III. Severity of inadequate maintenance of buses

Table 4 shows that inadequate maintenance is a major challenge in the operation of the Lagos

BRT system, as 36.1% of the respondents are of the opinion that the challenge is ‘very

severe’. 20.4% and 17.8% said that the challenge is ‘moderately severe’ and ‘not severe’

respectively, while 14.7% and 11% are of the view that the challenge is ‘severe’ and ‘least

severe’ respectively. Attached is a photo clip from personal investigation and observation

during the field survey to backup respondents’ view that inadequate maintenance of the BRT

buses is a very severe challenge.

72
plate 2.3 Maintenance of BRT facility (Field survey 2015)

Picture 1: shows one of the BRT bus crew draining wet sits close to broken and removed

window as a result of rain down pour.

Picture 2: shows BRT bus breakdown along Egbeda – Iyana ipaja route and bus pilot trying

to repair the bus.

IV. Severity of crew/ticket official misbehavior

Table 4.25 shows the response pattern of commuters to this challenge. The majority (30.5%)

of the respondents said that it is not a ‘severe challenge’, while 20.3% and 17.1% said it a

‘very severe’ and ‘moderately severe’ challenge, respectively.

Others (16%, 16%), said that it is a ‘severe’ and ‘least severe’ challenge. This means that

crew/ticket official misbehavior is not a major challenge.

V. Severity of accident/breakdown

73
Table 4.25 shows that accident/breakdown is not a regular occurrence along the BRT

corridors as 40.1% are of the view that the challenge is ‘not severe while’ 20.3% and 16.6%

said the challenge is ‘moderately severe’ and ‘very severe’ respectively. 15.5% and 7.5%

percent of the respondents said that the challenge is ‘least severe’ and ‘severe’.

VI. Severity of difficulty in the boarding of buses

Table 4.25 depicts that difficulty in the boarding of buses is not a problem as the majority

(47.9%) of the respondents felt that boarding buses is not a ‘severe’ challenge. However the

larger percentage felt that boarding of buses should be improved.

VII Lastly, the top challenges with the highest mean were overloading with a mean of 3.60,

followed by delay in the arrival of buses (3.58), inadequate maintenance of buses (3.42),

crew/tickers misbehavior (2.84) and Accident/breakdown (2.48). Difficulty in the boarding of

buses (2.35), ease of ticket purchase (2.14), however, were the least severe challenges.

An observatory survey along the major BRT corridors and stations in Lagos state reveals the

following scenarios:

 Poor drainage resulting to flooding of road surface

 Breakdown of BRT bus

 Delay in the arrival of BRT buses

 Overcrowding of buses

 Inadequate maintenance of BRT buses and facilities at stations and terminals

74
Table 4.25 presents the descriptive summary analysis of a comparison of passengers'

level of satisfaction with BRT services.

Factors Unsatisfied Fairly Unsatisfied satisfied Very Percentage

satisfied %

Safety/security 10.4 19.3 50.0 20.3 100

Speed 15.6 14.6 53.6 16.1 100

Identity& image 24.7 14.2 44.2 16.8 100

Fare structure 20.7 24.5 36.7 18.1 100

Travel time 28.3 21.7 32.6 17.4 100

Capacity 29.8 25.5 34.0 10.6 100

Reliability 27.9 40.1 22.8 9.1 100

Waiting time 62.2 14.4 12.2 11.1 100

Source: field survey (2015)

(ten variable on four Point Likert Scale:(ranging from ‘unsatisfied’ to ‘very satisfied’).

The majority of the respondents were satisfied with the operations of the BRT system in

Lagos State, in the following areas: safety/security (50%), speed (53.6%), fare structure

(36.7%), comfortability (50.5%), boarding/boarding platform (38.6%), travel time (32.6%),

and capacity (34%). This is similar to a survey by (LAMATA 2009) which revealed users’

opinion of the new system to be strongly positive in comparison to the alternative modes of

transport. The study showed that the majority is recorded to strongly agree that BRT-Lite is

better than other modes in all the journey attributes such as speed, safety, comfort and fare

structure. Also, the respondents find BRT-Lite particularly to be faster and more comfortable

than the alternatives.

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According to the study, the proportion of respondents who agreed or strongly agreed that

BRT-Lite is better than the previous mode of travel amount to over 90% of respondents.

BRT-Lite is clearly considered to be superior to other modes by the vast majority of users

(LAMATA 2009). Reliability of public transport system depicts availability and timeliness of

service. In Table 3, a reasonable amount (40.1%) of the respondents said they were fairly

unsatisfied with the BRT

performance in terms of reliability. From the table, on the aggregate, passengers are satisfied

with the level of service derived from the scheme. This in essence suggests that the use of

BRT as a transport option to combat congestion in the Lagos Metropolis has significantly

improved the quality of life of its users as well as their accessibility.

This finding supports previous outcomes (Ogunkoya, 2008, Somuyiwa and Adebayo, 2009)

which identified that the introduction of BRT in Lagos state has significantly met up with

passenger’s satisfaction. Hence, it confirms that BRT users are saving travel time, have fewer

transfers, are traveling cheaper and feel safer. It can be concluded that the new system has

improved accessibility; staff find it easier to get to work and to travel on company business

(Somuyiwa and Adebayo, 2009). However, 62.2% of the respondents were not satisfied with

the waiting time at bus stations/terminals. This indicates that buses are not available at the

expected time which in turn has a negative influence on the part of the service enjoyed by the

passengers.

Ranking users’ perception of level of satisfaction with BRT services in mean order,

safety/security comes first with (2.80), while speed (2.70), identity and image (2.53), fare

structure (2.52), comfortability (2.45), and travel time (2.39) came 2nd, 3rd, 4th, 5th, 6th and

7th respectively. It is interesting to know that capacity (2.26), reliability (2.13) and waiting

time (1.74) came 8th, 9th, and 10th on passengers’ level of satisfaction with BRT service in

Lagos state.

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Table 3 also revealed that all the other variables have positive response except the waiting

time and reliability. The importance of this is that, the buses do not arrive on time at the bus

stop which is at variance with some of the expected benefits of the BRT scheme because

waiting time at bus stops is a major element of journey.

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5.1 RECOMMENDATIONS

The introduction of BRT system in Lagos has brought tremendous improvement to

transportation. However, there is need for further improvement in its operational

performance. Based on the findings of this work, the following recommendations are advised.

The operators of Lagos state BRT should strive for greater efficiency by improving

performance in terms of reliability,

 provision of sufficient number of fleets, and adequate maintenance of buses.

 Scheduling of buses must make sure that no passenger stays longer than 5-10 minutes

at the bus stop before accessing BRT buses. It is only then that BRT services can be

regarded as a better alternative means of public transportation.

 The problem of overcrowding of buses should be addressed through proper

organisation with clearly marked seating and standing capacity of the buses for

passengers’ information and compliance.

 ticket are been sold to the passengers, this study revealed that highest percentage of

the respondent choose fair on the method of selling ticket and the ticket officials,

which means the organisation in charge of the BRT service within the study area

should find a better way of selling the ticket to passenger, they should make the ticket

available everywhere within the study area, they should do it in such a way that the

ticket should also be available in banks, they should also adopt online selling of BRT

ticket and so on, and they should find a way of training or counselling the ticket

officials on how to approach and behave to the passengers.

 This study revealed that the highest percentage of the respondent, that is the

passengers choose fair on the security officials which means the security officials

performance is not good enough, this study now recommend that the organisation in charge

of the BRT system in Lagos state should find a way to make proper adjustment on this,

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provide a CCTV camera around the bus stops for security reasons because of the present

security challenges in the country and also to monitor the security officials on duty within the

study area.

 This study also recommend that an additional ten (10) buses should be provided

during peak hours of travel in order for the BRT transport system to be efficient in the study

area.

5.2 CONCLUSIONS

It can be concluded from this study that the introduction of a bus rapid transit system in

Lagos state has numerous evident gains in terms of improving the current public transport

supply. Nevertheless, some shortcomings have been identified that limit the contribution of

the system in its endeavour towards creating a sustainable urban mobility system in the city.

These shortcomings categorically based on the bus rapid transit operations within the study

area, the study reveal that there is need for better improvement in method of selling the bus

rapid transit ticket and the hostile behaviour of the ticket officials, and there should be an

improvement on the fleet time and also look critically into the bus rapid transit security

officials within the study area.

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