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AN EMPIRICAL STUDY OF THE USE OF TRICYCLE AS A PUBLIC TRANSPORT

MODE IN NIGERIAN CITIES

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 Journal of Social Sciences and Public Affairs
Volume 2, Number 2, 2012
© 2012 Insuderc Academic Publishers

AN EMPIRICAL STUDY OF THE USE OF TRICYCLE AS A PUBLIC TRANSPORT MODE

IN NIGERIAN CITIES

Dike Declan N.
Department of Transport Management Technology
Federal University of Technology, Owerri, Imo State
Email: declanuba@yahoo.com

ABSTRACT
This paper examines the role played by the tricycle and the level of its acceptance by city
commuters among other public transport modes in Nigeria. Questionnaires were
administered on 200 public transport passengers in Owerri, Imo State, Nigeria with a view of
extracting information on their consideration of the attributes of each mode.
The results were analyzed by means of the spearman’s rank correlations and paired samples
test techniques. The findings indicated that the tricycle has made a significant contribution to
public transportation in Nigerian cities. We recommended that tricycle operators should be
subjected to an appropriate training, while their operations should be regulated in order to
optimize the benefits.
Keywords: Tricycle, city, urbanization, transportation

INTRODUCTION
Transportation is the pivot of the socio-economic development of nations. Essential in towns
and cities is passenger transportation which caters for the movement of people for the
different human activities. As the size and population of a city grow, the demand for
passenger transportation gets more complex and difficult to satisfy. People begin to spend
unnecessarily longer time in their bid to catch a vehicle to their destinations. Businesses
suffer, school children get to school late, workers get late to work, and so many activities are
paralyzed. In the end, this affects the general economic condition of the people and the
nation’s gross domestic product. It is against this background that both individuals and
governments have made concerted effort to address the needs of commuters in our towns
and cities. Many state governments established mass transit outfits as a conscious effort to
complement the services of the private transporters. Yet much is left to be desired in the
provision of transport services. The situation came to a point that people started investing on
private automobile as a way to seeking for a solution to the problem of transportation. This
last step only succeeded in worsening the situation as traffic congestion became another
source of problem in towns and cities. Although many people could not afford the private car,
interest went towards the motorcycle while later became very fashionable as soon as people
noticed that it enjoyed faster access of the roads. It came to a level that even those who had
cars were attracted to own motorcycles because of the freedom of way the motorcycle
controlled. This led to an unprecedented surge in the number of motorcycles in the cities and
an uncontrollable case of traffic accidents. The traffic system became chaotic and a
nightmare.

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 An Empirical Study of the Use of Tricycle as a Public Transport
Mode in Nigerian Cities

As a result of the foregoing experiences, some state governments placed a ban on the use of
the motorcycle in their state capitals and quickly substituted it with the tricycle. Some state
governments even went to the extent of floating the tricycle in fulfillment of government
pledge to bridge the gap caused by the ban on motorcycle. As soon as this happened,
virtually all those who were into commercial motorcycle transport, and many others who
were unemployed went into tricycle transport business. This helped in creating jobs for the
teaming unemployed Nigerians. Today, the tricycle has gained ground in our towns and
cities, and has become another mode of transport on its own unique class. Its presence is
gradually penetrating the rural areas and may turn out to become the private car of
tomorrow especially in the third-world countries such as Nigeria.

TRANSPORTATION AND URBANIZATION

Urbanization is a reflection of population growth in the cities which allows an increasing
proportion of the people to live in towns and cities. Since human activities are surrounded by
mobility, the need for transportation in the cities can not be overemphasized. Ajayi, 2004 is
of the view that five factors responsible for people in Nigeria preferring to live in cities as well
as the reason for the numerical increase of cities and urban centres in Nigeria, include among
others:
a. The continuous geopolitical restructuring of the country through creation of states and
local governments in 1967, 1976, 1987, 1991and 1996;
b. The industrialization process between 1960 and 1975;
c. The categorization of settlements into hierarchical order of townships.

According to the International Herald Tribune (2008) the “United Nations says that half of the
world’s population will live in urban areas by end of 2008”. This is especially true of the
developing countries such as Nigeria where there is little or no employment opportunities in
the rural areas, and where everybody heads to the city for other advantages such as higher
incomes, better healthcare, and security like better drinking water, electricity, good roads
and housing. Hence, urbanization is closely linked to modernization, industrialization, and the
sociological process of rationalization (Ankeri, 1986). As more and more people leave villages
and farms to live in cities, urban growth results. This explains the need for massive
investment and development in the transport sector. Consequently, the replacement of
commercial motorcycles in our towns and cities with the tricycles goes a long way in
addressing the problem of urban mobility created by urban population growth. At the same
time, it assists in job creation for our teaming urban unemployed youths.

TRICYCLE IN A CONTEMPORARY WORLD

The tricycles are vehicles with powerful diesel engines, and fuel tank capacity of 10.5 litres.
They have passenger capacity of four people, and payload capacity of 320kg. Also, they have
adequate room for passenger luggage and speed up to 80km per hour. The vehicles are
suitable for intra-city commuting and commercial passenger carriage with low fuel
consumption of 38km per litre. Distinct from the earlier diesel engine types, there are now
petrol engine tricycles in operation. They are however, smaller in capacity than the diesel

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 Journal of Social Sciences and Public Affairs
Volume 2, Number2, 2012

counterparts and appear to be favoured by both the operators and the passengers due
mainly to the low noise and vibration which they generate. They also produce cleaner
exhaust fumes than the diesel engine tricycles.

The tricycle or three-wheeler which assumes different names in most countries such as auto
rickshaw, tuk-tuk, trishaw, auto rickshaw, autorick, bajaj, rick, tricycle, mototaxi, or baby taxi
in popular parlance, is a motor vehicle which is used on the road as a mode of transport for
private and commercial uses either for passengers or for deliveries. It is a motorized version
of the traditional rickshaw or relotaxi, a small three wheeled cart operated by a single
individual, and is a three-wheeled cabin cycle. Tricycles can be found in many developing
countries and some developed countries. A tricycle is generally characterized by a sheet-
metal body or open frame resting on three wheels, a canvas roof with drop-down sides, a
small cabin in the front of the vehicle for the driver, and seating space for up to three
passengers in the rear. It is generally fitted with an air-cooled motorcycle engine, with
handle-bar controls instead of steering wheel. Human – powered tricycles are usually
powered by pedals, although some models have hand cranks.

In certain parts of Egypt such as Alexandria, auto rickshaws are used to access long streets
where the use of taxi would be uneconomical, but not necessarily in poorer areas. They are
also found on the streets of Banjul, the Gambia, but are not common as conventional four –
wheel vehicles. They are in operation in several Kenyan towns, where they are considered
much cheaper than the ordinary taxis, except that they cannot operate in the mountainous
towns which are common in Kenya. Auto rickshaws or tricycles are common in Euthopia,
Tanzania and Mozambique. Similarly, tricycles are one of the most popular modes of
transport in Bangladash, Cambodia and the Gaza. They are present all over India where they
provide cheap and efficient transportation. Other countries that use the tricycle in
transportation are Indonesia, Pakistan, Philippines, Sri Lanka, Thailand, Vietnam, Italy,
Netherlands, United Kingdom, El Salvador, Cuba, Guatemala and Peru (BBC News, 2006).

TRICYCLE AND THE NATIONAL POVERTY ERADICATION PROGRAMME

Following a World Bank’s report in 1999 which indicated that Nigeria’s Human Development
Index (HDI) was only 0.416 and that about 70 percent of the population was vegetating
below the bread line, the federal government was prompted to review the existing poverty
alleviation schemes with a view to harmonized them (NAPEP, 2003). This led to the setting –
up of three presidential panels. They were the Presidential Panel on the Rationalization and
Harmonization of Poverty Alleviation and Agencies which was headed by Alhaji Ahmed Joda;
Presidential Technical Committee on the Review of all Poverty Alleviation Programmes
headed by Professor Ango Abdullahi; and Committees on Youths Policy, Concept of the Youth
Empowerment Scheme and the Blueprint for Poverty Eradication Programme headed by
Professor A.B. Aborishade. The findings of these presidential panels coalesced in the
formation of the National Poverty Eradication Programme (NAPEP) in January 2001. This new
scheme has been structured to integrate four sectoral schemes which, among others include
the Rural Infrastructure Development Scheme (RIDS). The objective of this scheme is to

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 An Empirical Study of the Use of Tricycle as a Public Transport
Mode in Nigerian Cities

ensure the provision and development of infrastructure needs in the area of transport,
energy, water and communication especially in rural areas. The scheme has been broken into
four parts: the Rural Transport Programme , The Rural Energy Programme, the Rural Water
Programme , and the Rural Communication Programme. The target of the National Poverty
Eradication Programme is to completely wipe out poverty from Nigeria by the year 2010.
Although this deadline has been reached, many Nigerian’s are still living below the poverty
line. When NAPEP came on stream in January 2001 and embarked on its transport
development programmes, it ordered and took delivery of 2,000 units of three-wheeler
vehicles (tricycles) called KEKE-NAPEP. These tricycles were allocated to unemployed youths
for commercial transportation in all the states of the federation and Federal Capital Territory,
Abuja in order to empower them economically.

RESEARCH PROBLEMS
Since the introduction of the tricycle for commercial passenger service in Nigeria, there have
been different shades of opinion both at the government and individual levels regarding its
operation. Some state government today claim that the best thing that has happened to the
transport system is the introduction of the tricycle. At individual level, some people say that
they prefer the tricycle to the conventional taxi, whereas others see it as a monster on the
road. Another school of thought sees it as not befitting of a modern society.

To this end, this study would address the following research questions:
i. Has the intention of government to bridge the gap in urban transportation brought
about by the ban on the use of motorcycle been realized with the introduction of
the tricycle in our cities?
ii. To what extent has the tricycle operation impacted on the transport system of the
state (nation)?
iii. What are the measures necessary to improve tricycle operations in Nigeria?
iv. What future has the tricycle as a mode of transport in Nigeria?

AIM AND OBJECTIVES OF THE STUDY

The aim of this study is to determine the role of the tricycle in public transportation in
Nigerian cities.
To achieve this aim, the following objectives shall be looked into:
1. To determine the level of acceptance city commuters attach to the tricycle;
2. To determine the level of regulation and control of tricycle operations in Nigerian
cities;
3. To ascertain commuters’ perception of tricycle operations;
4. To identify ways of improving the services of tricycle in Nigerian cities.

STATEMENT OF HYPOTHESIS
The research hypothesis for this study is as follows:
Ho: Tricycle operation has not made any significant contribution as a public transport
mode in Nigeria.

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 Journal of Social Sciences and Public Affairs
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LITERATURE REVIEW
The transport system in any nation is determined by the socio-economic and political needs
of the society (Ayodele, 2009). Whereas the rate of growth in the nation’s social and
economic sectors far exceeds the provision of transport infrastructure and services. As such,
the available resources in the transport sector cannot cope with the increasing movement
needs of the people. Since there is a ban, on the use of the motorcycle in some cities at a
time there is a rapid increase in urban population, the need for the tricycle as a means of
transportation becomes obvious. In realization of this fact, the Federal Road Safety
Commission (FRSC) organized a one day stakeholders forum for agencies and operators of
tricycles in Nigeria at the Sheraton Hotel and Towers, Abuja, on Thursday 25th June, 2009
(Ayodele, 2009). The theme of the forum was “Ensuring Safe Operations of Tricycles in
Nigeria”. In his address at the forum, the corps Marshal and Chief Executive of the FRSC
Osita Chidoka saw the tricycle as having been accepted by various state governments in the
country as a means of poverty alleviation and saw the need to regulate its operations for
improved safety on our roads. Contributing during the forum, the Director General Chief
Executive of the Nigerian Institute of Transport Technology, (NITT), Zaria, Dr. Ibrahim
Vandu-Chikolo, said that the tricycle has become a household name playing a pivotal role in
the urban transportation system of the country, since the Federal Government in 2001 in its
bid to ease transportation problems and create avenue for self-employment of the
unemployed and the jobless introduced the commercial tricycle scheme popularly known as
Keke Napep.

METHODOLOGY
This study was conducted on public transport modes in Owerri, Imo State, Nigeria which has
the same transportation system with other Nigerian towns and cities. The modes were the
taxi, bus and tricycle. It was aimed at determining the passengers’ choice of mode with a
view to ascertaining the position of the tricycle. Data for the study were obtained from
primary sources through questionnaires which were administered on 200 passengers of
public transport vehicles at six major passengers’ locations in Owerri metropolis namely;
Amakohia, Orji, Egbu, Irete, Naze and Uratta. They were distributed at the various locations
as follows; 40 each at Amakohia and Orji, and 30 each at Egbu, Irete, Naze and Uratta. The
passengers were mainly school children, traders and public servants. Out of the 200
questionnaires administered, only 170 were treated and returned in good state.

Hay (1977); Akpoghomeh (1989); and Turton (1993) proffered some clue on transportation
in the development of choice model to explain traveler’s behaviour. They centre on the
independent variables which describe the attributes of competing transport operators. The
attributes are; frequency, convenience, reliability, safety, comfort, fare and speed. They were
applied in this study because of their relevance in transport choice decision making.

Table 1 shows the passengers rating of the attributes of each mode of transport, while table
2 shows the problems of tricycle operations and likely solutions as identified by passengers.

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 An Empirical Study of the Use of Tricycle as a Public Transport
Mode in Nigerian Cities

Table 1: Rating of attributes of each mode of transportation by passengers

Mode of transport Grand Total
Attributes No. of responses Score
Taxi Bus Tricycle
Frequency 60 11 99 170
Convenience 75 13 82 170
Reliability 51 22 97 170
Safety 70 67 33 170
Comfort 76 41 53 170
Fare 52 61 57 170
Speed 64 30 76 170
Total 448 208 497 -- 1153
% contribution of 39 18 43
each mode

Source: Fieldwork 2011

Table 2: Problems identified with tricycle operation and their likely solutions
S/NO PROBLEMS SOLUTIONS
1. Apparent lack of traffic training of operators Mount mandatory training
programme and issue
certificate of participation.
2. Lack of control of operators Regulation and enforcement
standards
3. Reckless in operation Train, regulate and monitor.
4. Exposure to weather Provide cover for passengers
or construct with completely
covered body
5. Operating without driver’s licence Train, test and issue driving
licence
6. High level of risk on the highway Restrict to the city and control
operation.

Source: Fieldwork, 2011.

RESULTS AND DISCUSSIONS

TABLE 3: Ranking of Attributes among modes

Attributes Tricycle Bus Ranking Taxi Ranking
Ranking

Frequency 99 1 11 7 60 5
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 Journal of Social Sciences and Public Affairs
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Convenience 82 3 13 6 75 2
Reliability 97 2 22 5 51 7
Safety 33 7 67 1 70 3
comfort 53 6 41 3 76 1
Fare 57 5 61 2 52 6
Speed 76 4 30 4 64 4
TOTAL 497 208 448
% 43 18 39
Contribution

Source: Fieldwork, 2011.

Table 3 shows that frequency is the most critical attribute considered by users for preferring
tricycle over bus and taxi, while safety is of least consideration. On the other hand, for bus
users safety is of uppermost consideration, while frequency is of least consideration.
Comfort is of prime importance to Taxi users, while frequency is of least importance to them.
Paired Samples Correlations
N Correlation Sig.
Pair 1 freqTAXI & 170 -.894 .000
freqTRICYCLE
Pair 2 freqBUS & 170 -.286 .000
freqTRICYCLE
Pair 3 convTAXI & 170 -.858 .000
convTRICYCLE
Pair 4 convBUS & 170 -.278 .000
convTRICYCLE
Pair 5 relTAXI & 170 -.755 .000
relTRICYCLE
Pair 6 relBUS & relTRICYCLE 170 -.444 .000
Pair 7 safetyTAXI & 170 -.411 .000
safetyTRICYCLE
Pair 8 safetyBUS & 170 -.675 .000
safetyTRICYCLE
Pair 9 comTAXI & 170 -.605 .000
comTRICYCLE
Pair 10 comBUS & 170 -.379 .000
comTRICYCLE
Pair 11 fareTAXI & 170 -.471 .000
fareTRICYCLE
Pair 12 fareBUS & 170 -.531 .000
fareTRICYCLE
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 An Empirical Study of the Use of Tricycle as a Public Transport
Mode in Nigerian Cities

Pair 13 speedTAXI & 170 -.699 .000

speedTRICYCLE
Pair 14 speedBUS & 170 -.416 .000
speedTRICYCLE

The table above shows that at 0.01 level significant negative correlations exist for taxi and
bus respectively as it relates to all attributes with respect to tricycle operation. The above
correlations seem to suggest the level of probability switching preferences from taxi and
buses to tricycle by users.
Paired Samples Statistics
Mean N Std. Deviation Std. Error Mean
Pair 1 freqTAXI .35 170 .479 .037
freqTRICYCLE .59 170 .493 .038
Pair 2 freqBUS .05 170 .225 .017
freqTRICYCLE .59 170 .493 .038
Pair 3 convTAXI .44 170 .498 .038
convTRICYCLE .48 170 .501 .038
Pair 4 convBUS .08 170 .267 .020
convTRICYCLE .48 170 .501 .038
Pair 5 relTAXI .30 170 .460 .035
relTRICYCLE .57 170 .496 .038
Pair 6 relBUS .13 170 .337 .026
relTRICYCLE .57 170 .496 .038
Pair 7 safetyTAXI .19 170 .397 .030
safetyTRICYCLE .41 170 .494 .038
Pair 8 safetyBUS .39 170 .490 .038
safetyTRICYCLE .41 170 .494 .038
Pair 9 comTAXI .45 170 .499 .038
comTRICYCLE .31 170 .465 .036
Pair 10 comBUS .24 170 .429 .033
comTRICYCLE .31 170 .465 .036
Pair 11 fareTAXI .31 170 .462 .035
fareTRICYCLE .34 170 .473 .036
Pair 12 fareBUS .36 170 .481 .037
fareTRICYCLE .34 170 .473 .036
Pair 13 speedTAXI .38 170 .486 .037
speedTRICYCLE .45 170 .499 .038
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Pair 14 speedBUS .18 170 .382 .029

speedTRICYCLE .45 170 .499 .038

Table above shows that the mean weighted score for tricycle is far greater than that of bus
and taxi for respective pair in frequency, convenience, reliability, safety, fare and speed. The
same applies to comfort in tricycle and taxi. However, the opposite is the case for comfort
between bus and tricycle. In addition, same observations are seen with their standard
deviation.
Paired Samples Test
Paired Differences
95%
Confidence
Interval of
the
Difference
Mea Std. Std. Error Sig. (2-
n Deviation Mean Lower Upper t df tailed)
Pair 1 freqTAXI - -.241 .946 .073 -.384 -.098 -3.325 169 .001
freqTRICYCLE
Pair 2 freqBUS - -.541 .597 .046 -.632 -.451 -11.821 169 .000
freqTRICYCLE
Pair 3 convTAXI - -.041 .963 .074 -.187 .105 -.558 169 .578
convTRICYCLE
Pair 4 convBUS - -.406 .630 .048 -.501 -.311 -8.405 169 .000
convTRICYCLE
Pair 5 relTAXI - -.271 .896 .069 -.406 -.135 -3.939 169 .000
relTRICYCLE
Pair 6 relBUS - -.441 .713 .055 -.549 -.333 -8.068 169 .000
relTRICYCLE
Pair 7 safetyTAXI - -.218 .750 .057 -.331 -.104 -3.786 169 .000
safetyTRICYCLE
Pair 8 safetyBUS - -.018 .900 .069 -.154 .119 -.256 169 .799
safetyTRICYCLE
Pair 9 comTAXI - .135 .863 .066 .005 .266 2.044 169 .043
comTRICYCLE
Pair 10 comBUS - -.071 .742 .057 -.183 .042 -1.240 169 .217
comTRICYCLE
Pair 11 fareTAXI - -.029 .803 .062 -.151 .092 -.478 169 .633
fareTRICYCLE
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 An Empirical Study of the Use of Tricycle as a Public Transport
Mode in Nigerian Cities

Pair 12 fareBUS - .024 .835 .064 -.103 .150 .367 169 .714
fareTRICYCLE
Pair 13 speedTAXI - -.071 .907 .070 -.208 .067 -1.014 169 .312
speedTRICYCLE
Pair 14 speedBUS - -.271 .744 .057 -.383 -.158 -4.742 169 .000
speedTRICYCLE

Table above is used to test the hypothesis which seeks to find out if a significant difference
exists in the satisfaction level associated with using tricycle as compared to that of using a
bus or a taxi. The t-values are significant at 0.01 levels for a 2-tailed test for frequency and
reliability attributes. This is equally exhibited between tricycle and bus in convenience and
speed; and between tricycle and taxi in safety only. Implying that within error margin of 10%
the difference is significant. We therefore reject the hypothesis and conclude that a
significant difference exists between certain attributes associated with using tricycle as
compared to using a bus and taxi.

CONCLUSION AND RECOMMENDATION

Over the years public passenger transportation in Nigerian cities has faced enormous
challenges. This has led to the introduction of different modes, including the use of
motorcycle, some of which lacked sustainability. The latest mode, which is the tricycle, has
attracted a lot of opinions. But the masses who use these modes of transportation have
formed their opinions in this research. They have significantly encouraged the use of the
tricycle in city transportation in Nigeria.That is not to say that it has operated without some
setback. The major problems centre on lack of appropriate training, regulation and control of
the operators. We recommend that the appropriate agencies of government should mount a
suitable training programme for the operators. Such training would lead to the production of
licensed operators with the requisite skill and attitude which has been the bane of the
system.

REFERENCES
Akpoghomeh, O. (1989); “Competition and Choice in Nigeria’s Civil Aviation Industry”. An
unpublished PhD. Thesis submitted to the Department of Geography, University
of Ibadan, Nigeria.

Ankeri, G. (1986); Urbanization Over speed in Tropical Africa. INUPRESS, Geneva.

Ayodele A. (2009): Safety of Tricycle users on roads.

www.compassnewspaper.com/NG/index. php

BBC News (2006): http://www.tri-cycle.com/tricycle-italy retrieved 3rd April 2011.

Daily Sun Newspaper, Monday, May 4, 2009 The Sun Publishing Limited, Apapa Lagos.

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Volume 2, Number2, 2012

Diogu, J.O., Archibong A.E., and Obuzor N.O. (2008): Sociological Research in the context
of Nigeria Urban Residential Architecture, in Ajayi M.O. (2004) Urban Regeneration:
An Overview. A compilation of Seminar Papers. ARCHIBUILT Nigeria Institute of
Architects Publication.

Hay, W.W. (1977): An Introduction to Transportation Engineering. John Wiley and Sons,
New York.

International Herald Tribune (2008) World Urbanization Prospects, The Associated Press,
Geneva.

NAPEP (2003): Eradicating Poverty http://www.nigeriafirst.org.

Turton, B. (1993): Urban Transport Patterns, in Knowles, R.D. and Hoyle, B.S. (eds) Modern
Transport Geography. John Wiley and Sons, New York.

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