CHAPTER ONE

INTRODUCTION

1.1 Background of the study

Port Harcourt, located in the Rivers State of Nigeria, is a thriving metropolis with a

rich history and a growing economy. The city is strategically situated along the

coast of the Niger Delta, and its proximity to the Atlantic Ocean makes it an

essential hub for trade and commerce. Inland water transportation in Port Harcourt

has gained prominence due to its potential to ease congestion on the city's roads

and improve the overall efficiency of the transportation system. This study

explores the viability and utilization of inland water transportation routes in Port

Harcourt Metropolis

Port Harcourt's history is closely linked with its rivers and waterways. The city was

initially founded as a port for exporting palm oil in the early 20th century, and its

growth was largely driven by waterborne trade (Madu, 2015). Over the years, these

waterways have remained integral to the city's transportation system.

Inland water transportation in Port Harcourt offers significant environmental

advantages. As cited in the Environmental Impact Assessment (EIA) for the Port

Harcourt Water Transportation Project, water transport is more energy-efficient and

produces fewer greenhouse gas emissions compared to road transportation (Federal

1
Ministry of Environment Nigeria, 2019). The utilization of waterways can

contribute to reducing air pollution and traffic congestion in the city.

The economic impact of inland water transportation in Port Harcourt cannot be

overstated. A study by the Rivers State Government (2018) reveals that efficient

water transport systems can lead to substantial cost savings for businesses and

individuals. It enhances the accessibility of markets and stimulates economic

growth by facilitating the movement of goods and people.

Infrastructure development along Port Harcourt's waterways has received

substantial attention. The Rivers State Government, in partnership with private

investors, has invested in the construction and rehabilitation of jetties, terminals,

and landing points (The Tide, 2020). These developments are essential for ensuring

the viability of water transportation.

Despite its potential, the utilization of inland water transportation in Port Harcourt

faces several challenges. Notably, inadequate security and piracy issues have been

reported (Vanguard, 2021). Addressing these security concerns is crucial for

encouraging more people and businesses to use water transport.

To maximize the viability and utilization of inland water transportation routes in

Port Harcourt Metropolis, the following recommendations can be considered:

a. Strengthen Security: Collaborate with relevant authorities and the Nigerian Navy

to enhance security along the waterways and curb piracy.

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b. Infrastructure Development: Continue investing in the construction and

maintenance of jetties, terminals, and landing points to improve accessibility.

c. Public Awareness: Launch campaigns to educate the public about the benefits of

water transportation and encourage its use.

d. Regulatory Framework: Develop and enforce regulations that ensure safety,

environmental sustainability, and fair pricing in water transportation.

Inland water transportation routes in Port Harcourt Metropolis hold immense

potential for improving the city's transportation system, reducing environmental

impact, and stimulating economic growth. However, addressing security concerns

and ensuring adequate infrastructure development are vital steps towards realizing

this potential. With the right strategies and investments, Port Harcourt can harness

the advantages of its waterways to create a more efficient and sustainable

transportation network.

1.2 Statement of the problem

In Port Harcourt Metropolis, despite the city's historical reliance on inland water

transportation and its potential to alleviate congestion on the road network,

promote economic growth, and reduce environmental impact, there are significant

challenges hindering its viability and utilization.

The prevalence of piracy, armed robberies, and other security concerns along the

waterways in Port Harcourt Metropolis poses a substantial threat to the safety of

3
passengers, vessels, and cargo. These security challenges deter potential users and

hinder the growth of water transportation.

While there have been some recent efforts to construct and rehabilitate jetties,

terminals, and landing points, there remains a lack of comprehensive and well-

maintained infrastructure along the waterways. This deficiency limits accessibility

and convenience for commuters and cargo transporters.

Many residents and businesses in Port Harcourt Metropolis are unaware of the

benefits of inland water transportation, including cost savings, reduced traffic

congestion, and environmental advantages. This lack of awareness contributes to a

preference for road transport, even when water transport could be a more viable

option.

The absence of a robust regulatory framework for water transportation in Port

Harcourt Metropolis has led to issues related to safety standards, fair pricing, and

environmental sustainability. The absence of clear regulations hampers the sector's

development and hinders trust among potential users.

Despite the environmental benefits of water transport, there are concerns about

pollution in the waterways, including oil spills and improper waste disposal, which

impact the water quality and ecosystems. Addressing these concerns is crucial for

ensuring the long-term sustainability of inland water transportation.

4
Despite the presence of abundant rivers and water bodies in Port Harcourt

Metropolis, there is a significant underutilization of these resources for

transportation purposes, resulting in missed opportunities for economic growth and

reduced traffic congestion.

Addressing these multifaceted challenges is imperative for realizing the full

potential of inland water transportation in Port Harcourt Metropolis. A

comprehensive approach involving collaboration between government agencies,

private sector stakeholders, and the local community is necessary to overcome

these obstacles and promote the efficient and sustainable use of the city's

waterways.

1.3 Aim and Objectives of the study

The primary objective of this study is to thoroughly investigate and analyze the

viability and utilization of inland water transportation routes in Port Harcourt

Metropolis. Specifically, the study aim to achieve the following objectives amongst

which are to;

1. provide a comprehensive overview of the existing inland water

transportation infrastructure, services, and utilization patterns in Port Harcourt

Metropolis.

2. identify and analyze the various challenges and constraints that hinder the

effective utilization of inland water transportation in the city.

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3. assess the economic impacts of water transportation on businesses,

individuals, and the overall economy of Port Harcourt

1.4 Research Questions

To address the objectives of the study on the viability and utilization of inland

water transportation routes in Port Harcourt Metropolis, the following research

questions are formulated:

1. What is the current state of inland water transportation infrastructure in Port

Harcourt Metropolis?

2. What are the primary challenges and constraints that hinder the effective

utilization of inland water transportation in Port Harcourt?

3. What are the economic impacts of inland water transportation in Port

Harcourt?

1.5 Research Hypotheses

These hypotheses provide testable propositions that will guide data collection and

analysis:

 H0: There is no significant association between the condition of

inland water transportation infrastructure in Port Harcourt Metropolis.

 H0: There is no significant relationship between security concerns

(piracy, armed robberies) and the choice of water transport by residents and

businesses in Port Harcourt Metropolis.

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 H0: Inland water transportation does not significantly contribute to

cost savings for businesses and individuals in Port Harcourt Metropolis.

1.6 Significance of the study

The significance of the study on the viability and utilization of inland water

transportation routes in Port Harcourt Metropolis is multifaceted and extends to

various stakeholders, the community, and policy development. Here are key points

highlighting its significance:

Transportation Infrastructure Development: The study's findings can inform

policymakers, government agencies, and private investors about the current state of

inland water transportation infrastructure. This information is crucial for making

informed decisions regarding infrastructure development and maintenance, which

can enhance the efficiency of transportation systems.

Economic Growth and Efficiency: Understanding the economic impacts of water

transportation, including cost savings and job creation, is vital for both the

government and businesses. The study can provide insights into how investments

in water transportation can stimulate economic growth and improve the overall

efficiency of cargo and passenger movement in the city.

Environmental Sustainability: In a time of increasing environmental concerns, the

study can shed light on the potential environmental benefits of water

7
transportation. This knowledge can contribute to sustainable urban development

and provide a basis for incorporating water transport into environmental policies.

Security and Safety: Addressing security challenges along water routes is essential

for the safety of passengers and cargo. The study's findings can be used to develop

strategies for improving security, thereby encouraging more people and businesses

to utilize water transport.

Public Awareness and Behavior Change: By assessing the level of public

awareness and perception of water transportation, the study can provide insights

into how to effectively communicate the benefits of water transport to the

community. This can encourage a shift in behavior toward using this mode of

transportation, reducing road congestion and pollution.

1.7 Scope of the study

The scope of the study covers viability and Utilization of Inland Water

Transportation Routes. The study will be limited to residents in Port Harcourt

Metropolis.

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 CHAPTER TWO

REVIEWED OF RELATED LITERATURE

2.1 Conceptual Issues

2.1.1 Rational model concept of transportation planning

Most regional transportation planners today employ what is called the rational

model of planning. The model, views planning as a logical and technical process

that uses the analysis of qualitative data to decide how to best invest resources in

new and existing transportation infrastructure.

Since World War II, this attitude in planning has resulted in the widespread use of

travel modelingas a key component of regional transportation planning. The

model’s rise in popularity can also be attributed to a rapid increase in the number

of automobiles on the road, widespread urbanization and a large increase in federal

transportation in urban areas. All of these phenomena dominated the planning

culture in the late 1940’s, 1950’s and 1960’s. Regional transportation planning was

needed because increasingly cities weren’t just cities anymore, but parts of a

complex regional system.

The process according to Johnston (2004) and the FHWA and FTA (2007),

generally follows a pattern that can be divided into three different stages. Over the

course of each of the three phases, the metropolitan planning organization (MPO)

9
is also supposed to consider air quality and environmental issues, look at planning

questions in fiscally constrained way and involve the public.

In the first stage, called pre-analysis, the MPO considers what problems and issues

the region faces and what goals and objectives it can set to help address those

issues. During this phase, the MPO also collects data on wide variety of regional

characteristics, develops a set of different alternatives that will be explored as part

of the planning process and creates a list of measurable outcomes that will be used

to see whether goals and objectives have been achieved. Johnston notes that many

MPO’s perform weakly in this area, and though many of these activities seem like

the “soft” aspects of planning that aren’t really necessary, they are absolutely

essential to ensuring that the models used in the second phase are accurate and

complete.

The second phase is what is called the technical analysis phase. The process is

pretty involved and there is lot of technical maneuvering going on, but basically

the development of the models can be broken down as follows. Before beginning,

the MPO collects enormous amount of data. This data can be thought of as falling

into two categories: that which concerns the transportation system and that which

concerns the adjacent land use. The best MPOs are constantly collecting this data.

The actual analysis used is called the Urban Transportation Modeling System

(UTMS), though it is often referred to as the four-step process. As its nickname

10
suggests, UTMS has four steps: trip generation, trip distribution, mode choice and

trip/route assignment.

In trip generation, the region is subdivided into a large number of smaller units of

analysis called traffic analysis zones (TAZs). Based on the number and

characteristics of the households in each zone, a certain number of trips are

generated.

In the second step, trip distribution, trips are separated out into categories based on

their origin and purpose: generally, these categories are home-based work, home-

based other and none home-based. In each of the three categories, trips are

matched to origin and destination zones using the data that has been collected.

In mode choice, trips are assigned to a mode (usually auto or transit, relative to the

purpose of this study is waterways) based on what is available in a particular zone,

the characteristics of the household within that zone and the cost of each mode in

terms of money and time. Since most trips by bicycle or walking are generally

shorter, they are assumed to have stayed within one zone and are not included in

the analysis.

Finally, in route assignment, trips are assigned to the network. As particular parts

of the network are assigned trips, the vehicle speed slows down, so some trips are

assigned to alternate routes in such a way that all trip times are equal. This is

important because the ultimate goal is system-wide optimization, not optimization

11
for any one individual. The finished product is traffic flows and speed for each link

in the network.

The post-analysis phase involves plan evaluation, program implementation and

monitoring of the results. Johnston notes that for evaluation to be meaningful, it

should be as comprehensive as possible. For example, rather than just looking at

decreases in congestion, MPOs should consider economic, equity and environment

issues.

Epe unlike other urban areas has not just one but two modes of transport; road and

water transport. Thus the rational model concept of transportation planning

becomes relevant to this study in that, the study area is analyzed based on its

peculiar trip generation, trip distribution, mode choice and trip assignment which

helps to achieve a system-wide optimization of both transport mode without

neglecting or marginalizing any of the modes. Where such balance is established in

the transport system, proper traffic flow, speed and socio-economic development

becomes inevitable in the area.

2.1.2 System Theory

Traditionally, analysis of transportation has been carried out by examining

the different modes or factors affecting these modes separately. Furthermore, there

is a tendency by researchers and practitioners to look for one transport mode, when

12
in actualfact they should be analyzing multiple modes. Akin to the systems theory

where everything affects everything else, transport is no longer viewed in their

isolationist context but within the broader framework of constraints and

opportunities afforded by the 21st century information technology.

The essence of using a systems approach is to consider not only underlying

transport factors or elements, but also the role of different agencies and actors in

the overall transport system. Transport comprises of the way, terminal, the carrying

unit and motive power which Faulks (1965) called essential of transport. However,

a fifth element was added by Oladoja (1991) which he called Operators.

Onakomaiya (1999) further extended the list of the elements as follows; Networks,

Termini, Interchange points, Motive power/Mobile facilities, Operators,

Management and control, and Supportive services.

Developing a worthy transport system in Epe, requires a systems approach –

understanding the system as a whole and the interaction between its elements, and

identifying where there is potential for intervention.

2.2 Literature Review

Transportation is concerned with the movement of people and goods. People

need to move from place to place to get from home to work, schools, shops, friends

and before reaching the place of eventual use or consumption (Ogundare, 2010).

13
The means for achieving these movements of people and goods varies, but the

notable ones in our society are cars, buses, lorries, trains and planes, as well as

bicycles and feet. Ogunbodede (1999) is of the opinion that the development of a

transport system is very often regarded to be of particular significant importance

for the process of economic development of a country. The participation in

transport activities is one of the essential basic functions that are typical for the

existence of all human groups.

The relationship between transport and urban growth is a subject of considerable

theoretical interest and of practical importance to transport geographers and

planners. While some agree that transport is a pre-condition for economic growth,

others do not share this view. For example, Banister (2002) is of the opinion that

transport networks are only part of development infrastructures which affects

urban growth. Olayemi (1977) in his own contribution asserted that “while some

people regarded transport improvement as indispensable to acceleration of the

development process, others look at transport development as a result of, rather

than a cause of economic development”. He made reference to Lord Lugard who in

1922 stated that “the material development of Africa may be summed up in the one

word - Transport”. In essence, this means that transport development is inevitable

to accelerating economic development not only at the regional level but also within

the city.

14
The growth pattern of any city is affected among other things by its location and

nature of its interaction with other areas; this is because interaction is brought

about by transport network linking one place to another. If an area is not well

served by transport network, it may have negative consequences on the growth of

such centre.

Although the process of city growth and development is more complex and

involves several factors, none of these factors is capable of singularly effecting a

change in the process of city growth and development. In spite of this, transport

stands out clearly as a catalyst in this process. The modern city is a centre of

industry and commerce, a point for collecting, producing and distributing

commodities of all kinds. Transport makes these possible. Cities as we know them

today are not possible without transport which allows the movement of people and

goods that make the city function. Modern cities in all their ramifications are,

therefore, a product of transport. (Ikya, 1993; Osunsanmi, 2006; Fagbohunka,

2008)

The major factor which governs the spatial organization of economic activities is

the desire to meet the essential needs of individuals, families, groups or societies;

that is, to satisfy their demand for goods and services. For any economic activity

there is generally a spatial disparity between the places at which it is supplied and

the points of demand (Lloyd and Dicken, 1972).

15
Hilling (2000) observed that demand for transport is in several distinct form, the

most obvious being the “revealed demand” as expressed in the journeys that are

actually made with the use of existing infrastructure. The second type of demand

that is likely to exist at any place and any point in time is referred to as the “latent

demand”.

“Latent demand” as Hilling explained comprised component of existing

demand, which cannot be satisfied perhaps because of the inadequacies in the

infrastructure of prohibitive cost, and which can be called delayed demand. He

went to describe waterway transport as the most natural and least obtrusive mode

which, if adopted in a developing country can have its transport capacity increased

substantially at low cost. Yet, in Nigeria it seems not to be as developed as other

modes, especially road mode. There still appear to be some latent demands to be

satisfied under the inland waterway mode in the country, especially in the urban

transport system as he puts it.

Weller and Delaney (1994) reasoned that the route for water transport is any

navigable body of water like the seas, streams, lakes, ocean bays constructed by

man. As he puts it, the use of creeks and rivers as viable economic resources has

received considerable attention around the world where all nations are looking for

sustainable ways of using these resources to the maximum. This has gained the

attention of notable scientists in the past who devised various methods and

16
techniques of putting these resources to maximum use. Hence the construction of

the Suez canal by the Napoleon the Great in 18 th century as an economic route

between the east and the west. Ever since, the canal had contributed immensely to

the economic life of Egypt.

Matty and White (1982) discovered that ferry services are of great

importance both within domestic waters and across international boundary.

Daplaix (2004) noted that an inland waterway is one aspect of water transportation

system, the other being the maritime transport. The latter seems to have been more

developed in Nigeria than the former. There is therefore a need to carry out more

studies on the inland waterways.

Nigeria has an extensive network of rivers, creeks, lagoon and lake which

may provide the basis for the development of an inland waterway transport system

(Anyaoku, 1984). He argued that improved water transport would bring

development to the riverine parts of the country which so far due to

communication problem have tended to lag behind in developments (Maduka,

1987) while arguing that inland water transportation could be regarded as being in

its embryonic stage in Nigeria, opined that river transportation of necessity was not

independent but complementary to other modes. Inter modes cooperation rather

than competition was an inescapable aspect of river and inland water transport. He

17
concluded that there should be cooperation rather than competition with other

modes.

In his own contribution to freight passenger and ferry services in Nigeria,

(Abubakar, 2000) dealt on the problems of passengers and its implication for mass

transportation. He emphasized that good ferry services should supplement the

conventional transportation mostly in our urban centres to ease congestion. He

however noted that the problem facing the freight and passenger inland waterways

department include lack of trained technical staff, lack of spare parts among others.

Edokpayi (1961) advised that although nature provided us with the natural ways,

its further development for the most efficient utilization is a duty that must be

faced squarely and if done, would surely pay rich dividends.

Asenime (2008) in an appraisal of inland water transportation in Lagos

metropolis believes that the area has the network-capacity to carry commuters to

almost every part of the metropolis, though it is currently grossly underutilized. He

also noted that though water transport is slower in terms of speed, it could

however, compete favourably with road transport because it is not subjected to the

bottlenecks experienced by road due to terrain and human activities.

The governor of Lagos state, Babatunde Fashola, has severally tasked the

Federal Government to develop alternative means of transportation in order to

reduce pressure on the road. He envisaged this to be possible if Federal

18
Government can utilize the opportunity of the presence of rivers, lakes and other

water bodies in different parts of the country to develop water transportation in

order to facilitate movement of human beings and imported goods in the country as

well as create jobs for majority of the country’s jobless youths. In the same vein,

the expert, Dr. Bamanga Tukur, former Nigeria Port Authority (NPA) chief

executive, said: “Just burrow a tunnel under the lagoon to link Lagos with Apapa

and relieve congestion on the bridges and roads”. So he is in no doubt that only

surface water and underground transportation holds the ace to the traffic problems

in different areas of Lagos.

The various studies carried out on Lagos transport system have been

multifarious in nature and multidimensional in focus and all attempting in

identifying the underlying factors and proffering solutions. In a fair attempt, the

studies on water transportation have been addressed from a generalized perspective

with much focus on the maritime transport compared to the inland water transport.

Until now, no specific studies have been undertaken to understanding the

importance of water transport where primary activities are a mainstay. Such

activities that could better improve if water transport potential is being harnessed.

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The existing inland water transportation infrastructure, services, and

utilization patterns in Port Harcourt Metropolis

The existing inland water transportation infrastructure, services, and utilization

patterns in Port Harcourt Metropolis in Nigeria. Please note that there may have

been developments or changes since that time, so it's advisable to consult more

recent sources for the most up-to-date information.

Inland Water Transportation Infrastructure:

1. Port Harcourt Port Complex: Port Harcourt has a major port complex known

as the Port Harcourt Port Complex, which plays a significant role in facilitating

inland water transportation in the region. It is located on the Bonny River and is

one of Nigeria's busiest ports.

2. Bonny-Nembe-Brass Waterway: The Bonny-Nembe-Brass waterway is a

vital water transportation route in the Port Harcourt Metropolis. It connects Port

Harcourt to various communities and facilitates the movement of goods and people

along the water route.

Services and Utilization Patterns:

1. Passenger Transportation: Inland water transportation in Port Harcourt

includes passenger services, primarily serving the needs of commuters and tourists.

These services are often provided by various boat operators, and routes connect

different parts of the city with a focus on the water-dependent communities.

20
2. Goods Transportation: Inland water transportation also plays a crucial role in

transporting goods such as agricultural products, petroleum products, and

construction materials. These goods are often moved via barges and boats along

the water routes to and from Port Harcourt.

3. Fishing Industry: The region's fishing industry benefits from inland water

transportation, with fishermen using boats to access fishing grounds. The

movement of fish and seafood products to markets within the city relies on these

transportation services.

4. Tourism: Port Harcourt's waterfront areas attract tourists, and water

transportation services cater to this demographic. Tour operators offer boat rides

and tours to showcase the natural beauty of the region, including the Niger Delta.

Challenges and Developments:

1. Infrastructure Maintenance: One of the ongoing challenges is the need for

regular maintenance and dredging of waterways to ensure they remain navigable,

especially during the rainy season when water levels can fluctuate significantly.

2. Safety Concerns: Safety standards and regulations for inland water

transportation need to be enforced rigorously to prevent accidents and protect

passengers and cargo.

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3. Infrastructure Upgrades: Efforts have been made to improve the inland water

transportation infrastructure in Port Harcourt, including the construction of jetties

and the acquisition of new boats and ferries to enhance services.

4. Integration with Other Modes of Transportation: There have been

discussions about integrating inland water transportation with other modes of

transportation, such as road and rail, to create a seamless and efficient

transportation network.

The various challenges and constraints that hinder the effective utilization of

inland water transportation

The effective utilization of inland water transportation faces several challenges and

constraints, which can vary from one region to another. Below are some common

challenges and constraints associated with inland water transportation:

1. Infrastructure and Maintenance:

 Dredging and Maintenance: Frequent dredging and maintenance of

waterways are necessary to keep them navigable, but lack of funding and

inadequate maintenance can hinder efficient operations. (FAO, 2018)

 Aging Infrastructure: Many regions have aging or outdated

infrastructure, including ports, terminals, and vessels, which can lead to

inefficiencies and increased operating costs. (World Bank, 2017)

22
2. Safety and Security:

 Safety Regulations: Inconsistent or poorly enforced safety regulations

can lead to accidents and loss of life. Ensuring compliance with safety standards is

critical. (UNESCO, 2016)

 Piracy and Theft: In some areas, piracy and theft pose significant

security threats to vessels, cargo, and crew, discouraging investment and

operations. (IMO, 2020)

3. Environmental and Climate Concerns:

 Environmental Impact: Inland water transportation can have adverse

environmental impacts, including pollution and habitat destruction, which may

lead to regulatory restrictions. (EC, 2018)

 Climate Change: Changing weather patterns, such as increased

flooding or droughts, can disrupt waterway operations and infrastructure. Climate

change mitigation and adaptation are essential. (UNEP, 2019)

4. Logistical and Operational Challenges:

 Lack of Connectivity: Inadequate integration with other modes of

transportation, such as road and rail, can limit the effectiveness of inland water

transportation. (UNCTAD, 2019)

23
 Inefficient Practices: Inefficiencies in cargo handling,

loading/unloading, and logistics can result in longer transit times and higher costs.

(World Bank, 2018)

5. Regulatory and Administrative Barriers:

 Bureaucratic Hurdles: Complex and time-consuming administrative

procedures, including customs clearance and permits, can deter investment and

hinder operations. (UNCTAD, 2017)

 Licensing and Regulation: Vessel licensing, registration, and

compliance with various regulations can be cumbersome and costly for operators.

(UNCTAD, 2017)

6. Market and Economic Challenges:

 Competing Modes: Competition from other transportation modes,

such as road and rail, can limit the growth of inland water transportation. (FAO,

2018)

 Economic Viability: The economic viability of water transportation

depends on factors such as cargo volumes, pricing, and market demand, which can

be unpredictable. (World Bank, 2018)

7. Social and Cultural Factors:

24
 Resettlement and Displacement: Large-scale water infrastructure

projects can lead to the displacement of communities, requiring careful planning

and social safeguards. (UNESCO, 2016)

 Local Resistance: Local communities may oppose waterway projects

due to cultural or environmental concerns, causing delays and complications.

(UNESCO, 2016)

8. Financial Constraints:

 Investment Shortfalls: Limited public and private sector investment in

waterway infrastructure and services can hinder expansion and improvement

efforts. (World Bank, 2017)

It's essential to recognize that the specific challenges and constraints in the

effective utilization of inland water transportation can vary significantly depending

on the region, local conditions, and the level of development. Addressing these

challenges often requires a multi-stakeholder approach involving governments,

private sector actors, and international organizations. Moreover, overcoming these

challenges can lead to more sustainable and efficient transportation systems with

economic, environmental, and social benefits.

25
 CHAPTER THREE

RESEARCH METHODOLOGY

3.1 Research Design

The research design adopted in this research work is the survey research design

which involves the usage of self-designed questionnaire in the collection of data.

Under the survey research design, primary data of this study will be collected from

selected residents in port Harcourt, River state in order to determine the viability

and Utilization of Inland Water Transportation Routes in Port Harcourt Metropolis.

The design was chosen because it enables the researcher to collect data without

manipulation of any variables of interest in the study. The design also provides

opportunity for equal chance of participation in the study for respondents.

3.2 Population of Study

The population of study is the census of all items or a subject that possess the

characteristics or that have the knowledge of the phenomenon that is being studied

(Asiaka, 1991). It also means the aggregate people from which the sample is to be

drawn.

Population is sometimes referred to as the universe. The population of this research

study will be Seven hundred (700) selected residents in port Harcourt, Rivers state

26
3.3 Sample Size and Sampling Techniques

The researcher made use of stratified sampling technique because all the members

have the same probability of occurrence. The researcher narrowed down the

samples to selected residents in port Harcourt, River state in order to determine the

viability and Utilization of Inland Water Transportation Routes in Port Harcourt

Metropolis.

In this study, the researcher used the [TARO YAMANE FORMULA] to determine

the sample size.

Yamane (1967:886) provides a simplified formula to calculate sample sizes.

ASSUMPTION:

95% confidence level

P = .5

n= 700/1+700(0.05)2

n= 700/1+700(0.0025)

n= 700/1+1.75

n=700/2.75

n=254.5

= 255

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3.4 Method of Data Collection

Basically, the source of data collection used in this study is primary and secondary.

The primary source involves the use of questionnaire. The secondary source is by

means of research into journals, published work in the library as well as newspaper

articles.

The researcher adopted questionnaire in collecting relevant information for the

study. The questions asked in the questionnaire were accompanied by multiple

choice answers from which the respondents were asked to pick one.

The main reason for using this method of collecting data is to enable the researcher

believe that this method will provide the necessary information as well as the ease

with which the method will facilitate data collection. This will ensure balance and

comprehensive information reliable enough for conclusion to be drawn.

3.5 Validity and Reliability of Research Instruments

Validity here refers to the degree of measurement to which an adopted research

instrument or method represents in a reasonable and logical manner the reality of

the study (Prince Udoyen: 2019).

Nworgu (1991) contended that after the items in a questionnaire have been written,

it is mandatory to subject the questionnaire to validation process.

He maintained that in this way the items can be reviewed in terms of their clarity,

the appropriateness of the language and expressions, the suitability of each item

28
with references to the research question. It is expected to answer the adequacy of

the quantity of items in the questionnaire.

In respect of this he says; after the items have been written, the next crucial step is

to subject the questionnaire to a validation process. This is an extremely important

exercise that cannot be skipped in the development of an instrument.

The questionnaires were being validated by the investigator’s project supervisor

and some of his colleagues. Each of them was given a copy of questionnaire for

critical review and were finally ratified and approved by the investigator’s project

supervisor.

Although, the responses of the respondents may be bias, the questionnaire would

still be able to capture the needed information based on the respondents’ opinion.

To allow for the elements of bias that may be contained in the responses, 1% level

of significance would be allowed in the data testing. This will take care of error,

bias etc. that may be in the data collected.

Reliability is referred to as the degree to which the instrument consistently

measures what it intends to measure (Ojo, 2003). His responds to this research

study indicated that the questionnaire was well structured to achieve the purpose of

the research thereby meeting the test of reliability. The reliability of the research

instrument would be tested through test-re-test reliability. In this method the same

measuring instruments is used to take separate measurement on the same research

29
population or sample at different times. The higher the correlation between the two

measurements, the higher the reliability of the measuring instruments.

3.6 Method of Data Analysis

The data analysis method will deal with how the necessary data collected, through

primary source will be properly processed and presented for meaningful analysis.

The method that will be adopted to analyze data collected will be less of manual

and more of computer aided method. The computer aided package known as

statistical package for social sciences (SPSS) will be employed to analyze data in

the form of frequency tables in the viability and Utilization of Inland Water

Transportation Routes in Port Harcourt Metropolis.

Chi-Square: this statistical test is used to determine whether there is any

significant difference between the observed and expected theoretical frequency

obtained from a distribution. It is also used to test the dependence of two attributes

such as viability and Utilization of Inland Water Transportation Routes in Port

Harcourt Metropolis.

It is represented by:
(o−e )2
Χ =∑
2
e1

Where O= observed frequency

E= expected frequency

30
 I = the number of items where 1= 1,2,3,

…n

The hypothesis will be tested using the chi-square (X2)

31
 CHAPTER FOUR

4RESULTS AND DISCUSSION

This chapter is about the analysis and presentation of data collected from the field

through questionnaire. The analysis of the data with particular question

immediately followed by the presentation of findings.

As mentioned in chapter three, 255 questionnaires were administered and 250 were

retrieved and necessary analysis was carried out on them and presented as follows:

4.1. Results and Analysis

Table 4.1. Questionnaire Administration and Retrieval

Questionnaire Percentage Questionnaire Percentage

Number served (%) retrieved retrieved (%)

255 100 250 98

Source: Field Survey (2023)

Table 4.1 above shows the distribution of questionnaires to residents of Port

Harcourt Metropolis, the numbers retrieved, 98% of the questionnaires were

retrieved and used for the findings and analysis.

4.1.1. Socio Demographic Characteristics of Respondents

This is the presentation of the quantitative data collected from the respondents

through the questionnaire drawn-tabulation and percent (%) age will be used to

analyze the data accordingly as follows:

32
Table 4.2.: Respondents analysis by Age

Age Frequency Percent (%)

21 -30 80 32

31 – 40 75 30

41 – 50 55 22

Above 50 40 16

Total 250 100

Source: Field survey (2023)

The table above shows that 80 (32%) of the entire respondents are between the age

21-30 years, 75 (30%) fall between the age 31-40 years, 55 (22%) also fall

between the age of 41-50 and 40 (16%) also fall between the age of above 50.

Table 4.3: Respondents Analysis by Sex.

Gender Frequency Percent (%)

Male 140 56

Female 110 44

Total 250 100

Source: Field survey (2023)

33
The table above denotes that 140 representing (56%) of the total respondents are

male while 110 representing (44%) are female. This has shown that more female

responded to the questionnaire than male.

Table 4.4: “Respondents analysis by Marital Status”

Status Frequency Percent (%)

Single 120 48

Married 100 40

Divorced/Separated 30 12

Total 250 100

Source: Field survey (2023)

The above table indicates that 120 (48%) represents single, 100 (40%) represents

married and 30 (12%) represents divorce/ separated. Single has more responses to

the questionnaire than the married and others.

Table 4.5: Respondents analysis by Education

Qualification Frequency Percent (%)

SSCE/WAEC 110 44

PHD 10 4

34
 FIRST DEGREE/ HND 90 36

OND 40 16

Total 250 100

Source: Field survey (2023)

The above table indicates that 110 (44%) represents SSCE/WAEC, 10 (10%)

represents PHD, 90 (36%) represents First Degree/HND while 40 (16%) represents

OND. First Degree HND has more access to the information required in the

questionnaire than others.

Table 4.6: Respondents analysis by Length of Staying

Years Frequency Percent (%)

Less than one year 88 35.2

1-3 years 90 36

3-6 years 56 22.4

Above 6 years 16 6.4

Total 250 100

Source: Field survey (2023)

35
The above table indicate that 88 (35.2%) represents respondents with less than one-

year length of service, 90 (36%) represents respondents with 1-3 years’ length of

service, 56 (22.4%) respondents with 3-6 years length of service, while 16 (6.4%)

represents respondents with above 6 years length of service. The majority of the

respondents are within 1-3years length of staying in Port Harcourt Metropolishas

more access to the questionnaire than the others.

Table 4.7 Respondents analysis by Position Held

Position Frequency Percent (%)

Civil servants 80 32

Students 99 39.6

Business owners 39 15.6

Politicians 32 12.8

Total 250 100

Source: Field survey (2023)

The above table indicates that 80 (32%) represents civil servants, 99 (39.6%)

represents students, 39 (15.6%) represents business owners while 32 (12.8%)

represents politicians. Students have more access to the questionnaire than the

others.

36
4.1.2. Response to Research Question One

What is the current state of inland water transportation infrastructure in Port

Harcourt Metropolis?

Table 4.8

Option Respondent Percentage

Strongly agreed 120 48

Agreed 100 40

Strongly disagreed 10 4

Disagreed 20 8

Total 250 100

Source: Field Survey (2023)

The above table indicate that 120 (48%) represents respondents who strongly

agreed that lack of adequate funding for infrastructure development and

maintenance was a significant constraint. Attracting private sector investment in

the sector was challenging due to concerns about the business environment and

returns on investment, 10 (4%) represents respondents who strongly disagreed that

Lack of adequate funding for infrastructure development and maintenance was a

significant constraint. Attracting private sector investment in the sector was

challenging due to concerns about the business environment and returns on

investment, 20 (8%) represents respondents who disagreed that lack of adequate

funding for infrastructure development and maintenance was a significant

37
constraint. Attracting private sector investment in the sector was challenging due to

concerns about the business environment and returns on investment

4.1.3ResponsetoResearchQuestion Two

What are the primary challenges and constraints that hinder the effective

utilization of inland water transportation in Port Harcourt?

Table 4.9

Option Respondent Percentage

Strongly agreed 100 40

Agreed 125 50

Strongly disagreed 10 4

Disagreed 15 6

Total 250 100

Source: Field Survey (2023)

The above table indicate that 100 (40%) represents respondents who strongly

agreed that one of the critical challenges was the need for regular dredging and

maintenance of the rivers and waterways to ensure navigability. Siltation and

debris accumulation can hinder the movement of vessels and cause disruptions in

inland water transportation125 (50%) represents respondents who agreed that one

of the critical challenges was the need for regular dredging and maintenance of the

rivers and waterways to ensure navigability. Siltation and debris accumulation can

hinder the movement of vessels and cause disruptions in inland water

38
transportation, 10 (4%) represents respondents who strongly disagreed that one of

the critical challenges was the need for regular dredging and maintenance of the

rivers and waterways to ensure navigability. Siltation and debris accumulation can

hinder the movement of vessels and cause disruptions in inland water

transportation, 15 (6%) represents respondents who disagreed that one of the

critical challenges was the need for regular dredging and maintenance of the rivers

and waterways to ensure navigability. Siltation and debris accumulation can hinder

the movement of vessels and cause disruptions in inland water transportation.

4.1.4 Research Three

What are the economic impacts of inland water transportation in Port

Harcourt?
Table 4.10
Option Respondent Percentage

Strongly agreed 68 27.2

Agreed 130 52

Strongly disagreed 8 3.2

Disagreed 18 7.2

Total 250 100

Source: Field Survey (2023)

The above table indicate that 68 (27.2%) represents respondents who strongly

agreed that efficient inland water transportation can enhance the ability to export

39
goods internationally. Port Harcourt, being a major port city, can benefit from

increased export opportunities, leading to foreign exchange earnings, 130 (52%)

represents respondents who agreed that efficient inland water transportation can

enhance the ability to export goods internationally. Port Harcourt, being a major

port city, can benefit from increased export opportunities, leading to foreign

exchange earnings, 8 (3.2%) represents respondents who strongly disagreed that

efficient inland water transportation can enhance the ability to export goods

internationally. Port Harcourt, being a major port city, can benefit from increased

export opportunities, leading to foreign exchange earnings, 18 (7.2%) represents

respondents who disagreed that efficient inland water transportation can enhance

the ability to export goods internationally. Port Harcourt, being a major port city,

can benefit from increased export opportunities, leading to foreign exchange

earnings.

4.1.5 Hypothesis testing 1

Table 4.11

40
 S/N O E o-e (o-e)2 ( o−e ) 2
e

1 120 62.5 57.5 3306.25 508.6

2 100 62.5 37.5 1406.25 1406.3

3 10 62.5 -52.5 2724.84 43.6

4 20 62.5 -42.5 1806.25 28.9

Total 250 687.4

Degree of freedom = n-1, 4-1 = 3

Level of significant = 0.5

Calculated value = 687.4

Table value = 7.815

Decision rule: we reject the null hypothesis if the calculated value is greater than

the table value and accept the null hypothesis if the table is greater than the

calculated value.

687.4> 7.815

Therefore, we reject the null hypothesis and accept the alternative hypothesis

because the calculated value is greater than the table value.

Hypothesis testing2

Table 4.12

41
 S/N O E o-e (o-e)2 ( o−e ) 2
e

1 100 62.5 37.5 1406.25 22.5

2 125 62.5 62.5 3906.25 62.5

3 10 62.5 -52.5 2756.25 44.1

4 15 62.5 -47.5 22566.25 361.01

Total 250 490.16

Degree of freedom = n-1, 4-1 = 3

Level of significant = 0.5

Calculated value = 490.16

Table value = 7.815

Decision rule: we reject the null hypothesis if the calculated value is greater than

the table value and accept the null hypothesis if the table is greater than the

calculated value.

490.16 > 7.815

Therefore, we reject the null hypothesis and accept the alternative hypothesis

because the calculated value is greater than the table value. Therefore we accept

alternate hypothesis

Hypothesis testing 3

Table 4.13

42
 S/N O E o-e (o-e)2 ( o−e ) 2
e

1 68 62.5 5.5 30.25 0.5

2 130 62.5 67.5 4556.25 72.9

3 8 62.5 -54.5 2970.25 47.5

4 18 62.5 -44.5 1980.25 31.7

Total 250 200.1

Degree of freedom = n-1, 4-1 = 3

Level of significant = 0.5

Calculated value = 200.1

Table value = 7.815

Decision rule: we reject the null hypothesis if the calculated value is greater than

the table value and accept the null hypothesis if the table is greater than the

calculated value.

200.1> 7.815

Therefore, we reject the null hypothesis and accept the alternative hypothesis

because the calculated value is greater than the table value.

4.2 Discussion of Findings

43
The above table 4.11, indicate that 120 (48%) represents respondents who strongly

agreed that there is no significant association between the condition of inland water

transportation infrastructure in Port Harcourt Metropolis, 100 (74%) represents

respondents who agreed that there is no significant association between the

condition of inland water transportation infrastructure in Port Harcourt Metropolis,

10 (4%) represents respondents who strongly disagreed that there is no significant

association between the condition of inland water transportation infrastructure in

Port Harcourt Metropolis, 20 (8%) represents respondents who disagreed that there

is no significant association between the condition of inland water transportation

infrastructure in Port Harcourt Metropolis.

687.4> 7.815

Therefore, we reject the null hypothesis and accept the alternative hypothesis

because the calculated value is greater than the table value.

The above table 4.12, indicate that 100 (40%) represents respondents who strongly

agreed that there is no significant relationship between security concerns (piracy,

armed robberies) and the choice of water transport by residents and businesses in

Port Harcourt Metropolis, 125 (50%) represents respondents who agreed there is

no significant relationship between security concerns (piracy, armed robberies) and

the choice of water transport by residents and businesses in Port Harcourt

44
Metropolis, 10 (4%) represents respondents who strongly disagreed that there is no

significant relationship between security concerns (piracy, armed robberies) and

the choice of water transport by residents and businesses in Port Harcourt

Metropolis15 (8%) represents respondents who disagreed that there is no

significant relationship between security concerns (piracy, armed robberies) and

the choice of water transport by residents and businesses in Port Harcourt

Metropolis

490.16> 7.815

Therefore, we reject the null hypothesis and accept the alternative hypothesis

because the calculated value is greater than the table value.

The above table 4.13 indicate that 68 (27.2%) represents respondents who strongly

agreed that Inland water transportation does not significantly contribute to cost

savings for businesses and individuals in Port Harcourt Metropolis, 130 (52%)

represents respondents who strongly disagreed that Inland water transportation

does not significantly contribute to cost savings for businesses and individuals in

Port Harcourt Metropolis, 8 (3.2%) represents respondents who disagreed Inland

water transportation does not significantly contribute to cost savings for businesses

and individuals in Port Harcourt Metropolis.

200.1> 7.815

45
Therefore, we reject the null hypothesis and accept the alternative hypothesis

because the calculated value is greater than the table value

CHAPTER FIVE

SUMMARY, CONCLUSION AND RECOMMENDATION

5.1 Summary of Findings

It is important to ascertain that the objective of this study was to ascertain viability

and Utilization of Inland Water Transportation Routes in Port Harcourt

Metropolis.. In the preceding chapter, the relevant data collected for this study

46
were presented, critically analyzed and appropriate interpretation given. In this

chapter, certain recommendations made which in the opinion of the researcher will

be of benefits in addressing the challenges of viability and Utilization of Inland

Water Transportation Routes in Port Harcourt Metropolis.

This study was on viability and Utilization of Inland Water Transportation Routes

in Port Harcourt Metropolis. Three objectives were raised which included: To

provide a comprehensive overview of the existing inland water transportation

infrastructure, services, and utilization patterns in Port Harcourt Metropolis, to

identify and analyze the various challenges and constraints that hinder the effective

utilization of inland water transportation in the city and to assess the economic

impacts of water transportation on businesses, individuals, and the overall

economy of Port Harcourt. The total population for the study is 700 selected

residents in Port Harcourt Metropolis. The researcher used questionnaires as the

instrument for data collection. Descriptive Survey research design was adopted for

this study. The data collected were presented in tables and analyzed using simple

percentages and frequencies.

In hypotheses 1 indicate that we reject the null hypothesis if the calculated value is

greater than the table value and accept the null hypothesis if the table is greater

than the calculated value.687.4 > 7.815. Therefore, we reject the null hypothesis

and accept the alternative hypothesis because the calculated value is greater than

47
the table value. There is significant association between the condition of inland

water transportation infrastructure in Port Harcourt Metropolis. This shows that

inland water transportation infrastructure is vital for ensuring its sustainability,

promoting economic development, and mitigating environmental impacts.

In hypotheses 2, we reject the null hypothesis if the calculated value is greater than

the table value and accept the null hypothesis if the table is greater than the

calculated value.490.16 > 7.815 Therefore, we reject the null hypothesis and accept

the alternative hypothesis because the calculated value is greater than the table

value. Therefore we accept alternate hypothesis shows that there is relationship

between security concerns (piracy,armed robberies) and the choice of water

transport by residents and businesses, security concerns related to piracy and

armed robberies can have profound effects on the choice of water transport by

residents and businesses. The response to these concerns often involves a

combination of risk mitigation measures, changes in operational strategies, and

adaptations to ensure the continued viability of water transport in affected regions.

Hypothesis 3 reject the null hypothesis if the calculated value is greater than the

table value and accept the null hypothesis if the table is greater than the calculated

value.200.1 > 7.815. Therefore, we reject the null hypothesis and accept the

alternative hypothesis because the calculated value is greater than the table value.

Hypotheses 3 shows that Inland water transportation significantly contribute to

48
cost savings for businesses and individuals in Port Harcourt Metropolis. The cost-

saving benefits of inland water transportation make it an efficient and economical

choice for the movement of goods. Businesses and individuals can leverage these

advantages to improve their logistics, reduce transportation costs, and enhance

overall operational efficiency.

5.1.1 The findings are:

1. There is significant association between the condition of inland water

transportation infrastructure in Port Harcourt Metropolis.

2. There is relationship between security concerns (piracy, armed robberies) and

the choice of water transport by residents and businesses.

3. Inland water transportation significantly contribute to cost savings for businesses

and individuals in Port Harcourt Metropolis.

5.2 Limitation of the study

Every research study has limitations that should be acknowledged to ensure

transparency and to provide context for the results and conclusions. In the study on

the viability and utilization of inland water transportation routes in Port Harcourt

Metropolis, some potential limitations include:

Sample Size and Representation:

49
Limited sample size: The study's sample size may be constrained by time and

resource limitations, potentially impacting the generalize ability of findings to the

entire population of Port Harcourt Metropolis.

Data Validity and Reliability:

Self-reporting bias: Data collected through surveys or interviews maybe subject to

self-reporting bias, where respondents provide socially desirable answers or in

accurately recall information.

External Factors:

Economic and political changes: External factors, such as changes in the local or

national economy or shifts in political dynamics, can influence transportation

patterns and utilization, which may not be fully accounted for in the study.

Resource Constraints:

Resource limitations: The study may be constrained by budgetary and time

constraints, limiting the extent of data collection, analysis, and the scope of

recommendations.

Acknowledging these limitations is essential for maintaining the integrity of the

study and providing a clear understanding of its scope and potential constraints.

50
Researchers should aim to mitigate these limitations as much as possible and

interpret the results within the context of these challenges.

5.4 Conclusion

In conclusion, the study highlights the promising prospects of inland water

transportation in Port Harcourt Metropolis while acknowledging the challenges

that need to be addressed. The findings underscore the need for concerted efforts

and strategic investments to unlock the full economic and logistical potential of the

region's waterways. By doing so, Port Harcourt can position itself as a vibrant hub

for inland water transportation, enhancing its economic resilience and

sustainability in the years to come.

5.5 Recommendation

Based on the findings and conclusions of the study on the viability and utilization

of inland water transportation routes in Port Harcourt Metropolis, several

recommendations can be made to foster its development and maximize its benefits:

1. Infrastructure Investment: Prioritize and invest in the development and

maintenance of inland water transportation infrastructure, including dredging of

waterways, construction of jetties, terminals, and loading/unloading facilities. This

is critical to ensure the navigability and efficiency of the water transportation

system.

51
2. Security Measures: Collaborate with security agencies to address piracy and

theft concerns on the waterways. Implement security measures that provide

confidence to businesses and users, such as increased patrols and surveillance.

3. Environmental Sustainability: Implement environmentally friendly practices

and policies to protect the waterways and surrounding ecosystems. This includes

measures to prevent pollution and promote responsible environmental stewardship.

4. Awareness and Education: Launch awareness campaigns and educational

programs targeting businesses, communities, and potential users to promote the

benefits of inland water transportation. Highlight its cost-effectiveness, reduced

congestion, and environmental advantages.

5. Intermodal Integration: Explore opportunities for seamless integration

between inland water transportation and other transportation modes, such as road

and rail. Develop transportation hubs that facilitate the transfer of goods and

passengers between different modes.

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APPENDIX

QUESTIONNAIRE

56
Dear Respondent,

My name is SIMON, MARY OKON a student at the above-named department. I

am conducting research on the topic “Viability and Utilization of Inland Water

Transportation Routes in Port Harcourt Metropolis.” and I request your utmost co-

operation for the successful completion of this work.

Please, kindly answer the following questions accordingly and correctly, at

least to the best of your knowledge for your responses will highly be contributed to
knowledge and societal growth at large. Always be assured that data shall be
objectively analyzed as well as anonymity and confidentiality maintained.
Thank you for your anticipated considerations.

………………………………………………
The Researcher

SECTION A: BIODATA

Please kindly tick in the boxes behind each statement as it is applicable to you.

57
Age: (a)

25-30

31-35

36 and above

Sex

Male ()

Female ()

Please indicate the level of agreement and disagreement by ticking Strongly Agree,

Agreed, Disagreed, Strongly Disagreed and Disagreed

Section B

58
There is current state of inland water transportation infrastructure in Port

Harcourt Metropolis

S/N S A SD D

There are primary challenges and constraints that hinder the effective

utilization of inland water transportation in Port Harcourt

S/N S A SD D

There are economic impacts of inland water transportation in Port Harcourt

S/N S A SD D

59