A PROJECT REPORT

ON

ATTITUDES OF TRICYCLES IN ILORIN METROPOLITAN

(A CASE STUDY OF POST OFFICE TO SANGO ILORIN, KWARA STATE)

BY
ISHOLA SIKIRU AGBOOLA

(16/67CE/248)

A RESEARCH PROJECT SUBMITTED TO THE DEPARTMENT OF

CIVIL AND ENVIRONMENTAL ENGINEERING, FACULTY OF
ENGINEERING AND TECHNOLOGY, KWARA STATE UNIVERSITY,
MALETE, IN PARTIAL FULFILLMENT OF THE REQUIREMENTS
FOR THE AWARD OF BACHELOR OF ENGINEERING (B.ENG.)
DEGREE IN CIVIL AND ENVIRONMENTAL ENGINEERING

OCTOBER 2021
 DECLARATION

I hereby declare that this research project titled “Attitudes of tricycles in ilorin metropolitan

(a case study of post office to sangoilorin, kwara state)” is my own work and has not been

submitted by any other person for any degree or qualification at any higher institution. I also

declare that the information provided therein are mine and those that are not mine is properly

acknowledged.

IsholasikiruAgboola

Name of student Date and signature

 CERTIFICATION

This is to certify that the research project titled “Attitudes of tricycles in ilorinmetropolitan(a

case study of post office to sangoilorin, kwara state)” was carried out by Isholasikiruagboola.

The project has been read and approved as meeting the requirements for the award of

Bachelor of Engineering (B.Eng.) Degree in civil and environmental Engineering in the

Department of civil and environmental Engineering, Faculty of Engineering and Technology,

Kwara State University, Malete.

______________________________

________________

Prof. B.A.Ibitoye Date and

Signature

[Supervisor]

______________________________

________________

Dr.A.G.Adeogun

[Head of Department] Date and

Signature

______________________________

________________

External Examiner Date and

Signature
 DEDICATION

This project is dedicated to Almighty God for his protection, kindness, strength over my life

throughout the period and also to my parents Mr. & Mrs. Agboola for their financial support

and moral care towards me.

Also to my mentor engineer Adewale for his academic advice he often gives to me. May

Almighty God shield them from the peril of this world and bless their entire endeavor Amen.
 ACKNOWLEDGEMENTS

My countless gratitude to Allah (S.W.A) for his boundless mercy, for it is he who gave me

the life, the energy, the time, the wisdoms and most important the burning desire and

financial capabilities to accomplish this project, the successful completion of this project

work could not have been a reality without him.

My immensely appreciation goes to my humble and able supervisor Prof. B.A Ibitoye for his

kindness in supervising this project. My warmest gratitude goes to my parents for their

moral, spiritual and financial support throughout my study in this institution.

Finally, my appreciation goes to my elder sister, my lovely friends and many others who

were quite helpful.

TABLE OF CONTENTS
TITLE PAGE …………………………………………………………….

……………………………........i

DECLARATION ………………………………………………..

……………………………………….. ii

CERTIFICATION ……………………………..

………………………………………………………… iii

DEDICATION ……………………

………………………………………………………………………iv

ACKNOWLEDGEMENTS……………………………………………………………………………

…..v

TABLE OF CONTENTS

………………………………………………………………………………….vi

LIST OF TABLES

LIST OF FIGURES

ABSTRACT

CHAPTER ONE

INTRODUCTION

1.0 BACKGROUND OF STUDY……………………………………………..

…………………….1-3

1.1 PROBLEM STATEMENT………………………….……………………………….…..……4

1.2 AIM AND OBJECTIVES …………………………………………………….5

1.3 JUSTIFICATION OF THE STUDY……………………………………..…………..5

1.4 SCOPE OF THE RESEARCH…………………………………………………………

CHAPTER TWO

2.0 LITERATURE

REVIEW………………………………………………………………..7

2.1 CONCEPT AND EVOLUTION OF TRICYCLE IN NIGERIA………………………

7-16

CHAPTER THREE

3.0 METHODOLOGY……………………………………………………………..17-20

3.1 STUDY AREA………………………………………………………………….20

3.2 EVALUATION OF TRICYCLE AS A MEANS OF PUBLIC TRANSPORT.......20-

21

3.3 RESEARCH

METHODOLOGY………………………………………………..................22

3.3.1 TYPES OF DATA REQUIRED.................................................................22

3.4 SOURCES OF

DATA………………………………………………………….....................23

3.5 METHODS OF DATA

COLLECTION…………………………………………….........23
3.6 TRAFFIC

SURVEY…………………………………………………………………................24

3.7 SAMPLE SIZE AND FIELD PROCEDURE FOR THE STUDY……………..28

CHAPTER FOUR

4.0 RESULT &

DISCUSSION…………………………………………………………............29

4.1 CHARACTERISTICS OF TRYCICLE OPERATION……………………………29

4.1.1 ANALYSIS OF VOLUME OF PASSENGES CARRIED IN PCU/DAY....29

4.1.2 ANALYSIS OF MODE & CHARACTERISTICS OF TRICYCLE

OPERATION....31

4.2 ANALYSIS OF COST, RETURN AND PASSENGER DELIVERY OF TRICYCLE

OPERATION..................................................................................................................32

4.3 PROBLEMS CONFRONTING TRICYCLE OPERATIONS IN ILORIN

METROPOLITAN..35

4.4 ECONOMIC STABILITY OF TRICYCLE AS A MODE OF URBAN TRANSPORT

IN ILORIN................................................................................................................36

4.5 ANALYSIS OF TRICYCLE ROUTING AND TIMING WITHIN ILORIN.....38

4.6 TESTING OF

HYPOTHESIS………………………………………………………….............39

CHAPTER FIVE
5.0

CONCLSIONS……………………………………………………………………........41

5.1

RECONMENDATIONS……………………………………………………………...42

REFERENCES

APPENDIX 1

APPENDIX 2

LIST OF FIGURES

Figure no Figure name Page no

Fig 3.0 Data Collection 26

Fig 3.1 Traffic Surveying of tricycle 27

Fig 3.1 Traffic Surveying of tricycle 27

Fig 4.0 Dilapidated tricycle workshop with a mechanic working 34

LIST OF TABLES

Table no Table name Page no

Table 4.0 No of vehicles & volume 30

per day

Table 4.1 Mode and characteristics of 31

tricycle operation

Table 4.1.2 Analysis and mode of 31

characteristic of tricycle

operation

Table 4.2 Analysis of cost, return and 32

passenger delivery of

tricycle operation

Table 4.3 Problems confronting 35

tricycle operations in Ilorin

metropolis

Table 4.4 Economic stability of 37

tricycle as a mode of urban

transport in Ilorin
 Table 4.5 Analysis of tricycle routing 39

and timing within Ilorin

ABSTRACT

The use of tricycle in ilorin urban area has for a very long time been part of urban transport

available to individuals in order to meet their daily travel needs and to fill the shortages in

public transport. However, the characteristics of the tricycle mode have had implications that

led to their ineffective, as such a reassessment of this transport mode become necessary

which whereas led us to this study. The information collected from field work involves data

on road inventory, such as traffic counts, concept of transport and modal split, reconnaissance

survey and use of questionnaire. The secondary sources of data collected include maps, plates

update existing map of ilorin metropolis government statistical records, published and

unpublished material. Some statistical methods were employed such as chi-square table,

descriptive percentage, and tables in analyzing the data collected.

The study revealed that the tricycle is an accepted mode of transport in Ilorin metropolis(post

office to sango), and it constitutes about 15-20% amounts of the total traffic composition in
Ilorin metropolis using post office to sango as case study. There are quite a number of

problems associated with the mode such as lack of terminal parking facilities, high cost of

spare parts & tricycle, conflict with other public transport modes, high vulnerability of the

mode on the part of the operator that are not trained on the job before embarking on the

business, police harassment, absence of policy for them to operate effectively etc. Based on

the findings, the research ends by highlighting issues, which should be incorporated in a

comprehensive urban transport policy to make tricycle transport safe and efficient as a public

urban transport in Nigerian cities.

CHAPTER ONE

INTRODUCTION

1.0 General background

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. As a result of the foregoing experiences, tricycle was

introduced.

Also In Nigerian cities today, increase in population, unemployment and the absence of

adequate transport infrastructural system in the metropolis has brought about an upsurge in

the use of commercial tricycle for public transportation which has called for an inclusion in

road design to avoid conflict in road use by road users and the persistent rise in road accident

among motorists as experienced in most urban centres. The public transport vehicles are

frequently inadequate and in most cases accessibility is restrained; this constraint has made

for the appearance of some paratransit means of public transportation which include

commercial tricycle (Ubani, 2009). Of late, the contribution of keke NAPEP (National

Poverty Eradication Programme) in public transport services has become seemingly

significant.

Today, Tricycles are considered as one of the modes of transportation in Nigeria, tricycle has

gained ground in our towns and cities, and has become another mode of transport on its own

unique class, they have the accessibility and capability to drop off passengers at almost any

point. 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. The use of

tricycle as a mode of public passenger transport has generated a lot of controversy. While

some people believe that the use of tricycle for public transportation has brought woes,

suffering and maiming to the people, others believe that the use of tricycle for commercial

purpose is a big blessing in terms of its contribution to the movement of goods and

passengers in the city. Despite the woes, some inherent advantages in this particular mode of

transportation exist such as fastness, reliability and flexibility, as it can be used for “door to

door” movement coupled with its low operational cost and reduction of time wastage at bus
stops. A lot of road users prefer them as they shuttle from one place to another not minding

the condition of the roads they are plying.

Tricycles are heavier and bulkier than ordinary bicycles. Carrying them might be a problem

for most persons, especially for those who might profit from their safety most, persons with

physical problems. This means that parking them at night in a cellar is usually not an option.

The weight is a disadvantage when cycling uphill. From the bulky appearance of tricycles,

non-users might infer that they are more difficult to steer. Other aspects of handling a tricycle

might also be seen as more or less difficult, like for example getting on or off the vehicle, in

normal use or if an accident is imminent. However, the sustainability of this mode of

transport has remained a source of concern since there has not been any information or

database as to the perception of the attitude on the operation and performance rating of this

transport services especially due to the frequency of users, negative experiences.

Consequently, it has attracted population from towns and villages in its region for

involvement in different economic activities for survival (Olorunfemi, 2013). However,

increases of population coupled with in increase in commercial activities have facilitated

commercial tricycle operation in the town due to the fact that tricycles have the advantages to

ply roads that are too narrow or rough for vehicles and they are also able to maneuver in

traffic pile up (Ministry of Transportation and Communications, 2007). The use of keke is the

second dominant mode among the available modes of road transportation in Ilorin: demand

and supply of public transport in most urban centers in the country (Gbadamosi, 2007).

Meanwhile it is noteworthy to mention that majority of commuters use tricycles.

Today, the use of tricycle as a mode of public transportation has come to stay with us. The

parlous state of the Nigerian economy has compelled many unemployed young men to take to

the trade. This of course is seen as a means of sustaining the unemployed youths. The use of

tricycle for public transport is not an entirely new phenomenon in Nigeria. At the moment,
 many city manager or transport planner is inclined to show serious concern about the

alarming and unprecedented rate at which tricycles are being used for public transport in a

growing number of Nigerian urban centres, with little or no regard for entry and quality

controls. Newspaper reports and radio news items, if there are anything to be relied upon

(since there are currently no published statistical records on the number, type or the level of

severity of public tricycles accidents in this country), point to the fact that the drivers training

and safety precautions are grossly inadequate or completely ignored One potential advantage

of a tricycle might be more safety. On the basis of this assumption that tricycles might be

technically safer for persons with physical problems one might consider information on the

benefits of tricycles to be useful or necessary in order to make them more popular.

1.1. Problem Statement

Transportation is an age-long activity. Consequently, transport demand dates back to the

history of man. However, it has been noted that the demand for efficient and effective means

of transport has not been met with a commensurate supply of the service. Particularly,

governments across the globe have not been able to provide its citizenry with adequate,

convenient and affordable mass transport system. Transport demand in different parts of the

world is growing at a very rapid rate (Ipingbemi and Adebayo, 2016), and this is borne out of

the necessity for people to meet social and economic (Fadare and Salami, 2004) as well as

political, religious and tourism needs. Hence, need for various modes of public transportation

to enhance urban mobility has given rise to commercial tricycles operation as one of the

major means of mobility.

Tricycle is one major component of this peculiar alternative, it is a popular new mode of

transport with wide global appeal, people use tricycles in their daily trips to various

destinations, tricycles is viewed as an informal transport services and play a significant role

as gap fillers. In progressive communities the response of tricycles meet high rate of increase
 in public transport demand and been able to aid development, instituting better traffic

management Nwaogbe et al (2012). Thus, there is a need to study their operators as well as

the quality of service they render to the commuters, assessing its operation with a view to

establish the level of preference for their services, operational trend and deficiencies in the

study area.

1.2. Aim And Objectives Of Research

The aim of the study is to investigate the attitude of tricycle as a mode of public

transportation in post office to Sango area, Ilorin.

The following are the general objectives towards achieving the aims:

i) To review the theoretical concept of the use of tricycles as a public transport mode.

ii) To examine the mode and pattern of operation of tricycles in Ilorin metropolis.

iii) To assess the effectiveness of tricycles as a public transport mode in Ilorin

Metropolis.

iv) To identify the problems in the use and operations of tricycles for public transport in

Ilorin metropolis.

1.3 Justification of the Study

This study isvery significant for the fact that it shall provide information on the attitude of

tricycle as a mode of public transport in general and also other problems associated with the

operation oftricycles for public commercial transport in Nigerian cities particularly in post

office to Sango Ilorin metropolis will be provided.

And also part of the objectives of this study that intends to examine and assess the perception

of the general public in their choice of this mode of public transport in our cities, as well as

the policy framework necessary for its operation to be more effective in Ilorin metropolis and

even beyond would be earnestly assessed.

Finally the result from this research work shall not only add to knowledge but will also be

very useful to other transport management policy makers in other Nigerian cities.

1.4 scope of the research

The research work is mainly concerned with assessing the attitude of tricycle as a mode of

public transport in Ilorin metropolis, measures of attitude like cheap fares, comfort ability,

routing, time, moving more people, speed, safety, environmental friendliness etc., will be

consider. However, for the success of this research work highlight on the operation of both

public and private owned commercial tri-cycles operating in post office to Sango Ilorin

metropolis, in terms of the problems associated with tricycles as a transport mode, as well as

its policy option for an efficient public transport in the study area shall be highlighted. The

nature of the scope of this study is (limited to Tri-cycles only).

 CHAPTER TWO

2.0 LITERATURE REVIEW

INTRODUCTION.

This chapter tends to capture and review literature on tricycles as a public urban transport

appropriately so as to reflect the type and focus of literature reviewed, this was achieved by

examining some literature on urban public transport as well as conceptual and theoretical

issues of public commercial transport in some Nigerian cities, a developing country and some

developed countries of the world.

The literature review will also highlight information on the existing attitude of public

commercial transport such as designated stops, safety, scheduling, routing, comfortability,

spare parts, affordability, availability, efficiency, timeliness, traffic congestion, accidents,

economic sustainability, etc. as well as concept of modal split of transport, the ownership of

public transport and policy option suitable for public commercial transport in the developing

countries, Nigeria in particular.

2.1 CONCEPT AND EVOLUTION OF TRICYCLE IN NIGERIA.

Tricycle is an effective means of public transport in many urban areas with many advantages

attached to it, and this includes its ability to maneuver routes such as the GRA where

conventional taxis and buses are hard to come-by. Secondly such public transport is cheap

and very comfortable for couples that are on site- seeing, it also better than the motorcycle in

terms of safety and the number of passengers carried per trip.

The Tri-cycle is propelled by an electric or internal combustion Engine, it is a motorized

three-wheeled vehicle for transporting one or three riders, the Tri-cycle as a mode of
transportation was first observed and introduced by the Federal Government as a means of

public urban transportation in the Federal Capital Territory in 2002, it was then known as

“KekeNapep”. There after this mode of transportation spread to other parts of southern &

southern Nigeria like Ibadan, Ilorin, Oshogbo, Zaria and Ilorin(post office to sango).

Nonetheless, since the introduction of Tri-cycle as a mode of transport by the Nigeria federal

government in 2002 in Abuja otherwise known as “KekeNapep” commendable efforts have

been made by various scholars and professionals to study Tri-cycle operation in some urban

areas in Nigeria. One of such study is a research work conducted by Nkechi(2002) Titled,

Nigeria KekeNapep- How Safe?

The study titled, Nigeria Kekenapep-How Save? Revealed in 2002, the Government in trying

to ease transportation hassle for the populace introduced a commercial Tri-cycle popularly

known as “KekeNapep”. It become a cheap and alternative mode of transport, couple with

ban on motorcycles in FCT, this scheme was launched by the federal government of Nigeria

on 6th November 2002.

Today Tri-cycle particularly in Ilorin(post office to sango) have become a household name

and are playing a pivotal role in the transportation of Nigerians in many major cities of the

country. After seven years of the introduction of the KekeNapep scheme, it has become

important to pause and look back and recount the usefulness and relevance of the scheme, is

it still a blessing or is it fast turning into a curse?

In Abuja, KekeNapep has eased transportation problem, all though it does not ply all FCT

routes. But sadly, in recent time’s KekeNapep have been involved in many accidents that

leave in its wake several victims, most of the victims, are left with various degrees of injuries

ranging from open wound to fracture, and other road users with damage cars.
Furthermore it is believed that KekeNapep is a good and wise venture by the Government but

that the drivers are turning it into a Nightmare. This is because most of the drivers are

incompetent and reckless, since most drivers of Tri-cycle do not settle down and master how

to operate it, instead they will just jump out of nowhere without good orientation and put the

lives of people in danger.

KekeNapep, is inappropriately proportioned on its three wheels, and although light weighted,

those who operate Tri-cycle especially in Ilorin(post office to sango) swerved in and out of

traffic with reckless abandon that keeps their passengers ill at ease and other road user weary

of them.

Most operators of Tri-cycle are inpatient drivers, in fact most drivers always tries to

maneuver their way through the traffic with careless abandon, this can unfortunately led to an

accident, in the sense that the front of a Tri-cycle is designed to be more narrow than the

back, So most drivers passed through forgetting that the back is bigger in size. In other word

most driver do not have a good knowledge of the construction of a Tri-cycle, for example

when an operator of Tri-cycle slow down, the weight of the back is transferred to the front,

where by a slight loss of concentration after slowing down pushed the weight forward or

transferred to the front and “if done carelessly anything can happen”.

Finally no matter what, the initial vision of its introduction, it is still a blessing, however, the

advantages of Tricycle in easing transportation outweigh its disadvantages especially where

Tricycle has been used as a source of employment in ilorin metropolis, in that it provides job

opportunity for youths.

In other words it is not just a source of generating revenue but a very lucrative one at that, at

the same time the private one’s in Ilorin (post office to sango) are under hire purchase, this

allows most Tricycle operators to pay up and then channeled the proceeds into other ventures.
Federal Road Safety Commission (FRSC) organized a one day stakeholder’s 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 OsitaChidoka 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 KekeNapep.

In a study of urban mobility patterns in Ilesha in south-western Nigeria, Adetunji (2010)

reported that the households’ income affects the modal choice of tricycle as a means of

transport in urban resident. According to him, high income earners travel by their personal

cars to different activity patterns while the low income earners commute by foot for short

distances and rely on public transport services such as tricycles for which exorbitant fares are

charged in some cases, this is contrary to what exists in some other countries of the world,

particularly in China where the train is the principal mode of mobility for all categories of

trips by urban residents.

According to Dayang, 2018.Tricycle operation in Philippine city is a source of livelihood

for around 10,000 families (Balaria, Pascual, Santos, Ortiz, Gabriel and Mangahas, 2017).

Tricycles, which are made by attaching a sidecar to a motorcycle, are one of the means of

public transportation in the Philippines (Nguyen, 2020). Since tricycle is a three wheeled
vehicle, it is said to be more accident-prone compared to four-wheeled vehicles, this is also

the reason why senior administration lawmaker in the Philippines are proposing safety and

professional training for drivers and operators of tricycles (Romero, 2015).Unfortunately,

despite the city claim and arrogance for being the Tricycle City of the Philippines, many local

tricycle drivers seem hell-bent Needless to say that they are also the number one violators of

traffic rules and many of the tricycle drivers are becoming a source of stress to other

motorists and travelers. It is a sad reality that many tricycle drivers seem to think that for the

reason that their vehicles are small, they can blatantly ignore rules—going against traffic on

one–way streets, squeezing between cars, even trucks, and making turns whenever they feel

like it—putting their passengers’ and their own lives at risk (Bolido, 2014). Each day, this is

a normal scenario on the road of Cabanatuan City. Based on data from the Philippine

Statistics Authority, motorcycle-related injuries comprise 69% of the total identified transport

incidents nationwide (Sy, 2017). Because of these disturbing figures, it pays for motorists to

be aware of the attitude and operation of tricycles so they may use this information to reduce

their level of risk (Michon, 2020).The instability of the sidecar attached to the motorcycles,

which serve as passengers’ seats is among the leading cause of accidents (Felongco, 2015).

Driver’s lack of awareness about traffic rules, regulations and laws, and their non–

compliance with these traffic rules and regulations were the most significant causes of road

traffic accidents (Al– Khaldi, 2006). Traffic rules, regulations and guidelines have to be set in

place and must be strictly followed by motorists so that serious accidents and injuries can be

prevented (NilkamalPvt Ltd, 2018). The knowledge and attitude which can be done through

a compliance survey is a powerful tool that can be used to determine the knowledge and the

attitude of the populations regarding traffic rules and regulations on the road (Vandamme,

2009).
In recent times, the use of paratransit (tricycle) is popular for transportation (Judith 2013).

Obioma et al. (2012) stated that expansion of paratransit is gradually becoming a means of

full public transport in some areas of the country due to poor public transport system and road

network. Assessment of Tricycle operations revealed that emergence of various modes of

transportation occasioned by the need to cope with socio economic trend and adverse

economic situation of the country forced its operations and gave rise to its use (Mukhtar

2015). It was reported that because of its relative affordability and availability, some

passengers in some areas of the country prefer using it (Sun 2009). However studies have

revealed that ergonomics consideration for users’ comforts are not common in the design of

the tricycles in the country. To minimise discomforts among public transport users, which

should be paramount among other design considerations, there is need for proper assessment

of seat design (Park et al. 1998), access and exit door/stairs (Miguel &Jesús 2004) among

others. Seating should be properly designed to avoid backaches, strain, excess fatigue and

extra stress on the neck and back. The inappropriate dimensions of steps and doorways cause

in difficulty in accessing passengers’ unit calls re-consideration of appropriate design

(Okuribido et al. 2007). Meanwhile, the use of anthropometric data in design constitutes

improvement in the comfort derivable using the product. Physical dimensions of seats are

specified using anthropometric data. Since the design of automobile

In recent times, the importance of tricycle in urban transportation cannot be over emphasized

due to the inefficiencies in the operation of the formal public transport services to meet the

travel demand of fast growing population (Ukaegbu, 2012; Mukhtar., Waziri, Abudulsalam

and Dankani, 2015), particularly the last mile travellers where their roads are inaccessible by

corporate transportation system due to poor state of the road thereby leaving the motorcycle

and tricycle as an only option if it is not a walking distance. The acceptance of tricycle as an

alternative mode of transportation in the developing countries particularly in Nigeria arose

due to its flexibility and door to door services for urban commuters; it provides employment

opportunity for the operators who could otherwise be unemployed, thereby linking

neighbourhoods and trunk routes (Obioma, Nwaogbe and Ukaegbu, 2012).

Research in Nigeria reveals the use of tricycle has helped in the alleviation of poverty for

many unemployed youths and also provides jobs for road side mechanics and vulcanizers

(Mohammed, 2011; Mukhtar et.al, 2015). Tricycle ply both secondary and primary route in

countries where they are in operation and called by different names in various countries. For

instance, it is called HABAL-HABAL in Philippine (Guillen and Ishida, 2004) AUTO-

RICKSHAWS in India (Cooper, 2013), and KEKE NAPEP in Nigeria (Mukhtar, Waziri,

Abudulsalam and Dankani, 2015).An evaluation of the composition of transport flow in Sri

Lanka reveals that approximately 300,000 tricycles ply intra-city roads in the country. The

figure comprises of 15% of the total active motor vehicle fleet and approximately 6% of the

country passengers’ kilometre trips (Kumarage; Bandara and Munasinghe, 2010).

In spite of the significant importance of tricycle in the transportation of commuters

transportation over the world, its operation constitute serious health hazard because majority

of the tricycles engines are faulty thereby emitting carbon in our environment (Cooper,

2013). Traffic congestion and frequent accidents involving the tricycle and other road users

are major impediment to achieve a sustainable urban mobility (Bandzar; Vats; Gupta,

Atallah, and Pitts, 2015).

Yuri (2000) also contested that a sustainable transport infrastructure must be able to meet the

mobility and accessibility needs of the people by providing an environmentally friendly and

safe mode of transportation. In some developing countries of the world, especially in

Philippine, the introduction of electric tricycle in the early part of 2012 as a means of

improving the quality of air by reducing emissions locally with a view to achieving a
sustainable transportation for urban mobility has promoted healthy environment (Cooper,

2013).

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.

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 fulfilment 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

Background of Tricycle (KekeNapep) In Nigeria The history of Keke as a means of

commercial transportation in Nigeria is directly traced to the government of Mohammed

BubaMarwa, who was the military Governor of Lagos State from 1996 to 1999. He first

launched the use of tricycle as a means of commercial transportation in Lagos. This led to the

name KekeMarwa, which commercial tricycle is still referred to in Lagos till date. Equally,

the word Keke is directly derived from Yoruba, the dominant indigenous language in Lagos.

However, the popularity of Keke across the nation can be attributed to National Poverty

Eradication Programme NAPEP, which was inaugurated under the administration of

President OlusegunObasanjo to alleviate poverty and provide economic empowerment to the

people. Thus, the name Keke NAPEP gained popularity across Nigeria. NAPEP in 2001

launched and distributed two thousand units of green colour tricycles with the inscription

Keke NAPEP as a commercial means of transportation in the Federal Capital

Keke is imported from India, in particular, the yellow colour brand from Bajaj Group. At

inception the cost of Keke in Nigeria is between three hundred and fifty thousand to four

hundred thousand naira, but currently due to inflation and exchange rate, it is currently

between six hundred and fifty to seven fifty thousand. One significant factor that led to the

proliferation of Keke in Nigeria is the ban on motorbikes, popularly known as Okada, as a

means of commercial transportation in several cities in Nigeria, especially in most of the

cities in the South-eastern states such as Aba and Umuahia in Abia State, Owerri in Imo

State, Uyo in AkwaIbom State, Port Harcourt in Rivers State, among others. Several state

governments, at different times, banned the use of motorbikes as a means of commercial

transportation in major cities in their states as their operators were allegedly collaborating

with criminals to perpetrate crimes in the states. For instance, the wave of kidnapping which

hit Abia State from 2009 to 2011 was allegedly facilitated by Okada operators, who served to

provide a fast means of escape for the criminals, consequently, the ban on commercial

motorbikes. With the ban, the workforce that was engaged in this sector of the economy was

thrown into the loss of a source of income and consequently to poverty and depression. Some
recalcitrant ones who dared to defy the government by Osoja, AdebakinOluyinka et al., Glob

Acad J Econ Buss; Vol-1, Iss- 2 (Dec-2019): 43-50

CHAPTER THREE

3.0 METHODOLOGY

This study was conducted on tricycle public modes of transportation in Ilorin kwara State

(A Case Study of Post Office to Sango Ilorin), Nigeria which has the same transportation

system with other Nigerian towns and cities. It was aimed at determining the attitude of

tricycles on the metropolitan roads. Descriptive research was administered for the empirical

data which were subjected to descriptive statistical tool in which describes the state of affairs

as it exists at the present time which employs surveys and fact-finding inquiries of different

kinds. The researcher only reports what has happened or what is happening at the current

state (Bist, 2014). Data from field observations, interviews, administration of questionnaires,
relevant agencies along post office to sango such as the Ilorin State Inland Revenue Service,

Federal Road Safety Corps, kwara and Tricycle Riders Association in kwara, along post

office road were used for this work. These data include variety of responses from the

tricycles’ users, the total number of registered tricycle riders, generated income from tricycle

services and the accident data involving tricycles.

The purposive random sampling technique was employed in administering questionnaires to

commuters along major routes and street roads in the different wards of post office to sango

equally. Data collected were analyzed using simple descriptive statistics such as frequency

distribution, cross tabulation, percentages and ratios. In particular, the response gotten from

the questionnaires was presented in tabular and chart forms.

Data for the study obtained through questionnaires of the 400 administered to commuters

along major routes and street roads present from post office to Sango, only 350 were found

suitable for further analysis.The respondents of the study was also based on the randomly

selected tricycle drivers of different Tricycle Operators and Drivers Association (TODA) in

Ilorin City, interview schedules were administered to the operators to sought information on

their socio-economic characteristics, mode of operation, cost, routes ply and their opinion on

the use of this mode of transport. The secondary information were generated from the

published and unpublished data source, these include journals, book of reading as well as

records of tricycle union, With the objective of gaining familiarity with a phenomenon or to

achieve new insights into the topic (Kothari and Garag, 2014).

However their effectiveness highly depends on the public attitude towards them. A method

combining both qualitative and quantitative research was used to redefine a sustainable

transport policy based on sustainability principles, and find out the key factors of public

attitude towards sustainable transport policies. Furthermore, the interrelations between these

factors are revealed by using structural equation modelling. 1685 questionnaires were sent to
four representative cities in Sweden: Stockholm, Göteborg, Uppsala and Karlskrona. By

using this first hand data, we discovered some differences between Karlskrona and these

other three cities. The negative attitudes towards reducing car use and promoting public

transport in Karlskrona is opposite to the positive attitudes in other cities. The acceptance of

taxes, speed limitation and parking regulation is notably different as well. The results also

indicate that city characteristics influence public attitudes towards sustainable transport

policies more than citizens’ characteristics. The functionality of a city is the most significant

factor. Moreover, the results show a high dependence on individual car use. This suggests

that planners should not use the experience gained from other cities without investigating

actual local conditions.

In collecting data for this project work, various methods were employed. Data used was

collected by using both primary and secondary data collection methods. The primary

collection method includes.

1. The administration of structured questionnaires

2. Personal interviews (with selected of staff and passengers) observations.

The secondary method includes the use of related texts

 Related texts

1. Journals

2. Magazines and write up on the use of Tricycle as a public transport system

3. Annual report and account of profit maximization. This help to give a clear

exploration of the study.

Primary and secondary data was utilized in this work. Primary data was collected using

various methods, including personal observation series of photographs were taken, structured

survey questionnaires, while Secondary data were obtained from government publications,

journals, maps, unpublished research works and useful websites on a tricycle. The sample
size of the research comprised of two hundred (200) respondents. The questionnaire was

randomly distributed among the tricycle commuters, which was distributed to them at the

park, they were properly guided to aid the filling and collected at the spot, the properly filled

questionnaire was retrieved, converged, analyzed and used for the analysis. The

questionnaire was constructed by the researcher aimed at providing answers to some of the

research questions, the participants were asked to furnish information with regards to their

gender, educational level, age, marital status, monthly income, size of household which are

categorized as demographic characteristics of the respondents and the second section was

aimed at providing answers to earlier formulated research questions, in order to test the

formulated hypotheses.

The data collected was sorted out in order to identify the ones that were not correctly filled,

which may cause incompetence on the part of the researcher. The data were analyzed based

on the questionnaire computed for the research work, the research questions were analyzed

using statistical software, called Statistical Package for Social Sciences (SPSS). Afterwards,

these hypotheses were tested using appropriate tools.

3.1 STUDY AREA

Ilorin is one of the largest cities of kwara State, Nigeria. It is larger and more populated than

the state capital,kwara. It is about 60 km south of Umuahia, the state capital. ilorin comprises

of 3 local government areas, namely Ilorin west and ilorin South and Ilorin morth. ilorin west

where post office to sango is part of the area is a Local Government Area with its

headquarters situated in the centre of the city. It has an area of about 100 square kilometres

and a population of 1952,208,546 as at the 2006 census. On the map Ilorin west is located at

4035’E and 8030’N. Ilorin is one of the fastest growing urban centres in Nigeria.

The roads between post office to sangoare marabaroad,kulende market, agric road,

roundabout.
3.2 EVALUATION OF TRICYCLE AS A MEANS OF PUBLIC PASSENGER

TRANSPORT IN ILORIN(POST OFFICE TO SANGO) METROPOLIS.

According to Jannelle (1989) model has explain that technological development, spatial

reorganization of phenomena can be used to explain the evolutionary sequence of the

introduction of other modes of public transportation in Ilorin metropolis(post office to sango).

E.g Motorcycle, tricycle, etc.

In fact the effective functioning of a system like that of the Ilorin metropolis(post office to

sango) requires an efficient means of modern transport and this result in the use of various

modes of transportation such as mass transit, bus, taxis and of recent motorcycles, tri-cycles

etc. To ensure this, various administrations have made several efforts to improve the mobility

level of the metropolis in order to meet the need of the rapidly growing population of the

area.

The first of it was the scheme introduced in 1965 during the reign of the late emir of

Ilorin(post office to sango) Alh. AbdullahiBayero, who saw the problem of transportation in

Ilorin(post office to sango) as a serious challenge to his administration. Under the new

scheme a transport company named Ilorin(post office to sango)

However, in 1988 Ilorin(post office to sango) State Government, in line with the Federal

Government policy of urban mass transit (FUMTA), inaugurated its own transport Agency

called, Ilorin(post office to sango) State Transport Agency (Ilorin(post office to sango)

line).However, all these efforts by the various administrations in the state could not fully

solve the transport problems but only minimize the mobility problem
3.3. RESEARCH METHODOLOGY.

3.3.1. TYPES OF DATA REQUIRED.

To meet the stated objectives the following data are required.

i. Map update and survey of study area in order to get acquainted with recent

changes of transport modes in Ilorin metropolis(post office to sango).

ii. Information on the concept and emergence of tricycle as a mode of public

transport in Ilorin metropolis(post office to sango).

iii. Road network pattern, physical and spatial characteristics of Ilorin metropolis(post

office to sango), this include information on terrain with regard to Tri-cycle

operation.

iv. Routing of tricycles within Ilorin metropolis i.e. type of routes plied by this mode,

cost of operation, problem encountered and policy recommendations for identified

problems.

v. Total number of tricycles operating in post to sango Ilorin metropolis, numbers of

passengers it carries, opinion of both users and operators of tricycle in terms of

safety, convenience, speed, and acceptability of the mode by the general public,

income generation/economic contribution, economic sustainability, performance

e.t.c .these will serve as criteria for assessing the attitude of tricycle as a mode of

public transport.

vi. Users’ information also consist of data on socio-economic characteristics of

users,’ characteristics of tricycle operations such as :passengers volumes in P C U,

 maintenance, size of fleet vi -savis, other modes, routing, fares charge per drop,

reasons for using tricycle for public transport, types of trips.

vii. Other user`s information include frequency of tricycle usage, rate of accident

occurrence, safety level and public opinion on the suitability of tricycles for public

transport, safety measures that can be adopted and problems confronting

effectiveness of tricycle as a mode of public transport.

viii. Locational map of ilorin showing the boundary and secondary road pattern

between post office to sango.

3.4. SOURCES OF DATA.

The data required for this study is collected primarily from sources such as the Tricycle

operators and users, official of the Tri-cycle unions, National union of road transport workers,

, the road safety officials, and ilorin state ministry of works and transport were consulted.

These primary data were sourced through the use of questionnaires.

This source of data will be supplemented by the review of published and unpublished

literature especially those of website dealing with the attitude of tricycle in nature,

characteristics of tricycle operation as mode of transportation, and problems confronting the

effectiveness of tricycles.

This is because tricycle as a new mode of public urban transportation as such little or nothing

has been done in form of research on tricycle in our cities, couple with the fact that private

tricycle operators are not registered with government to operate as public transporters.

3.5. METHODS OF DATA COLLECTION.

The use of primary data is essential for this study, therefore structured questionnaires was

used for the purpose of administering it to users and operator of Tri-cycle and their agency

officials. The questionnaire contains all the information already listed above under users

information, while the operator’s questionnaires also contain all the information listed above

under operators` information.

For the purpose of administering the operator’s questionnaires, a preliminary survey of the

study area was carried out in order to identify all the tricycles stops/terminals, and this is

noted on the locational map of ilorin metropolis. The information obtained from the

questionnaires was supplemented by direct interview from leaders of tricycle union and

agency; however, there is a little difference between the operator’s questionnaires and those

of the tricycle users this is because needs differ. The basis for the number of tricycle terminal

and operators selection depend upon the (10) Major tricycle terminals so far identified within

the study area.

Tricycle terminal/stops are regarded as major when it has up to fifteen (15) tricycles that used

it as park. Then five (5) number field assistants were posted to the five (5) randomly selected

tricycles terminal/stops in order to administer questionnaire randomly to prospective tricycle

operators. In this regard twenty (20) questionnaires were administered in each randomly

selected tricycle park, thus the total number of questionnaire that is administered at this

survey point is one hundred (100).

Also nine (9) maintenance mechanics workshops were identified, and then 2 were randomly

selected in order to administer ten (10) questionnaires to prospective tricycle mechanics at

each work shop thus twenty (20) questionnaires were administered,

Finally the tricycle users were also not left out, whereby twenty (20) questionnaires were

randomly administered to prospective tricycle user’s at four (4) out of the five (5) identified

major tricycle terminals, Thus eighty (80) questionnaires were administered in this regard, the
fifth 5th terminal could not be reach due to time constrained, this brings to one hundred and

fifty (150) the total number of questionnaires so far administered throughout the study,

Furthermore, from the 5 identified major terminals, five (3) terminals were selected at

random this represent 50% of the total number of major terminals that were identified.

In addition three major maintenances workshops were identified within ilorinmetropolis(post

office to sango), and then three (2) of the tricycle maintenance workshops where tricycles are

been maintain were randomly selected and questionnaires administered and this also

represent 50% of the total number of randomly selected workshops.

Also Road side volumetric count of Tricycles was conducted on some major roads plied by

Tricycle in post office to sangoilorin metropolis. These roads constitute five (5) major routes

mostly plied by tricycle operators, and this is in order to capture the volume of traffic by the

various modes of transport, particularly Tricycle. For the success of this volumetric traffic

count (3hrs) in a day is selected for this purpose that is during the peak hour of the day which

is usually 8-9am, 12-1pm, and 5-6pm.

Finally, personal verbal interview with various officials whose responsibility is to control the

operation of Tricycle within post office to sango Ilorin metropolis was conducted.
 Collection of data

Fig 3.0

3.6. TRAFFIC SURVEY.

In order to determine the composition of traffic flow with regard to tricycle operation in the

study area, manual traffic count were carried out on ten (10) selected busy routes plied by

tricycle within Ilorin metropolis(post office to sango). For the success of this volumetric

count the researcher employed two survey assistance that were to be involved at each station

counting the number of vehicle, tricycle inclusive. The survey was conducted for 3 days

during the peak hour of the day which are mostly between 8-9am, 12-1pm, and 5-6pm.the

result was used to calculate the volume of passengers that patronize tricycle per day post

office to Sango area.

TRAFFIC SURVEYING OF TRICYCLE

Fig 3.1
 TRAFFIC SURVEYING OF TRICYCLE

Fig 3.2

3. 7 SAMPLE SIZE AND FIELD PROCEDURE FOR THE STUDY.

Using a random sampling procedure a total of one hundred and fifty (150) questionnaire

were administered throughout the study to tricycle users, operators and tricycle mechanics at

the (5) selected major terminals, whereby 130 of these questionnaires were administered at

the (5) selected major terminals for information from either the users or operators of tricycle.

While the remaining 20 questionnaires were equally administered to (2) tricycle mechanics

out of the nine 9 identified major tricycle workshops, this is in order to seek information on

the use/maintenance problem of tricycles for urban public transportation.

A simple random sampling technique was used to administer these questionnaires. At the end

of the whole exercise, a total of 127 questionnaires out of the total one hundred and fifty

(150) administered were actually available for analysis.

These represent 90% 0f the total questionnaires administered for the study, and this forms a

good basic for a proper data analysis. The non-returned questionnaires are in the category

administered to tricycle user/operators. Notwithstanding this, the analysis gives a true

representation of the sampled size without bias. Other data were collected through verbal

interview. Base map of the study area was obtained from Ilorin(post office to sango) State

Urban Planning and Development Authority in order to update existing situation on ground.

All Tri-cycle terminal point was noted on the base map.

CHAPTER FOUR
4.0 RESULTS AND DISCUSSION

4.1: characteristics of tricycle operation in ilorinmetropolis(post office to sango).

Analysis here is based on 75 sample respondents (operators) who have either returned their

questionnaire or those that were interview verbally. This was realized from the (3) three

randomly selected tricycle routes and or parking within post office to Sango area

4.1.1 Analysis of volume of passenger’s carried by tricycle operators in pcu/day

An examination of the volume of passengers carried by tricycle mode of transport /PCU/Day

in Ilorin metropolis(post office to sango) also shows that 29% of these passengerswhich

represent, 4300 passengers per PCU per 10 trips per Day that patronized the tricycle for their

daily trip around Ilorin metropolis(post office to sango), This shows that kulende market

route has the highest passengers patronage in the whole of the metropolis.

This is not surprising considering the fact that post office route is very close to the largest

government own tricycle park in Ilorin metropolis(post office to sango); and at the same time

this route is a connecting point to everywhere in the metropolis, also the post office route is a

very famous point within the metropolis.

Furthermore agric road and maraba road were the next in the highest volume of tricycle

users; with 3,206 and 2,310 as volume of passengers respectively per trip per Day. While the

least route where tricycle passengers patronized is the Maiduguri road which has just 2.5%

representing 393 passengers, this could be attributed to the fact that this route is far away

from the city center.

Tricycle Survey No of tricycle/ No of trips Volume of Percentages

Routing point. Day /Day passengers in (%)

PCU/Day
 Post office 430 10 4300 29.00

Muritala road 105 7 735 5.00

Maraba road 119 13 1547 9.00

Agric road 111 10 1110 7.00

Sango road 210 11 2310 11.00

TOTAL 1927 87 16895 100

Table 4.0

No of vehicles and volume per day

This implies that tricycle routes located close to city center usually has the highest numbers

of tricycle passengers. Generally the analysis shows a total of 16,895 passenger’s use 1, 927
tricycles as a public transport daily. This is a clear indication that tricycle has been well

accepted as a mode of commercial transport in view of the number of people that patronize it.

However when compare to other modes of transport like the taxi, public buses and

commercial motorcycles the difference is very clear, in fact the number of other modes of

public transport is about six times the number of tricycle operating in Ilorin metropolis(post

office to sango).Even at this the number tricycles required for public transport in Ilorin

metropolis(post office to sango) is still very low, this is because many people were still seen

by the researcher waiting for tricycles.

4.1.2 ANALYSIS OF MODE & CHARACTERISTICS OF TRICYCLE

OPERATION.

In examining the mode of operation of tricycle in post to Sango ilorin metropolis, the survey

indicates that 68% of tricycle operators were not the owners of the tricycle which they used

for their daily operation, instead they hired this tricycle from their owners.

While 32% were the real owner’s of the tricycle they used. This table below shows that the

level of real owner ship is low; the survey revealed that those belonging to private individual

are maintained regularly while those belonging to the government are maintained as when the

maintenance allowance is made available to the operators by the agency concerned.

These therefore indicate the reason why the private tricycle is more comfortable and cleaner

than the public tricycle. Even though the survey also indicated that most of the government

tricycles operators have now taken possession of this tricycle after the final payments of the

loan they used in collecting this tricycle.

Type of Tricycle Respondents % Mode Respondents %

Public owner 35 70 Hired 60 62

Private owner 65 30 Purchase 15 38

TOTAL 75 100 TOTAL 75 100

 Table 4.1

Mode and Characteristics of Tricycle Operation in post office to Sango, Ilorin metropolis

Source: Researcher’s Field Work-2010

From the above analysis it can be concluded that due to high cost of purchasing tricycle for

urban transport, the private tricycle operators expend so much energy in maintaining their

tricycle, so that more passenger will patronize them and this will bring in more

profit.Therefore, the public tricycle will have to be effectively managed in other to achieve

the desire objective of the government for introducing this mode of public transport. presently

the cost of one tricycle in an open market as revealed during the field survey stands between

N1,000, 000.00 – N1,500, 000.00 and this will depend on the type and makers of this tricycle

across the world,

4.2 ANALYSIS OF COST, RETURN AND PASSENGER DELIVERY OF TRICYCLE

OPERATORS.

Tricycle Average Average No. Average Average Average Average Average

parks(1) No.of dailyof daily Fare fuel daily weekly fareweekly

pass/drop pass/day charged/ cost/per returns (N) (N)

returns (N)
drop(N) day (N)
Muritala 3 72 50 260 3600 1800 1940

road

Maraba 3 60 50 195 3000 2000 1500

rad

Agric 3 66 50 210 3300 1700 1600

road

Roundabou 3 64 50 325 3200 1950 1450

Post 3 72 50 210 3600 2000 1500

office

Total 3 66.8 50 240 3340 1890 1520

average
Table 4.2:

Analysis of Cost, Return and Passenger Delivery of Tricycle Operation. Source: Researchers

Field Work -2010

This form of analysis is based on the five major tricycle route..that was identified during the

field survey work. This is fully analyzed in the table above.

The above analysis represent the features of tricycle operation in Ilorin metropolis(post office

to sango), this feature must be properly managed so that other transport modes operating

within the metropolis may not constitute a problem to this tricycle operation. Such modes

include taxis, buses, mini buses, motorcycle, bicycle etc.

This analysis also revealed that 3-4 passengers are usually carried per trip and a sum of

N200-N250 per trip is realized, with minimum charge of N50/drop/person for all the 3

categories of tricycle operating in post office to Sango Ilorin metropolis.

This indicates that each tricycle operator can make a minimum of 15trips depending on their

location and distance per day.

This analysis furthermore revealed that the number of passenger carried by each operator per

day ranges between 100 and 120 person with an average of 66.8 passengers recorded for the

whole study area.

In estimating the fuel cost per day by each tricycle operator presently operating within the

metropolis, an average of N1000 is being spent on daily basis for petrol and engine oil, while
also the survey revealed that the average amount of money generated at the end of the day’s

operation ranges from N3, 600, 00 to N4, 200 per day (including the cost of fuel).

Since it was discovered that majority of the tricycle operators do not owned this tricycle,

therefore the net return for the tricycle operator is estimated to be about N3,500.00 per day

after fueling and servicing.

This of course indicates that tricycle business as a viable form of employment if its operation

can be effectively harnessed to meet today’s modern challenges of urban transportation.

Fig 1:Shows a Dilapidated Tricycle Workshop with a Mechanic Working

The above analysis shows that 26 operator representing 34.7% carry out their tricycle

maintenance once daily, but 35 operators representing 46.7% do carry out the maintenance of

their tricycle weekly.

These indicate a very good maintenance culture that should be encouraged through proper

management from an urban manager or transport manager.Furthermore, the survey indicates

that both the private and public tricycle starts operation from 7:00am to 9:00pm daily for

seven days

4.3 PROBLEMS CONFRONTING EFFECTIVENESS OF TRICYCLE

OPERATION IN ILORIN (POST OFFICE TO SANGO) METROPOLIS.

Problems Frequency %

Segregation of passengers 3 4

Lack of tricycle stops 12 16

Police Harassment 10 13.3

Other modes intimidation 13 17.3

Spare parts/high cost of tricycle 20 26.7

Reckless driving of motorcycle/other modes 5 6.7

Constant stoppage by VIO officers/Road Safety 3 4

Accidents/bad roads 5 6.7

Ineffective of the union 4 5.3

TOTAL 75 100
Table 4.3

Problems Confronting Tricycle Operations in Ilorin(post office to sango) metropolis

The data collected indicate that the nature of problem encountered by tricycle, Operators are

many and need to be addressed urgently in other to safeguard the overall effectiveness of

tricycle as a passenger urban transport mode. The Analysis also revealed lack of spare parts,

motorist intimidation, police harassment, bad roads, unlawful arrests for the private tricycle

operator, motorcycle reckless driving (with over 2million motor cycles operators in

Kano) ,noisy and smoking tricycles especially those of state government own,

maintenance/equipment, competition from other transport modes and infrastructure.

4.4 TESTING OF HYPOTHESIS.

Ho –The Introduction of Tricycle as Mode of Public Transport has not significantly improved

the Problem of Transport in Ilorin(post office to sango) metropolis.

H1 –The Introduction of Tricycle as Mode of Public Transport has significantly Improved the

Problem of Transport in Ilorin(post office to sango) metropolis.

Test Statistic = the Square(x2), Contingency table.

ἁ = 0.05

df = (r-1) (c-1)

r = numbers of rows

c = numbers of columns

df = (5-1) (5-1) r =5 c =5

df= (4) (4) df = (4) (4)

df 16

x2= 17.8638

Critical value at degree of freedom (df) 16 at 0.05% =30.8021

Since the observation from the analysis shows that the critical value at 0.05% is30 .8021 and

the chi-square x2 (calculated value is (17.8638). The critical value (30.8021) is therefore

greater than the calculated value (17.8638).Hence the introduction of tricycle for public

transport has significantly improved the problem of public transport faced mostly by women

in Ilorin(post office to sango) metropolis. For that reason Ho is accepted and H1 is rejected.

Therefore the operation of tricycle for public transport has significantly improved the

problem of public transport faced most especially by women in Ilorin(post office to sango)

metropolis. However, for a much better output some effectiveness options shall be

highlighted so that those problems that emanated due the operation of tricycle will then be

ameliorated for a proper functioning of tricycle in Ilorin(post office to sango) metropolis.

 CHAPTER FIVE

5.0 CONCLUSIONS

However investigation here is centered on the following tools of effective assessment such

as: safety, convenience, availability, comfort ability, speed, flexibility environmental

friendliness and fare rate of the service for urban trip in relation to other modes of transport,

the outcome of the study was analyzed and presented below:

The development of tricycle for urban public transport has largely been tied down to

inadequate means of commuting brought about by the present dispensation. However the

uncontrolled operation of tricycle has result to indiscriminate picking and dropping of

passengers along the open high way and this has led to traffic confusion, lengthening of trips,

accidents, passenger’s segregation, conflicts among other modes and obstruction of free flow

of traffic. In order to alleviate these problems, it is important to state categorically the

proposal as well as the effectiveness tit-bits (i.e policy options) given in this research should

be adequately implemented for a better and effective use of tricycle for urban transport within

the metropolitan Ilorin(post office to sango).

Furthermore, there is no doubt that since the introduction of tricycle for public transport in

Ilorin metropolis(post office to sango), its operation has made and is still making significant

impact on the movement of people in Ilorin metropolis(post office to sango).

It therefore, becomes necessary for the government at all level to assess the overall general

effectiveness of its operation on the land use as well as on the residents of Ilorin

metropolis(post office to sango).

This can also be achieved by making tricycle as a complementary mode of urban transport,

with proper and effective intermodal coordination of urban public transport in order to avoid

inter- modal conflicts between tricycle and road users.

5.1 RECONMENDATIONS

Tricycles are to be made effective and reliable in its operation as a public transport, then its

operation must be fully integrated in the network of public transport systems in Nigerian

urban area, and also there is need for adequate transport policy options for tricycle mode of

public transport in our cities more especially Ilorin metropolis(post office to sango).
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APPENDIX I

FIELD QUESTIONNAIRE

Department of civil and environmental enginering

 Faculty of engineering

Kwara state university.

This questionnaire is meant to collect information on usage of tricycles in post office to

sangoarea, every information given is absolutely meant for research purpose and shall be

strictly treated as confidential.

Information about the Operators

1. Area of operation …………………………………..

2. Nature of job: (a) Full time ( ) part time ( )others ( ) (d) Please

Specify…………………………………………………………………

3. Type of tricycles use……………………………………………………………

4. Are you an operator or owner of the tricycle (a) Operator ( ) (b) Owner ( )

5. If an operator, what is your income per day: Minimum ( ) Maximum ( )

6. How much do you pay the owner daily? ………………………………….

7. How long do you ride tricycle per day……………………………………...

8. Give reasons for your answers in the above ………………………………..

9. why do you operate tricycle (a) to improve self Standard of living ( )

b. To provide self employment ( )

c. To assist in solving urban mobility problem ( )

d. For interest ( )

10. Would you prefer another job if there is an alternative? Yes ( ) No ( )

11. Do you have union Yes ( ) No ( )

12. What benefit to you derived from this union? Financial assistance ( )

Solving cases between others mode ( ) organizing training ( )

 Others please specify ………………………………………………………

13. Do you operate your tricycle on a fixed route? (Yes) (No)

15. If Yes state this route……………………………..

16. State any problem encountered on this route ……………………………

17. How many trip do you make per day……………………………

18. What is the reason for the choice of route?

19. Do you encountered any problem on the fixed route (yes) (No)

20. If yes then state the main problem (Bad Road) (Absence of Parking) (high Traffic)

(Any other)

21. How much do you charge per passenger ………………………………….

22. Is any government agency controlling your operation (Yes) (no)

23. How May hour do you operate in a day…………………………………….

24. Are you the owner of the tricycle (Yes) (No)

25. How often do you service your machine……………………………………..

26. Have you ever be engaged in an accident (Yes) (no)

27. What is the cause of this accident?

(a) Over speeding (b) high traffic (c) Any other

28. What problems do you encountered in your daily operation?

a…………………………….

b……………………………..
 C…………………………….

29. Suggest ways of solving or minimizing them

 APPENDIX II

FIELD QUESTIONNAIRE

Department of civil and environmental enginering

Faculty of engineering

Kwara state university.

This questionnaire is meant to collect information on usage of tricycles in post office to sango

area every information given is absolutely meant for research purpose and shall be strictly

treated as confidential.

Information about the users

1. Area of Operation……………………………..

2. How often do you patronize tricycle? (a) everyday ( ) (b) once a day( ) (c) when there

is no option ( ) (d) not at all ( )

3. Reason(s) for this choice of transport (a) very fast ( ) (b) no alternative ( )

(c) Very cheap ( ) safer ( ) (e) readily available ( )

4. When do you use tricycle mostly? (a) Journey to work ( ) (b) no alternative ( ) Business

trip ( ) (e) others specify ………………………………

.........................................................................................................................

5. Have you ever encountered any problem on tricycle (a) Yes ( ) (b) ( )

6. If Yes, what type of problem ………………………………………………

7. How often do you make your trip on tricycle (once/day) (Twice/Day) (Any other

Specify)
 8. From which part of Ilorin metropolis do you board a tricycle……………….

9. (Home) (Work) (educational Institute) (other)

10. What is your Final Destination?

(Home) (Market Place) (Other Specify ( )

11. Why do you choose tricycle for your trip

(Safety) (Cheaper) (Comfort) (Any other specify)

12. What problems do you encountered in the use of Tricycle for your daily trip?

13. How much do you pay per drop N__________________?

14. How long do you wait before boarding a tricycle………………………

15. Suggest ways the problems encountered can be solved or minimized

1__________________________

2__________________________

3__________________________

16. Suggest ways to effectively improved tricycle operation in ilorin metropolis