ASSESSING TRANSPORTATION NEEDS AND DEMAND IN RURAL AREAS IN OSUN STATE

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ASSESSING TRANSPORTATION NEEDS AND DEMAND IN RURAL AREAS (A

case study of Ayedire Local Government, Osun State, Nigeria) A RESEARCH
PROJECT
Research · September 2015
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Assessing Transportation Needs and Demand in Rural Area 2015
ASSESSING TRANSPORTATION NEEDS AND DEMAND IN RURAL

AREAS
(A case study of Ayedire Local Government, Osun State, Nigeria)
A RESEARCH PROJECT
Submitted in partial fulfillment
of the requirements for the degree
of
BACHELOR OF TECHNOLOGY (B.TECH) IN

TRANSPORT MANAGEMENT TECHNOLOGY
by
AYOMIDE ALABI AKINPELU

TMT/10/1679
FEDERAL UNIVERSITY OF TECHNOLOGY, AKURE

FUTA
September, 2015
i
ABSTRACT
This study assesses the transportation needs and demand in rural area of Nigeria using a
local government as a case study. The objectives are to identify the demographic and
economic activities in the study area, to identify the travel pattern of the rural residents and
also examine the challenges facing rural transportation and solution to the challenges. The
study adopted a survey research design with the use of a well-structured questionnaire,
frequency and percentiles was used to analyse the data. 150 questionnaires were
administered in which 123 questionnaires was collected back. The findings reveal that there
is significant relationship between the development of road accessibility and socio economic
activity. The problems highlighted in the area include poor road condition that have hindered
a lot of socio economic activities and travel pattern of the study area, poor road-network
connectivity that hinders transportation and communication from point to another. The basis
requirement for enhancing modal accessibility is to improve on the already existing routes as
well as providing new routes where there is none.
ii
TABLE OF CONTENT
CHAPTER ONE
1.0 INTRODUCTION……………………………………………………………………1
1.1 Background of the study……………………………………………………………..1
1.2 Statement of the problem…………………………………………………………….4
1.3 Justification of study………………………………………………………………...6
1.4 Research question……………………………………………………………………6
1.5 Aim & Objectives……………………………………………………………………6
1.6 Limitation of the study………………………………………………………………6
1.7 Scope of the study…………………………………………………………………...7
CHAPTER TWO
2.0 LITERATURE REVIEW…………………………………………………………...9
2.1 Introduction…………………………………………………………………………9
2.2 Conceptual Issues & Literature Review…………………………………………….9
2.3 Concept of rural planning towards rural development………………………….....10
2.4 Condition/state of rural areas in Nigeria…………………………………………..14
2.5 Rural transportation in Nigeria………………………………………………….....17
2.5.1 Component of rural transport system………………………………………...19

2.5.2Importance of rural transport...............................................................................20
2.6 Characteristics of rural travel and transport…………………………………………22
2.6.1Transport to meet daily subsistence needs……………………………………..22

2.6.2 Travel and transport for economic purposes…………………………………...24
2.6.3Travel and transport for development of human capital………………….........26
2.6.4 Travel and transport for other social purposes………………………………...27
CHAPTER THREE
3.0 RESEARCH METHODOLOGY…………………………………………………..29
3.1 Introduction………………………………………………………………………...29
3.2 Research design…………………………………………………………………….29

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3.3 Research population………………………………………………………………..30
3.4 Sampling frame…………………………………………………………………….30
3.5 Sample size………………………………………………………………………...30
3.6 Sampling technique………………………………………………………………...31
3.7 Data collection instrument…………………………………………………………32
3.8 Procedures of data collection………………………………………………………32
3.9 Method of data analysis……………………………………………………………33
CHAPTER FOUR
4.0 DATA ANALYSIS AND PRESENTATION……………………………………..34
4.1 Introduction………………………………………………………………………..34
4.2 Socio-economic and demographic survey…………………..…..………………….34

4.2.1 Sex of respondent……………………………………………………………34
4.2.2 Age of respondent…………………………………..……………………….35
4.2.3 Marital Status………………..………………………………………………36
4.2.4 Occupation………..……………………………………………………........37
4.2.5 Educational background……………..……………………………………...37
4.2.6 Estimated income………………………………………………………...…38
4.3 Travel pattern of the respondent…………………………………………………...39

4.3.1 Trip made last………………………………..……………………………...39
4.3.2 Purpose of the trip……………………..……………………………………40
4.3.3 Frequency of trip………………..…………………………………………..41
4.3.4 Frequency of trip to urban centre………………..………………………….42
4.3.5 Factors affecting travel………..…………………………………………….43
4.3.6 Cost of trip………..…………………………………………………………44
4.3.7 Trip distance…………..…………………………………………………….45
4.3.8 Journey time……………..…………………………………………………..46
4.3.9 Means of transport..…………………………………………………………46
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4.4 Transport system and performance………………………………………………...48

4.4.1 Road infrastructure ……………..…………………………………………..48
4.4.2 Accessible road network……..……………………………………………..49
4.4.3 Condition of road network……..…………………………………………...49
4.4.4 Factor responsible for the current state of the road……..………………….50
4.4.5 Agents responsible for road maintenance…………..………………………51
4.4.6 Solutions to the challenges facing transportation……..……………………52
CHAPTER FIVE
5.0 SUMMARY, RECOMMENDATION AND CONCLUSION…………………...53
5.1 Summary………………………………………………………………………….53
5.2 Recommendation……………………………………………………………........55
5.3 Conclusion………………………………………………………………………..58
REFERENCE…………………………………………………………………………….60
APPENDIX I……………………………………………………………………………..64
APPENDIX II…………………………………………………………………………….65
v
LIST OF TABLES
Table 1: Sex of respondent 34
Table 2: Age of respondent 35
Table 3: Marital Status 36
Table 4: Occupation 37
Table 5: Educational Background 37
Table 6: Estimated incomes 38
Table 7: Trip Made last 39
Table 8: Purpose of trip 40
Table 9: Frequency of trip 41
Table 10: frequency of trip to urban centre 42
Table 11: factor affecting travel 43
Table 12: Cost of trip 45
Table 13: Trip distance 46
Table 14: Journey time 46
Table 15: Means of transport 47
Table 16: Road infrastructure 48
Table 17: Accessible road network 49
Table 18: Condition of road network 49
Table 19: factor responsible for the current state of the road 51
Table 20: Agents responsible for road maintenance 51
Table 21: Solutions to the challenges facing transportation 52
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LIST OF FIGURES
Figure 1: Map of Nigeria showing Osun state 8
Figure 2: Map of Osun State showing Ayedire Local Government 8
Figure 3: Sex of Respondent 35
Figure 4: Age of Respondent 35
Figure 5: Marital Status 36
Figure 6: Educational background 38
Figure 7: Estimated Income 39
Figure 8: Trip made last 40
Figure 9: Frequency of trip 42
Figure 10: Frequency of trip to urban centre 43
Figure 11: Factor Affecting Travel 44
Figure 12: Cost of trip 45
Figure 13: Means of Transport 47
Figure 14: Road Infrastructure 48
Figure 15: Condition of road network 50
vii
LIST OF PLATES
Plate 1: Condition of road linking the farm 50
Plate 2: Condition of road network in rural area Error! Bookmark not defined.
Plate 3: Road linking to the rural area Error! Bookmark not defined.
Plate 4: Poor condition of the rural road Error! Bookmark not defined.
viii
CHAPTER ONE
INTRODUCTION
1.1 Background of the Study
It is important to differentiate between need and demand. Whereas NEED is defined as the
number of people in a given geographic area likely to require a transportation service,
DEMAND is defined as the number of trips likely to be made over a given period within a
given geographic area at a given price and level of service. A needs assessment looks at
service from the perspective of users, and requires an understanding of the population being
served, including characteristics and travel needs.
Generally, the rural areas engage in primary activities which form the foundation for any
economic development. In general term, rural areas serve as the base for the production of
food and fibre, the major sources of capital formation for a country, and a principal market
for domestic manufactures (Olayiwola and Adeleye, 2005).
Transport is indispensable to economic development especially in a developing country like
Nigeria. This is because transport is essential to execution of daily economic and social
activities in any given area. Transportation plays an important role in the political, economic
and social development of any society and whether in rural or urban societies, transportation
constitutes the main avenue through which different parts of the society are linked together.
As a society grows in terms of population and functions, the need for interaction among its
various components also grows thereby requiring quality and effective transportation systems
(Olayiwola and Adeleye, 2005).
Good accessibility to rural areas is of paramount importance to the developing countries like
Nigeria where rural population constitutes about 65.0% of the country‟s inhabitants.
1
Adequate and efficient transportation network serves as one of the channels for the collection
and exchange of goods and services, movement of people and dissemination of information.
Therefore, rural transportation helps in enhancing rural productivity as well as strengthening
the socio-economic, cultural and political fabrics and processes of the rural communities.
(Omole F.K, Owoeye J.O 2012)
Socially, Rural transportation should meet continuously the household needs in terms of
mobility (improvement in rural households journeys and transport activities), safely
(reduction in the numbers of deaths of and injuries to rural households) and physical
accessibility to facilities and services such as health care, markets, farms etc, ensuring social
cohension in rural communities. Economically, rural transportation should actively contribute
to maximizing the overall competitiveness and productivity of rural economies, contributing
to a sustained high level of GDP growth of the nation (AlphonsusNwachukwu Ali, 2013).
Majority of farmers in Nigeria live in rural areas where basic infrastructures are lacking:
Rural infrastructure comprising of rural roads, market, irrigation systems, water supply,
telecommunication facilities, health and educational facilities are basic to quality of life in
rural areas and are important facilitators of economic growth and development (PCUNFDO,
2005; Ahmed and Donovan, 1992). According to Fakayodeet al. (2008) poor access to
infrastructural facilities like good roads, health centers, educational facilities or institutions,
communication gadgets and water supply all leads to a low agricultural production. Lack of
good feeder roads directly influences the degree of rural poverty by limiting the scope of
agricultural production, sale and keeping member of the rural communities relatively
isolated. Rural physical infrastructures among which are transportation facilities (federal,
state and L.G.A roads, railways, bridges, ferry services, canal ports and foot paths) constitute,
2
perhaps, the most important infrastructure in the structural transformation of Nigerian
agriculture.
Tracy-White (2005) noted that mobility in rural areas could be hampered by the lack of
transportation facilities and unavailability of good roads which could have a negative effect
on farmers‟ productivity.
Poor transportation in the rural areas poses a great challenge to rural development efforts in
Nigeria as it has continued to make most of the rural areas isolated from the main stream of
the modern societies. This has resulted in low productivity, low income and a fall in the
standard of living of rural residents and high rate of poverty. The rate of poverty in most rural
communities in Nigeria has progressively increased over the years. The major problem lies
with the pattern of distribution of public facilities in Nigeria however, is that it exhibits an
urban rather than a rural location bias which further helps to increase rural poverty.
Head portage moves substantial part of the country‟s rural agricultural commodities.
Bicycles, hand drawn/push carts, pick-up van and adapted vehicles (Bolekaja and Mammy
Wagons) are the dominant modes of public transport in the rural areas. Beasts of burden
(mules, donkeys and camels) are used widely in the Northern Nigeria while canoes and boats
are used in riverine and navigable inland water ways throughout the country (Adedeji O.A. et
al 2014).
While Okada, Minibus (Korope) are dominant in moving people from one point to the other
within the rural communities. Rural areas have less accessible land use and fewer travel
options but driving is faster and cheaper per mile.
3
1.2 Statement of the Problem
Over the years, the state of rural transportation has frustrated rural development efforts in the
country and this has resulted into series of problems such as the cutting off of many rural
areas in the country from neighbouring larger settlements from which they could access
higher order socio-economic services, low productivity, low income and a fall in the standard
of living of rural residents and high rate of poverty. Rural travel and transport in most rural
areas in Nigeria still take place with great difficulties thereby compounding and worsening
the problem of rural productivity and rural poverty. Due to lack of improved rural
transportation, rural communities are facing population loss which leads to slow economic
growth. Consequently, leads to great impact on poverty level of rural dwellers. The rate of
poverty in most rural communities in Nigeria has progressively increased over the years.
Poverty is at a higher level in the rural areas in Nigeria than in the urban areas.
In Nigeria, the issue of rural transportation development has continued to be of national
importance. For instance, most of the rural roads are in poor condition, and this has imposed
significant cost on the national economy especially to the agricultural activities due to
increased vehicle operating costs and travel times. The area has a poorly connected road
network characterised by poor surface condition, narrow bridges and many bends. The level
of provision of public facilities is also low.
In spite of the contribution of rural transportation to the rural economy, the condition of rural
transportation in many states in Nigeria, especially in Osun State is very pathetic and
unsustainable and do not have adequate capacity for continuously meeting the needs of rural
households into the long future in terms of mobility (improved households journeys and
transport activities) and accessibility to facilities and services.
4
The condition of most rural roads in the country is very poor compared to inter-urban and
intra-urban roads in the country. During raining season, most rural roads deteriorate and
become impassable; this poses a threat to sustainability of rural socio-economic development.
Apart from the networks and few terminals which are government property, almost all other
aspects of rural transport in Nigeria belong to private sector. Some of the vehicles plying
rural roads are not road-worthy, this makes their services to be slow, irregular, unreliable,
inefficient, and even constitute risk to rural travellers.
1.3 Justification of the Study
The significant of this study can be justified from both social and economic perspectives.
Socially, a significant proportion of Nigeria population lives in the rural areas and demands
various forms of transport to facilitate socio-political interactions. Secondly, the rural areas
are indispensable in the supply of food, raw materials to urban centres and the country‟s
economic growth as a whole.
It is also important to emphasize that needs assessments and performance analyses are
essentially different. A needs assessment looks at service from the perspective of users, and
requires an understanding of the population being served, including characteristics and travel
needs. A performance analysis assesses service generally from the perspective of the transit
system and the funding agency or agencies (both government and private). Level of service
measurement is also from the users‟ perspective, but, significantly, may be at odds with
performance measurement. Higher service levels (e.g., longer hours of operation, frequent
coverage of large service areas) that users view positively often result in lower performance
(e.g., lower productivity and higher cost per trip if ridership does not increase proportionately
with service increases), which the transit agency and its funders may not necessarily view
positively(Rural Transit Fact Book—2011).
5
In the light of the above, it becomes expedient to assess transportation needs and demand in
rural areas, so that the extent of the problems can be known, and possible solution proffered
to achieving sustainable rural development.
1.4 Research Questions
 How do we assess social economic characteristics & travel pattern of the rural
resident?
 What is the transportneeds to be identified in the study areas?
 To identify the growing population of rural areas?
 What is the transportation challenges facing rural resident?
1.5 Aim and Objectives
The aim of this study is to assess the transportation needs and demand in rural areas in
Ayedire Local Government of Osun State, Nigeria.
Objectives are:
 To assess social economic characteristics & travel pattern of the rural resident
 To identify transport needs of the rural resident
 To examine transportation challenges facing rural resident and analyze solutions to
the challenges.
1.6 Limitation of the Study
The study is limited to three (3) rural areas in Ayedire Local Government of Osun State
Nigeria namely:
1. Kuta
2. Oluponna
3. Ile-Ogbo
6
1.7 Scope of the Study
Osun is an inland state in south western Nigeria. Its capital is Osogbo. It is bounded in the
north by kwara state, in the east partly by Ekiti state and partly by Ondo state, in the south by
Ogunstate and in the west by Oyo state. The modern Osun was created in 1991 from part of
the old Oyo state.
The major sub-ethnic groups in Osunare Ife, Oyo, Ibolo and Igbomina of the Yoruba people,
although there are also people from other parts of Nigeria. Yoruba and English are the official
languages. People of Osun state practice Islam, Christianity and paganism called traditional
faith. It is divided into three senatorial districts, each of which is composed of two
administrative zones. The state consists of thirty (30) local government areas, the primary
(third tier) unit of government in Nigeria.The range of the study covers one local government
in the state; Ayedire Local Government which consists of three rural areas namely Ile –
Ogbo, Kuta and Oluponna.Ayedire is a local government area in Osun State, Nigeria. Its
headquarters are in the town of Ile Ogbo. It has an area of 262 km2 and a population of 75,846
at the 2006 national census.
7
Figure 1: Map of Nigeria showing Osun state
Ayedire Local
Governemnt
Figure 2: Map ofOsun State showing Ayedire Local Government
8
CHAPTER TWO
LITERATURE REVIEW
2.1 Introduction
A review of existing literature was performed to support the study undertaken. The general
review of the conceptual issues associated with the study was first performed. Next is the
Concept of rural planning towards rural development follow by an overview on the condition
of rural areas in Nigeria and importance, component of rural transport. Finally, characteristics
of rural travel and transport are examined.
2.2 Conceptual Issues and Literature Review
According to Adedeji O.A. et al. (2014), the word ―rural‖ connotes different meanings to
different people depending on their background. What is regarded in developing countries as
rural may be regarded as urban in developing countries. However, given certain criteria,
rural settlements in Nigeria for instance are regarded as settlements with less than 20,000
people and whose population predominantly engages in primary production (Aderamo et al,
2010). Rural settlements was also described by (Weir and McCabe 2012), as areas with
relatively low development densities, typically less than 1 resident per acre.
Rural areas serve as the base for the production of food and fibre, the major sources of capital
formation for a country, and a principal market for domestic manufactures (Olayiwola and
Adeleye, 2005).
Howe (2001) affirms that a better understanding of rural transport demands and constraints
requires a more thorough analysis of the needs of individual households. Njenga and Mbara
(2005) identified transport as a key ingredient in the development of rural areas which
provides people with access to various goods and services. They further stressed that human
9
development hinges on efficient transport which enables access to markets and service,
information, opportunities and, networks. Davis (2000) indicated that transport constraints on
rural livelihoods are not simply a result of poor road condition, but are a culmination of
inadequate infrastructure, poor public transport provision and exorbitant tariffs imposed by
private transporters whose services are infrequent, and further impede the ability of the rural
to generate a sustainable livelihood.
Rural transportation is essential not only for connecting people to jobs, health care and family
in the ways that enhances their quality of life, but also for contributing to regional economic
growth and development by connecting business to customers, goods to markets and tourists
to destinations. Commodities including timber, fuel and agriculture product must be moved
from rural areas where they are produced to urban areas where they are processed, consumed,
or sent out of the state or country. Rural road network has significant effect on the
distribution of facilities in rural areas and has the potential of reducing poverty (Aderamo et
al. 2010).
2.3 Concept of Rural Planning Towards Rural Development
Rural planning is an important aspect of overall planning process that consolidates the
development growth spectrum of a nation. It integrates the linkages between the rural and
urban environments and offers reasons for the “spread and back wash effect” of one over the
other. According to Ratcliffe (1983) there is but unclear distinction between rural and urban
areas as many of the urban policies always contain rural dimension and towns and
countryside often share certain common problems. In Nigeria many of these common
problems: housing, employment, transports, and provision of other services and facilities
arises from fallout of the neglect of rural conservative economic planning. The socio-
economic situation in the rural sector is quite different from that of urban. The situation in the
10
rural sector therefore demands a set of comprehensive and cohesive planning policies to meet
prevailing circumstances of the time. At the core of rural planning is the study of rural
demographic change over time. This study is meant to reveal the consequences of increase /
decrease in the population of settlements within easy commuting distance to one another and
the social transformation therefrom. Two of many objectives of rural planning are: the
maintenance of relatively stable population in small market towns, and provision of answers
to a continuing drift of population away from the more isolated areas of the country
(Ratcliffe, 1983). Population declines obviously occur in most of the isolated or highly
remote areas of the country for reasons of falling demand for agricultural labor, lack of social
and infrastructural services, failure to introduce small-scale industrial enterprises, scarcity of
employment for youth and women, sheer psychological effects of isolation upon remote
communities, poor housing and lack of transport and communication network.
According to Christofakis and Papadaskalopoulos (2011), the growth poles and diffusion
model, and the model of integrated-local-endogenous development are internationally the two
dominant models used in successful implementation of spatial or regional planning and
programming. They (growth poles and diffusion model) engender the attraction of activities
and the concentration of growth in poles from where the diffusion of growth is expected to
occur towards the surrounding region ( Perroux, 1955; Aydalot, 1965 and Boudeville, 1968).
The second model refers to the integrated spatial development which is based on the
utilization of the endogenous potential of the regions. As discovered by (Barguero, 1991 and
Garofoli, 2002), the use of growth poles model is based on the main hypothesis of the
complete identification of industrialization with enlargement and growth, and the objective
was to increase industrial product and concentration of development in large urban centres
(growth poles) which had those necessary prerequisites such as infrastructure, external
11
economies, labour force, market etc. for the attraction and operation of large industrial
complexes.
The provision of infrastructure as an approach to rural development is one of the methods
mostly used by developing countries of the world. The theoretical proposition of
infrastructural approach to rural development be it physical, social or institutional
infrastructure, is predicated on a modernization theory called the “trickle-down theory of
development” (Oguzor, 2011). According to him, this theory is a general economic
development model postulated by an American economist Hirschman in 1958. This theory is
of the opinion that growth is suppose to trickle down from the core to the periphery to ensure
a balanced development without an area being worse-off either rural or urban. In his
submission (Perroux, 1955) stated that “growth does not appear everywhere at the same time;
it manifests itself in points or poles of growth with variable intensities; it spreads by different
channels and with variable terminal effects for the economy as a whole”. Hence, (Obateru,
2006) recognized a growth pole to be a point which centripetal forces are attracted and from
which (in time) centrifugal forces emanates throughout the field of influence of the set of
activities constituting the pole. This growth pole concept has been applied by many regional
planning scholars in regional development issues because the concept has a fundamental
importance to contemporary regional planning and constitutes a significant percentage of
regional planning activities.
According to (Christofakis, 2001) A new framework „the integrated development model‟ was
formulated. This was designed to work in parallel with growth poles model, theories and
practices. The model led to significant readjustments and finally to the formation of a new
strategy of regional development - the “integrated-local- endogenous development”. The
modification in this new model relates to the organization of production, its interconnection
12
with Research and Technological Development, distribution, vocational training processes,
development of new relations between corporations and local organizations, and finally the
networking of all the above sectors. Comparatively, the integrated -local- endogenous
development model has a rural application while the dominant growth poles model is
conceivably of urban and metropolitan cities. In the opinion of Christofakis and
Papadaskalopoulos (2011, pp. 5-7), with the integrated model, settlements and dynamic cities
would function in synergy to be able to focus and capture the growth and competitiveness as
well as the prosperity desired for a region or the country at large. The two models (growth
poles and integrated-local-endogenous development) do not operate in a competitive way but
are complementary to each other on the basis of a “mixed” development models. The two
models are applied in parallel in various combinations that depends on the particular
characteristics and the stage of development of a country, international situation and strategic
socio-economic choices of the government.
According to Olaseni and Alade (2012) Infrastructure is an umbrella term for many activities
usually referred to as “social overhead capital” by development economists. Rural
infrastructure is associated with the rural environments and is grouped into three categories-
economic, social and institutional infrastructures. Economic infrastructure constitutes “the
preconditions for industrialization” such as roads, markets, rural agro-based industries; farm
input supplies, electricity, telecommunications, water supply, sanitation and sewage, solid
waste collection and disposal. Others include postal services, dams and canal works for
irrigation and drainage etc (Yusuf, 2007). Social infrastructure constitutes the basic social
services such as basic health, education, water supplies, etc. Institutional infrastructure are
governmental institutions that provide credits, farm input supplies, extension services etc. at
the local or community level. Transportation is a rural community‟s essential connection to
the nation and the world. Benson and Whitehead (1975) defined transport as “that part of
13
economic activity which is concerned with increasing human satisfaction by changing the
geographical position of goods or people”. In other words, transport creates time and place
utilities. Ogunsanya et al, (1993) observed that the need for transportation arises in any
economy that is distributed over space, this need is particularly so in the context of
community development where transportation is considered as the engine of growth of such
economy. Transportation as one of the tools of development is important and without it the
inherent potentialities of an area may not be realized.
Demand for rural transport is subject to three dimensions of traffic variation and fluctuations
and these are diurnal, short term, and seasonal (Ovubude, 2000). The volume and direction of
rural transport is influenced by the cyclic market system in rural areas. Hence, in most cases,
traffic between main urban centre and dependent villages varies in volume depending on the
cycle of the periodic markets in the area concerned. The cycle of rural transport demand also
appears to correspond with the seasonal pattern of local agricultural and forest products
availability
2.4 Condition/State of Rural Areas in Nigeria
Rural / urban drift still persist in Nigeria in the 21st century despite government‟s claim of
several rural development programs. Average rural dweller irrespective of age or sex desires
opportunity to vacate the rural environment for city life. The trend portend negative signal for
the already saturated urban environment, particularly in areas of housing, sanitation, crimes
and food security (Martins T.A 2013). An attempt by rural dwellers to eke out living from
nature exerts greater pressure and damages on the ecological system such as deforestation,
environmental degradation and pollution. Development of rural areas is measured by the
provision of infrastructures and economic opportunities made available to the people. The
situation in Nigeria is abysmally poor and has constituted one good source of poverty (NPC,
14
2005). Some factors cause poverty directly and indirectly in Nigeria and include: lack of
basic services, such as clean water, education and health care; another is lack of assets, such
as land, tools, credit, and supportive network of friends and family; a third is lack of income
including food, shelter, clothing, and empowerment (political power, confidence, and
dignity). Others that affect poverty indirectly contribute to inequality (condition that stifles
political power or denies people of dignity or human rights), discrimination on the ground of
gender, race, disability, age or ill health (NPC, 2005).
In a nutshell, people living in the rural areas are poor and suffer hunger because the
economies at this level mainly depend on agriculture (Otive, 2006). Two-thirds of the
populations in Nigeria are rural poor, lives on income less than US$1 per day. The incidence
of poverty instead of lowering continues to increase, from 28.1 % in 1980, it increased to
46.3 % in 1985, from 65.6% in 1996, it increased to 69.2 % in 1997. Nigeria is therefore seen
to have a record of a Gini Index of 50.6 and is thus one of the nations with the highest Gini
Index in the world (Otive, 2006). Gini Index is the measure of the gap between the rich and
the poor. The country‟s capital budget allocations over the year is adjudged to be skewed in
favor of the urban areas (NPC, 2005; FOS, 2005; FRN, 1990 p. 24)
According to Nwajuiba (2012) Nigeria faces huge food security challenges. About 70 per
cent of the population lives on less than=N= 100 (US$ 0.70) per day, suffering hunger and
poverty. Nigeria‟s claim to remain an agrarian economy hinges on two key facts. The first is
the share of agriculture in the Gross Domestic Product (GDP) and the second is the
proportion of the population engaged in the agricultural sector. On both cases, the agricultural
sector contributes more than any other sector of the economy. Agriculture provides over 40%
of GDP while the population of Nigeria involved in farming is between 60 and 70%.
However, large regional differences exist. In the southeast, as few as 22% of the population
15
live in rural areas, most of them are engaged in non-farming activities (Nwajuiba, 2012). The
geopolitical zones analysis of incidence of poverty in Nigeria as at 1996 put the Northeast at
70.1% of the total population, Northwest 77.2%, North Central 64.3%, Southeast 53.5%,
Southwest 60.9%, and South Central 58.2%. Incidence of poverty in the rural sector is put at
69.3% (FOS, undated). This invariably emphasizes the seriousness of the vicious circle in the
sector.
Nigeria has about 79 million hectares of arable land, of which 32 million hectares are
cultivated. Over 90% of agricultural production is rain-fed. Smallholders, mostly subsistence
producers account for 80% of all farm holdings. Both crop and livestock productions remain
below potentials. Although the average agricultural growth rate was 7% between 2006 and
2008, this growth lies below the 10% necessary for attaining food security and poverty
reduction. Among other factors, inadequate access to and low uptake of high quality seeds,
low fertiliser use and generally inefficient production systems lead to shortfalls. As a result,
Nigeria‟s food import bill has been on the rise. Nigeria‟s large, growing population has
become dependent on imported food staples. This includes commonly consumed staples such
as rice, wheat and fish. This was not the case prior to the boom in petroleum exports starting
from the early 1970s (Martins A.T 2013).
Nigerian agriculture contributes to a small extent to global warming through bush burning
and other environmentally adverse management practices. This statement is from sub-
Saharan Africa summary of the excellent international assessment of agricultural knowledge,
science and technology (IAASTD) concluded in 2008. Nigeria faces two central challenges to
her agricultural sector and food security: population dynamics and infrastructural facilities.
Going by the population dynamics, Nigeria‟s population in 2011 was estimated at 162 million
16
people and in 2050 to be between 230 and 450 million people. Urban population in 2011 was
at 51% and is still growing. (Martins 2013 pg 259)
The population of Nigeria earning less than US$ 2 per day in 2009 was 84%. The country
was declared the world‟s 7th most populated country and would be the world‟s 3rd most
populated country after India, China, outstripping the USA by 2050. A number of lessons
could be discerned from this current and future population projection of Nigeria with serious
implications for agriculture and food security. This situation therefore calls for adequate rural
planning and development strategies (Martins A.T 2013).
Before Nigeria can address the underlying problems articulated above, the issue of rural
sector economy must properly be taken care of. The focus of the sector has to shift away from
being heavily dependent on smallholder producers whose primary need is household
subsistence. The smallholder producers at best produce very little marketable surplus. In this
category is the target group of the National Accelerated Food Production Program (NAFPP)
set up since 1972. The contemporary policy thrust focuses on a transformation of the
agricultural sector through the promotion of agribusiness along the value chain still requires
provision of infrastructural facilities (such as transport infrastructures) to succeed.
2.5 Rural Transportation in Nigeria
Rural transportation development in Nigeria is not a function of increase in the number of
villages alone; other important factors are the nature and structural changes in the level of
socio-economic characteristics of the country side. For example, the discovery and
exploitation of mineral and forest resources such as timber motivated the construction of
more rural roads which were initially maintained and used exclusively by those companies
which built them and later made available to the general public. (Such rural roads can be
taken over by local communities or councils through whom they pass). The introduction of
17
cocoa and other cash crops was substantially responsible for the evolution of rural
transportation in different parts of the country (Adedeji, 2010). Consequently, rural roads and
mechanized forms of traffic emerged to cater for the increased demand for rural freight and
movement, especially between rural and urban centres.
Considering the transport sector as one of the key elements of the country‟s needs, there has
been series of effort on the provision of rural transportation and rural development in Nigeria.
Successive government have come forth with various rural development strategies, for
example, the establishment of the Nigeria Agricultural Cooperative and Rural Development
Bank, the various State Agricultural Development Projects, River Basin Development
Authority, Development of Local Government administrative systems among similar rural
development initiatives has been embarked upon by government to facilitate the development
of rural economy. The transport sector contributed about 2.4 % to real GDP in 2004; with
road transport alone accounting for nearly 86 % of the transport sector output (World Bank,
2007). Nigeria‟s transport system consists of some 195,000 km of roads; this network
comprises a combination of Federal, State and Local Government roads. The Federal trunk
roads are the principal vectors of the system and have a total length of 32,100 km (16%) of
which the majority is paved. State roads account for 30,900 km (16%) while the Local
Government road system comprises approximately 132,000 km (68%). Out of the 195,000km
roads, about 60,000 km are paved, 3,775 km of railways, 3 international and 78 domestic
airports as well as 13 sea and river ports. Roads are the country‟s dominant mode of transport
carrying more than 90% of cargo and passenger traffic (RAMP, 2007). Rural roads constitute
the major percentage of Nigerian road system.
Realizing the importance of the rural transport, in early 2004 the Government launched a
policy blueprint through the “National Economic Empowerment and Development Strategy”
18
(NEEDS). The development strategy aims at interventions in the rural infrastructure, health,
housing and employment sectors. Its two key objectives are to improve the transport
infrastructure and promote agricultural development. In the road sub-sector, its focus is on
the construction and maintenance of road infrastructure to improve accessibility and to
facilitate movement of agricultural commodities (Olanibi J.A 2014).
Apparently a lot has been done by successive government to address rural transportation
problem yet, little has been achieved due to frequency of policy variation and government
instability (Fayinka 2004). At individual and community based level, some communities have
taken it upon themselves to provide accessibility in their area through self-help approach; this
community-driven approach according to (Musa, 2010) is as a result of Nigerians concern to
foster rural economic development that is sustainable over a long term and the achievement
of the national goal of sustainable development.
2.5.1 Component of Rural Transport System
According to Starkey et al (2002) rural road transport system consists of transport
infrastructure, transport operations (services) and the transport users. Rural transport
operations include the commercial services and those provided by private vehicles.
Therefore, for any transport system to function effectively, there must exist the appropriate
infrastructure, transport services, maintenance and traffic management (Asian Development
Bank, 2007). The infrastructure includes the road network, tracks, paths and bridges
(including footbridges only suitable for pedestrian and IMT (Intermediate Means of
Transport) traffic). The means of transport consist of the private and for-hire vehicles
providing transport services. The users include the rural people, operators of for-hire
transport services and government officials (Barwell, 1996). A very important but, often
19
neglected component of the road transport system consist of the various official regulators
(Starkey et al, 2002).
Much of rural travel in Africa is however on foot or through IMT operating along the local
footpaths and tracks (Barwell, 1996). These constitute what Starkey (2005) referred to as
“invisible” rural transport, consisting of footpaths, cart and cycle tracks and footbridges
which may not be found on maps.
2.5.2 Importance of Rural Transport
Road transport covers the widest network in Nigeria. It is easy to expand and it provides the
most flexible services. It can provide origin to destination service without transshipment
(Ukwu, 1990). Rural infrastructure constitutes the substance of rural welfare. Efforts to raise
rural welfare must necessarily go beyond the limited approach of raising per capital income
through agricultural developments but also to the provision of rural transport facilities
(Idachaba, 1985).
All over the world, Poverty reduction in the rural areas is tied to rural transport and it remains
the central goal of global development efforts. Even in South East Asia, Rural communities
face a transport constraint which limits their ability to reduce their poverty and in order to
satisfy their need for greater access to health, education and every possible opportunities,
ease of physical accessibility and freedom of movement are top priorities.
Even, to the physically disabled, access to transport can substantially transform their lives
and that of their immediate families. These people are recognized as vulnerable population
due to their double penalty of social discrimination and physical exclusion which often traps
them in poverty resulting mostly in most of them begging. Inaccessibility to transport can
make it difficult for them to find employment, gain education and access healthcare as well as
limiting their social and recreational activities (Ademola G.O, 2007)
20
A greater percentage of the Nigerian population lives in the rural areas and they are mostly
farmers, engaged in subsistence agriculture. These rural dwellers produce the food consumed
in the cities and most of the agricultural raw materials used by the industries. In other words,
without further development of their rural areas, it is unlikely that the majority of sub-
Saharan African countries will be able to feed their people, develop industries based on their
primary agricultural products, provide adequate employment or sustain current levels of
foreign exchange earnings from their exports. Unfortunately however, the transports needed
to evacuate these goods are not available/adequate.
The importance of Rural Transport therefore includes the following:-
1) Accelerate the delivery of farm inputs and the services of extension workers
2) Preventing excessive rural to urban migration with the attendant problems
3) Facilitate the evacuation and marketing of produce from agriculture, fishing and
livestock
4) Ease of human movement within and outside the community, thereby reducing or
eliminating repetitive movement and thereby increase in residual time for other
activities
5) Enhance the effectiveness of public policy
6) Reduce the level of wastage of agricultural products and thereby bring about a
reductionin their prices
7) Mobilizing the vast natural and human resource potentials of the rural sector
8) Accelerate the delivery of basic needs to the rural majority
9) Helps the local populations regain their lost ability of self-reliance especially in the
area of food production
10) It will facilitate flow of information, diffusion of innovation and exchange of ideas
which invariably lead to the introduction and adoption of new ideas and new
21
techniques capable of catalyzing the mechanism for more effective operation and
management of resources (Sumaila, 1998)
Despite all these however, it is very ironical that many rural communities in Nigeria still lack
good roads and consequently find it difficult to transport their goods. It even becomes
difficult and at times impossible to reach some rural communities during the rainy season due
to the bad terrain of some roads or collapsed bridges.
In most cases, the vehicles needed in transporting the farm products are not available. Where
they are available, they are often rickety and lack the strength and “courage” to work.
These conditions has in most cases resulted in longer journey times, higher fares, delayed
journeys, unnecessary consumption, high cost and destruction of farm products and the
increased risks of major delays (Lema C. 2003).
2.6 Characteristics of Rural Travel and Transport
Travel and transport are related to needs of access to facilities or services and movement of
goods. These can be broadly broken down into four categories: subsistence, economic,
improvement of human capital and other social and business purposes.
2.6.1 Transport to Meet Daily Subsistence Needs
The basic subsistence needs in rural areas are water, food and fuel for cooking. Access to
these basic commodities and transport of adequate quantities for subsistence priority for most
rural households. Water, the basic needs for drinking water is 1.8 to 3 litres per person. In
addition water is needed for cooking and washing clothes and utensil. A recommended
minimum total daily consumption for reasonable healthy living is 25 litres per person (ILO,
2001).
22
Since water is transported primarily by walking and carrying in most rural areas in Nigeria,
and 25 litres is towards the upper limit of what can be carried, it is clear that collecting water
is a major transport burden involving several trips per day for a household. However for
households that live reasonably close to the water source the burden may be substantially
reduced by members bathing and washing clothes at the source so that only water mainly for
cooking and drinking is transported.
The level of access and transport of water may vary seasonally. Particularly in more arid
regions, sources of water may dry up in the dry season causing households to travel to more
distant and more permanent sources. In some cases households may be able to collect and
store rainwater in the wet season, or a communal storage facility might be built for a group of
households. Innovation such as this can significantly improve access to water and reduce
transport needs.
A factor which can significantly increase household consumption of water is the use of a
vehicle for transporting the water. Nevertheless, since the use of vehicle is rare – even if
households own a vehicle water may still be collected by walking since vehicles are usually
controlled by men and are intended primarily for income-generating transport activities.
At subsistence level, production of food for the household is likely to involve travel and
transport for the collection of inputs such as seeds and possibly manure or fertilizer, travel to
and from the household plot for tillage, planting, care and weeding of the plants and
harvesting, transporting produce from the plot to the household dwelling and transport of
produce to a grinding mill.
It is difficult to generalize transport needs for subsistence agriculture because of differences
in crop grown, quality of land and farming practices.
23
Fuel is needed for cooking and will primarily be firewood in most rural areas in Nigeria.
Transport needs will depend very much on demography and local vegetation. In more densely
populated areas access to firewood is usually poor, involving collection at considerable
distance from the homestead. In sparsely populated areas firewood is usually readily
available within close distance of the homestead. The predominant mode of transport is
walking, requiring trips every day or every second day.
Collection of firewood often incurs environment problems due to degradation of vegetation
and improvements in access need to consider non-transport option for example, planting of
woodlots for harvesting on a sustainable basis; use of improved stoves with lower fuel
consumption; and use of alternative fuels such as bio-gas.
2.6.2 Travel and Transport for Economic Purposes
As households move from mainly subsistence living into a market economy their needs for
access, travel and transport increase and in turn their economic development becomes
increasingly dependent on good access to facilities and effective means of transport.
Economic development starting primarily in the agricultural sector may gradually lead to
other non-agricultural opportunities which will create additional needs for travel and
transport.
The main needs may be grouped under agricultural activities; access to both agricultural and
non-agricultural work; trading, provision of services, and general commercial development.
Once households have fulfilled subsistence needs, surplus produce can be sold at a local
market or, to achieve high prices, at a more distance external market. The latter will
particularly be the case of the households are within reasonable distance and have good
access through transport services to a town or rural centre. If marketing opportunities exist,
24
then households may attempt to increase yields through using more fertilizer or manure on
their land and also to increase their holding size, probably requiring acquisition of land
further away from the homestead. They may also use additional land-holding to diversify into
cash crops such as coffee, cotton, sugar etc. which will need to be transported to depots or
collection points.
As farmers move into a market economy and increase their land holdings they will have an
increasing need for part-time labour at peak periods of activity. In addition, general economic
development of the district will create non-agricultural jobs such as in roads and building
construction, supply and service facilities and general commerce. Many of these jobs will be
created in the rural centres that develop to support a growing agricultural economy.
In order to take advantage of these work opportunities rural people need access on paths,
tracks or roads throughout the year and particularly for non-agricultural work access to
personal transport – for instance bicycles for trips up to 10km and motorized transport
services for longer trips.
As the level of agricultural marketing and cash economy grows there will be increasing
opportunities for traders, providers of services and general business. Small traders access to a
means of transport can transport goods from local centres to sell in the neighboring villages –
for example fish, bread, flour, kerosene etc. This not only provides income generation but
also improves access of villagers to a range of goods.
Economic development of a district leads to expansion of business and commerce which
requires increasing access to external sources of supplies and market outlets. Economic
development not only generates the increase in external transport but is also dependent on
effective levels of external access to sustain growth.
25
2.6.3 Travel and Transport for Development of Human Capital
Even at subsistence level there are substantial travel needs for education and health services
and with economic development these demands will increase and additional demands will
grow with increases in income and standard of living. These needs are essential to developing
human capital at both household and national level.
Levels of primary education are generally high and travel of young children to school is a
substantial transport component. Travel is primarily by walking, although the World Bank
recommends that transport should be used if the distance is greater than 2.5km. It would be
expected that poor access due to excessive distance, poor paths or tracks and lack of transport
might constrain attendance at school in some rural areas in Nigeria. Although other factors
such as availability of school places, government policy and cultural attitudes may also have
a bearing on the relationship it does seem likely that poor access constraints involvement in
primary education and it does seem even more likely to constrain actual attendance.
It is likely that poor access is a greater constraint on secondary school education where
enrollment levels are much lower, generally less than 30% and in several Sub Saharan
African countries less than 10% Secondary schools are limited and usually located in larger
rural centres so that access from rural areas in often poor involving long trips which are only
practical if motorized transport services are available. Although secondary school places are
limited it seems every likely that rural children are penalized relative to urban children by
constrained access to the available school (ILO, 2000).
Poor access also imposes a constraint on availability of teachers in more isolated rural areas.
Teachers prefer to be located close to rural centresor major access routes and generally resist
being located in more distant village schools.
26
Lack of access to health services, particularly in emergency situations, is probably on of the
greatest worries of isolated rural households, especially for parents of young children. Basic
health care is often available at village level through a nurse or health care workers.
However, access to a doctor is limited and to a hospital even more so. Travel to the nearest
hospital may involve trips of 50km or more, taking several hours. Transporting a sick or
injured person to hospital may involve carrying or moving the person on a motorcycle or
bicycle to the nearest motorable road and then seeking a lift from a passing vehicle.
2.6.4 Travel and Transport for other Social Purposes
Households make other trips both inside and outside the village for a range of purposes which
may be essential – Church, visits to government offices or business – or mainly social – visits
to friends, leisure and sport. These trips are likely to become more frequent as households
move more into the cash economy and are very important to improving the quality of life for
rural people (Rural transit fact book 2011).
In rural areas access needs and patterns of travel and transport are largely dependent on
subsistence needs and agricultural activities, including marketing. They therefore vary from
region to region depending on topography, types of agricultural activity and practices and
local culture and tradition. However, it is possible to identify some general trends in access
needs.
According to Tracy White (2005), travel and transport are the means by which people gain
access to the facilities and services they need for everyday life. Travel and transport are
therefore a means to an end, the real need is accessibility. Rural households need access to an
increasing range of facilities and services as they develop economically and socially and
without this access, development will be restricted.
27
Travel and transport involve time, effort and cost. These are the measures of the level of
access to facilities and if they are too high they constrain opportunities and potential for
development. The aims of accessibility planning should therefore be to minimize the need for
travel and transport and to make that which is essential as efficient and cost-effective as
possible (ILO 2001).
28
CHAPTER THREE
RESEARCH METHODOLOGY
3.1 Introduction
Chapter one and two of this study had been devoted to establish a background and basic
framework for this research project. This chapter is concerned with the steps, procedures and
strategies for gathering information about this research problem which is of one source,
primary source.
3.2 Research Design
This study is an explanatory and casual research on Assessing Transportation needs and
Demand in Rural Areas using AyedireLocal Government of Osun State as a case study. The
research was carried out in three (3) villages namely Kuta, Oluponna and Ile-Ogboin Ayedire
Local Government of Osun State. Various respondents were chosen from these three (3)
different villages of Ayedire Local Government.
Consequently, to get the sectional opinion of different respondents, questionnaire was
designed for the different opinion of the respondents. The questionnaire was necessary to
collection information on the social economics characteristics and travel pattern of the
respondents, their transportation needs as well as transportation challenges facing the rural
dwellers.
3.3 Research Population
The population of the study is made up of the farmers, the traders and the villagers in the
three (3) rural areas selected. For the purpose of this study, three (3) rural areas in Ayedire
Local Government of Osun State were selected with the population of 75,846 at the 2006
29
National Population Census. Questionnaires were administered to the three (3) areas namely
Kuta, Ile Ogbo and Oluponna.
3.4 Sampling Frame
Basically, a sampling frame is a complete list of all the members of the population that
researchers wish to study. It is also the actual list of sampling units from which the sample or
some stage of the sample is selected. It is simply a list of the study population. Ayedire Local
Government is made up of three (3) rural areas with the population of 75,846 (NPC 2006)
3.5 Sample Size
The range of the study covers one local government in the state; Ayedire Local Government
which consists of three rural areas namely Ile – Ogbo, Kuta and Oluponna.Ayedire is a local
government area in Osun State, Nigeria. Its headquarters are in the town of Ile Ogbo. It has
an area of 262 km2 and a population of 75,846 at the 2006 national census.
Data collection instrument used included questionnaires and direct observation. The target
population is 75,846 (NPC 2006), projecting this population to the year 2015 the growth
rateof Osun State is used which is 2.83.
P2 = P1 (1+r) n
Where:
P2 = the projecting population
P1 = the Initial Population (NPC 2006)
r = the growth rate of Osun State
n = the interval between the projecting year (2015) and the initial year (2006)
30
P2 = 75,846 (1 + 2.83)9
= 75,846 (1 + 2.83/100)9
= 75,846 (1 + 0.0283)9
= 75,846 (1.0283)9
=75,846 (1.28551)
P2 = 97,501 (Projected population for 2015)
By using Yemane is as follows
n = N/1 + N(e)2
Where n = the desired sample size
N = size of the population (95,501)
e = this is the limit of error tolerance which we assumed 0.08
n = 95,501 / 1 + 95,501 (0.08)2
= 95,501 / 1 + 95,501(0.0064)
= 95,501 / 612
= 156 (sample size)
3.6 Sampling Technique
This study is interested in the accurate assessment of the transportation needs and demand in
rural areas of Ayedire Local Government of Osun state.
The simple random sampling method was adopted for this study. In doing this, the
questionnaires were distributed to the rural areas in Ayedire Local Government. The sample
31
size for the study is 150 questionnaires for the Ayedire Local Government which was
distributed evenly to the three (3) rural areas of the Local government.
The sampling method adopted allowed the population segment to be selected for the study
and this represents the entire population.
3.7 Data Collection Instrument
This study assesses the transportation needs and demand in rural areas of Osun State using
Ayedire Local Government as case study. Questionnaires were administered to the
respondents to get the necessary information to answer the research questions; this was in
order to ascertain the opinion of respondent on the subject matter. The questionnaires were
considered most appropriate because of its confidentiality and could guarantee 85% result
from the field. The questionnaires was designed and administered to the respondents by the
researcher to get primary data of information. 150 questionnaires were administered to
Ayedire local Government of Osun State and 123 out of 150 was collected.
The Second method applied in this research is direct observation, is a method of data
collection that gave me chance and the opportunity to see exact things on the field as regards
the transportation challenges facing rural dwellers of the study areas.
3.8 Procedures for Data Collection
The questionnaire were administered on the basis of 50 copies to each rural community
selected, this number was selected to ensure a reliable generalization. Respondents were
asked to rate each proposition as it applies to the situation in their community with respect to
the road condition. Information was gathered on the effect of the road transportation on their
daily activities, their socio-economic characteristics and their travel pattern. Two research
assistants were employed in the cause of data collection.

32
3.9 Method of Data Analysis
Descriptive statistics was the major analytical tool employed for the study. Descriptive
statistics such as frequency distribution, percentages, mean and mode was used to analyze
socio-economic characteristics as well as the travel pattern of the rural household as well as
to examine the extent of transportation challenges in the study area.
More so, data evaluation, interpretation and presentation were done through SPSS and
Microsoft Excel, frequency and percentiles analysis were adopted while bar chart and pie
chart were used as the data presentation technique.
33
CHAPTER FOUR
DATA ANALYSIS AND PRESENTATION
4.1 Introduction
It is pertinent to note that transportation needs and demand in rural area cannot be compare to
that of urban area. Government of Nigeria has so far paid less attention to the provision of
adequate transport infrastructure in the rural areas as a means of enhancing rural travel and
development. Ayedire Local Government is not economically viable because of the present
financial situation in Osun state, which relies entirely on federal allocation to carry out its
responsibilities and to take charge of the responsibility of the construction and maintenance
of existing roads in the area. The poor state of roads in the study area is a constraint affecting
the social economic characteristics and travel pattern of the rural dwellers. Aside from the
roads connecting the villages to the urban areas, other roads are not motorable. The present
situation of roads in the study area has resulted in the usage of commercial motorcycles for
the movement of goods and services.
4.2 Socio-Economic and Demographic Survey
4.2.1 Sex of Respondent

Table 1 indicates that most of the respondents in the study area are male which gave 64.2%
and female 35.8%. This signifies that the population of male is more than that of female in
Ayedire Local Government (figure 3)
Table 1: Sex of respondent

Frequency Percent
Male 79 64.2
Female 44 35.8
Total 123 100.0
Source: Author‟s Field survey 2015
34
36%
Male
64%
Female
Figure 3: Sex of Respondent
4.2.2 Age of respondent
The details in Table 2 and figure 4 indicate that 36.1% is between age 16-30 years, 62.2%
respondents in the Ayedire Local Government are between the 31-35years, between the age
of 46-60 years is 1.7%. Their opinions were most likely to lead to reliable findings.
Table 2: Age of respondent
Frequency Percentage
16-30yrs 43 36.1%
31-45yrs 74 62.2%
46-60yrs 2 1.7%
Total 119 100%

Source: Author‟s Field Survey 2015
2%
36%
16-30yrs
31-45yrs
62%
46-60yrs
Figure 4: Age of Respondent
35
4.2.3 Marital Status

Table 3 shows that larger percentage of the respondent in the study is married (figure 5). In
surveying the study are (Ayedire Local Government), 78% of the respondent are married,
19.5% single and only 2.4% which is just three respondents are divorced.
Table 3: Marital Status

Single 24 19.5%
Married 96 78.0%
Divorced 3 2.4%
Total 123 100%

2%
20%
Single
Married
Divorced
78%
Figure 5: Marital Status
36
4.2.4 Occupation
Table 4 shows that larger percentage of the respondents in the study area are Trader. 22.8%
engaged in farming, 32,5% Trading, 17.9% crafting, 9.8% civil servant, 5.7% Schooling,
8.7% Teaching, 0.8% unemployed and 1.6% engaged in other occupations such Security.
Table 4: Occupation
Farming 28 22.8%
Trading 40 32.5%
Crafting 22 17.9%
Civil Servant 12 9.8%
Schooling 7 5.7%
Teaching 11 8.9%
Unemployed 1 .8%
Others Specify 2 1.6%
Total 123 100.0%

4.2.5 Educational Background
Table 5 and figure 6 show that about 1.6% of the respondent has no formal education, 10.6%
having primary education, 64.2% secondary education, 12.2% having post secondary
education as their qualification with about 7.3% possessing first degrees, others (NCE) 4.1% .
However, the overall implication is that majority of the respondents are literate and are
qualified and reliability of their opinions was therefore not in doubt.
Table 5: Educational Background
No Formal Education 2 1.6%
Primary 13 10.6%
Secondary 79 64.2%
Post Secondary 15 12.2%
First Degree 9 7.3%
Others Specify 5 4.1%
Total 123 100%

37
4% 2%
7% 11% No Formal Education
12%
Primary
Secondary
Post Secondary
64%
First Degree
Others Specify
Figure 6: Educational background
4.2.6 Estimated Income

Furthermore, the income of the respondents which could be used as inference on the residents
of Ayedire Local Government is clearly demonstrated in the table (Table 6) and figure 7
below. People that earn within the range 4,500-8,500 represent 18.9%, followed by earners
that earn within the range of 9,500-15,500 representing 51.4%, 20,000-45,000 representing
25.2%, while respondent above 50,000 is represented by 4.5% in the table below. The
implication is that the large percentage of people earn below 20,000 per month, which greatly
influence their travel pattern and transport needs. Respondents in study area with lower
income make use of transport primarily to meet their daily subsistence needs such as water,
food and fuel for cooking.
Table 6: Estimated incomes
#4500-8500 21 18.9%
#9500-15500 57 51.4%
#20000-45000 28 25.2%
#50 and above 5 4.5%
Total 123 100%

38
60
50
40
30 Series1
20
10
0
#4500-8500 #9500-15500 #20000-45000 #50 and above
Figure 7: Estimated Income
4.3 Travel Pattern of the Respondent
4.3.1 Trip made last

Table 7 indicates the trip made last the respondent in Ayedire local government, trip to farm
constitutes 37.4%, trip to nearby town constitutes 17.1%, trip within town constitutes 16.3%,
trip to school constitutes 11.4%, to market constitutes 9.8%, while trip to urban centre
constitutes 8.1% (figure 8). This implies that majority of the respondents engage in farming
activities regardless of their occupation (Section 4.2.4) and their transport needs will be based
on adequate accessible road linking the farm to their houses or market.
Table 7: Trip Made last
To farm 46 37.4%
To nearby town 21 17.1%
Within the town 20 16.3%
To School 14 11.4%
To Market 12 9.8%
To Urban Centre 10 8.1%
Total 123 100%

39
To Urban Centre
To Market
To School
Series1
Within the town
To nearby town
To farm
0 10 20 30 40
Figure 8: Trip made last
4.3.2 Purpose of the trip
Table 8 indicates that majority of the respondents made trip purposely because of working in
the farm which constitutes 39.8%, social function constitutes 12.2%, religious purpose
constitutes 17.9% and it also reveals that 34% of the respondents made trip because of
education 11.4% and working purpose 18.7%.
Table 8: Purpose of trip
To work in farm 49 39.8%
Social functions 15 12.2%
Religious purpose 22 17.9%
Educational purpose 14 11.4%
Working purpose 23 18.7%
Total 123 100%

40
4.3.3 Frequency of trip

Trip in this context is regarded as the movement from origin to destination. The respondents
most frequent trip ranges from farm trips, social trips, within the town (religion), market trips
and work trips. Data gathered shows that farm trip has the highest percentage of trip in the
area surveyed (see figure 8). Table 9 and figure 9 shows the frequency of trip, respondents
that make daily trip has 50.4%, weekly 27.6%, twice in a week 11.4%, monthly 3.3%,
occasionally 7.3%. This implies that majority of the people in the area engage in farming
activities in one way or the other, the condition of road in the area has a significant effect on
their farming activities. Considering the perishable nature of farm produce, most people in
the rural areas find it difficult to transport their produce from farm to their houses for
consumption or market where they have better patronage to boost their economic ability.
Efficient and effective road facility will enhance the transportation of these produce to urban
area where they are processed, distributed locally and exported for the growth of the nation‟s
economy.
Table 9: Frequency of trip
Daily 62 50.4%
Weekly 34 27.6%
Twice in a Week 14 11.4%
Monthly 4 3.3%
Occasionally 9 7.3%
Total 123 100%

41
Occasionally
Monthly
Twice in a Week Series1
Weekly
Daily
0 10 20 30 40 50 60
Figure 9: Frequency of trip
4.3.4 Frequency of trip to urban centre
Urban centres serve as centre of attraction for rural dwellers, adequate rural transport
facilitates propel interaction between rural and urban dwellers in the process of exchanging
goods and services. Frequency of trip to urban centre influences the rate of social and
economic development of rural areas. Table 10 shows a low level of interaction between the
rural areas and neighbouring urban centres through the assessment of their trip frequency to
urban centres. Figure 10 reveals that rural dwellers occasionally make trip to urban centre.
This is as a result of transportation problem which ranges from high cost of transportation to
bad road condition, most especially in raining season (appendix I plate 4). There is a need for
adequate rural transportation to plays a strategic role in linking rural communities to markets
and also to fulfil a vital role in transporting goods locally and maintaining social ties.
Table 10: frequency of trip to urban centre

Daily 17 13.8%
Weekly 20 16.3%
Twice in a week 14 11.4%
Fortnightly 1 .8%
Monthly 26 21.1%
Occasionally 45 36.6%
Total 123 100%
42
Occasionally
Monthly
Forthnightly
Series1
Twice in a week
Weekly
Daily
0 10 20 30 40
Figure 10: Frequency of trip to urban centre
4.3.5 Factors affecting travel
There are effectively no tar roads in most of the regions in the study area. From the author‟s
observation the condition of road in this area is very bad (plate 1). As shown in table 11 and
figure 11 below, about 59% of the respondents consider road condition as a serious problem
affecting their travel. On the other hand, about 15% respondents see shortage of vehicle as
the factor affecting their travel, while 13% and 13.8% respondents picked cost of
transportation and long distance respectively. These serve as constraint to vehicular
movement in the study area.Thus, motorcycles continue to play important role in rural
transportation.
Table 11: factor affecting travel
Road Condition 72 58.5%
Long Distance 17 13.8%
Cost of Transportation 16 13.0%
Shortage of vehicle 18 14.6%
Total 123 100%

43
15%
13% Road Condition

Long Distance
58%
14% Cost of Transportation
Shortage of vehicle
Figure 11: Factor Affecting Travel
4.3.6 Cost of trip
High cost of transport seems to be a general problem in rural areas of Ayedire local
government as 35% of the respondents make the trip of more than #100 to their destination
(figure 12). As indicated in Table 12 high cost of transport is regarded as a very important
problem in all the sampled area. For instance, this is considered a very serious problem by not
less than about 35% of the respondents in the sampled area. Considering the number of low
income earners of the most rural residents (check session 4.2.6), high transport charges likely
constitutes an important obstacle to adequate access to social and marketing facilities in the
area. Therefore, while mobility and physical distance are very important, high transport
charges at times constitute the greatest obstacle to access to basic facilities in rural areas.
High transport cost greatly influences their transport demand and may also make farm
products from an area uncompetitive in the market thereby, discouraging higher production.
44
Table 12: Cost of trip
#20-#30 6 4.9%
#35-#50 16 13.0%
#55-#80 16 13.0%
#85-#100 42 34.1%
Above #100 43 35.0%
Total 123 100%

Above #100
#85-#100
#55-#80 Series1
#35-#50
#20-#30
0 10 20 30 40
Figure 12: Cost of trip
4.3.7 Trip distance

The table below shows the distance of the trip to urban centre from the respondent‟s
respective origin. 0-5km has 14.6%, 6km-10km has 56.9km, 11km-15km has 14.2% while
16km and above has 12.5km. The implication of this is that few respondents are living close
to urban centre, while large proportion of rural residents lives far from urban centre. There is
a need for adequate transport system such as road infrastructure linking the urban centre to
rural areas as well as accessible road network connecting each rural area together for better
flow of communication between the communities.
45
Table 13: Trip distance
0-5km 18 15.0%
6km-10km 70 58.3%
11km-15km 17 14.2%
16km and above 15 12.5%
Total 123 100%

4.3.8 Journey Time
Travel time is not necessary proportional to distance as the poor condition of roads in rural
area constitutes to increase journey time, likewise the poor state of the vehicle plying the
rural roads also has major contribution. Table 14 below shows that high proportion of
respondents spent within 20-45mins on the road while making trip to urban centre. This
implies that increased travel time is a major transportation challenges facing rural dwellers.
Table 14: Journey time
Less than 20mins 24 20.0%
20-45mins 39 32.5%
46-60mins 18 15.0%
62-90mins 15 12.5%
Above 90mins 24 20.0%
Total 123 100.0%

4.3.9 Means of Transport

The table 15 below shows the existing means of transport usually use by the respondents in
the study area which include bicycle which accounted for 7.3%, Motorcycle accounted for
38.2%, Bus accounted for 15.4%, Personal vehicle accounted for 11.4%, Commercial vehicle
accounted for 26.8% while trekking accounted for 0.8%.
46
The implication is that most of the respondents in the study area use motorcycle and
commercial vehicle as a means of transport (Figure 13). They regarded the two as the most
convenience means of transport due to poor state of the road.
Table 15: Means of transport
Bicycle 9 7.3%
Motorcycle 47 38.2%
Bus 19 15.4%
Personal Vehicle 14 11.4%
Commercial vehicle 33 26.8%
Trekking 1 .8%
Total 123 100%

1%
7%
27% Bicycle
Motorcycle
38%
Bus
11%
Personal Vehicle
16% Commercial vehicle
Trekking
Figure 13: Means of Transport
47
4.4 Transport System and Performance
4.4.1 Road infrastructure

Respondents in the study area accessed the conditions of road infrastructure in the study area.
From the Table below, the percentage of respondents rated the road infrastructure Good is
17.1%, Very good is 1.6%, Average is 30.1%, Poor is 33.3%, and very poor is 17.9%. This
indicates that the study area lacks good road infrastructure which hinders the socio-economic
activities of rural dwellers. The standards of the road are relatively poor (figure 15)
Table 16: Road infrastructure
Good 21 17.1%
Very good 2 1.6%
Average 37 30.1%
Poor 41 33.3%
Very poor 22 17.9%
Total 123 100%

18% 17%
2%
Good
Very good
Average
33% 30%
Poor
Very poor
Figure 14: Road Infrastructure
48
4.4.2 Accessible road network

Table 17 below shows the response of the respondent concerning the availability of
accessible road in the study area. Percentage of Yes (91%) is far greater than the percentage
of No (8.9%). Also Plate 1shows the observation of the Author at the study area the condition
of the road network linking the farm to the village centre. This implies that there are
accessible road network in the study area but from the author‟s observation the road are too
bad and not motorable (plate I)
Table 17: Accessible road network
Yes 112 91.1%
No 11 8.9%
Total 123 100%

4.4.3 Condition of road network

Table 18 below shows the respondent‟s opinion on the condition of road network, the
implication of this; those roads with average condition are state road entering the rural (trunk
B) areas. Check (Appendix I: Plate 3).
Table 18: Condition of road network
Good 3 2.7
Very Good 4 3.6
Average 39 34.8
Poor 51 45.5
Very poor 15 13.4
Total 112 100.00

49
Good Very Good

3% 4%
Very poor
13%
Average
35%
Poor
46%
Figure 15: Condition of road network
Plate 1: Condition of road linking the farm
4.4.4 Factor responsible for the current state of the road

Table 19 below shows that larger percentage of the respondents (46.3%) is of the opinion that
poor maintenance is the factor responsible for the current state of the road in the study area,
while lack of maintenance has 24%, Erosion 37%, Substandard material used has 5%. The
implication of this is that one of the transportation challenges facing rural dwellers is lack of
maintenance of the transport facilities by the agency concerned (community, local, state, and
50
federal). Most of the rural roads have been abandoned for a long time and the study reveals
that rural roads majorly contribute to level of poverty in the area.
Table 19: factor responsible for the current state of the road
Lack of maintenance 24 19.5%
Poor maintenance 57 46.3%
Erosion 37 30.1%
Substandard material used 5 4.1%
Total 123 100%

4.4.5 Agents responsible for road maintenance
From the findings the table below shows that local government is responsible for most of the
rural roads 49%, while state government has 35% and community has 15% as also
represented in figure 17. This implies that Local Government is widely acknowledged as a
vital instrument for rural transformation and for the delivery of social services to the people
but the transportation challenges facing rural dwellers is the insensitiveness and lack of
political will of the local authority in providing adequate mobility in terms of good access
road to the rural residents to improve their socio-economic live and increase their
productivity.
Table 20: Agents responsible for road maintenance
Local Government 61 49.6%
State Government 43 35.0%
Community 19 15.4%
Total 123 100%

51
4.4.6 Solutions to the challenges facing transportation

Table 21 below shows the solutions to the challenges facing transportation in the study area
(Ayedire local government) suggested by various respondents in the selected areas. 52.2%
respondent suggested construction of good roads for the community by the government,
while 11.9% suggested provision of good drainage system to control erosion as well as
availability of capital and loan for road maintenance. Other suggestions are showing in the
table below.
Table 21: Solutions to the challenges facing transportation

Frequency Percent
Government should construct Good roads for the

35 52.2
community
Drainage System to control Erosion 8 11.9
Standard material should be used to construct the

7 10.4
road
Capital and loan should be available to maintain the

8 11.9
existing road
Dualization of the road entering the community 2 3.0
Introduction of public Transport 3 4.5
Encourage the use of traffic signs and signals 2 3.0
Road construction work should be given to

2 3.0
responsible people
Total 67 100.0
Missing System 56
Total 123 100.0

Source: Author‟s field survey 2015
52
CHAPTER FIVE
SUMMARY, RECOMMENDATION AND CONCLUSION
5.1 Summary of Findings
This study assessed the transportation needs and demand in rural area, a case study of
Ayedire local government. This was done by examined the socio-economic characteristics of
the residents vis-à-vis their travel pattern and transport needs. Also the study examined the
challenges facing rural transportation as well as solutions to the challenges.
Great emphasis was laid on the rural road development. More or less, everybody uses road in
one way or the other. A well developed road network is vital for the growth of the economy.
Roads are very nearer to the people because of their inherent advantages such as door to door
service, flexibility, reliability and timely deliveries. Transportation constitutes one of the
most important modes of communication and roads are the only major means of the
communication which can remove the rural and reach villages in the country.
The enormity of transport burden undertaken by the rural communities to meet their basic
needs and the degree of its inhibiting their social and economic developments cannot be
underestimated. Poor access results not only in isolation but also a constraint to productive
activities.
The basic subsistence needs in rural areas are water, food and fuel for cooking. Access to
these basic commodities and transport of adequate quantities for subsistence priority for most
rural households. Transport needs will depend very much on demography and local
vegetation. For instance, in more densely populated areas access to firewood is usually poor,
involving collection at considerable distance from the homestead.In order to take advantage
of work opportunities and human development as well as social functions, rural people need
53
access on paths, tracks or roads throughout the year and particularly for non-agricultural work
access to personal transport – for instance bicycles for trips up to 10km and motorized
transport services for longer trips.
Transport is seen as a facilitator of development. Access intervention by the local government
areas in the form of loan for rural communities will not only diminish the socio-economic
isolation of the rural population, it will also contribute to the reduction of their poverty.
There is a need to improve the quantity and quality of rural transport services. Good
infrastructure is a crucial long-term issue but that the immediate concern is to find a way of
providing predictable, dependable and affordable transport services now. It has been
demonstrated in numerous ways that the transport market can grow in response to better
services (frequency, reliability and quality) and/or lower prices. In rural areas there is need to
start the processes (prime the pump) to start the virtuous circle of more transport supply
leading to more transport demand and to greater economic (and social) activity. Where there
is a low density of transport demand, there is a need to consolidate that demand. In the rural
areas, this is seldom (if ever) done on a systematic and participatory basis.
Lack of affordable transport is a huge problem for rural schools. Most schools do not have
their own vehicles for transporting teachers, pupils or supplies, and rural school bus services
are rare or inexistent. Primary schools are generally situated in villages so that access for
pupils is mainly a constraint for families living in outlying villages and homesteads.
However, transport problems seriously affect the running of rural primary schools. Education
authorities experience problems in recruiting teachers. Teachers have great problems
reaching the schools, receiving their salaries and obtaining educational inputs.
In rural areas, emergency ambulance services are rare or nonexistent. People travel for health
care in whatever transport is available including buses, rural taxis, private cars, bicycles,
54
motorcycles and local stretchers. Clinics seldom have suitable transport for hospital referrals
and referred patients may have to travel by public transport. Lack of suitable transport
increases medical problems and mortality, particularly for children and pregnant women.
The study indicates that there is a significant relationship between the development of road
accessibility and socio-economic activity. The problems highlighted in the area include poor
road conditions that have hindered a lot of development process. From my observation I
discover thatthere is a lot of poor road-network connectivity (Appendix I: Plate 2)that hinders
transportation and communication flow from one point to another. This situation has resulted
in increased distances from market, farm and the diffusion of innovation in the area. Another
major problems identified is high transport cost. This is due to the poor state of the roads,
which has given rise to motorcyclists as a major means of transport in the area. Vehicles do
not want to ply the roads because of the bad condition of the roads, since this can easily result
in the wear and tear of the vehicles, giving rise to high maintenance cost.
The local government in collaboration with the state ministry of works and transport should
identify and improve the important secondary routes so as to increase mobility and the pace
of socio-economic activity.
5.2 Recommendation
1. The level of development in the area is very low and this is as a result of the poor road
condition among other contributing factors. To improve the level of development in
the area, there is need for adequate provision of rural transportation and other
infrastructural facilities. The need to empower the grassroots government is of
paramount importance owing to the fact that the construction and rehabilitation of
most rural roads fall within the jurisdiction of the local government.
55
2. Maintenance culture is one of the major factors lacking in the study area. To ensure
that existing roads are kept in good condition, there is need to set up maintenance
units at local government level who would be responsible for rural road maintenance.
Such maintenance should cover clearing of bush edges, provision of adequate
drainage system and the maintenance of bridges and culverts to prevent blockage of
such bridges and culverts among others.
3. Public-private partnership program is another means of ensuring sustainable rural
development. Considering Nigeria population and size, it is impossible for the
government to meet substantial parts of the needs of every community. To be able to
do this and more effectively, there is need to encourage public participation in
provision of basic facilities through various community self-help development
programs. Similarly, Citizens‟ empowerment towards the development of their
community to reduce the level of dependence on government was also recommended.
4. Various government policies on rural development in the past has died with the
government that initiated it, there is need for successive government to uphold
policies formulated by their predecessors to ensure that the aim is achieved rather than
formulating new policies without achieving its aim.
5. The level of provision of public facilities in the area is low. Besides, there is an
overconcentration of public facilities in the urban centre while the predominantly
rural parts of the local government are neglected. In order to ensure an enviable and
sustained rural development in the area, there is the need to increase the level of
provision of road network facilities. All over the world, poverty reduction in the rural
areas is tied to rural transport and it remains the central goal of global development
efforts (Olukotun 2007). A well maintained transport route promotes socio-economic
and infrastructural development. Furthermore, roads should be constructed to link up
56
the numerous villages to each other and to their various district and local government
headquarters. To improve the provision of public facilities in the study area, there is
the need to take an inventory of existing public facilities in the local government from
time to time. This will enable the policy makers and planners identify areas within the
local government that need more attention in terms of improvement in the provision
of public facilities
6. Almost all the LGA‟s have their mass transit schemes in place. All these vehicles
engage in inter and intra state movements. The unfortunate thing however is that most
of the vehicles bought and owned by the local government areas are of little benefit to
the rural dwellers. This is because most of the vehicles move from the local
government headquarters to the State headquarters leaving the rural people unattended
to. The tragedy of the whole transport system so provided by the LGA‟s is that most
of the vehicles do not operate within the rural communities. The vehicles are brought
from the local government allocations and no individual can claim ownership. This
therefore put the drivers in the best position to be unfaithful. Most of them make do
with half or quarter full of passengers in order to pick the remaining passengers along
the way (and the money of course goes to the drivers). They should set aside a given
sum of money as vehicle loan to individuals and groups in each community in their
areas from their monthly allocation from the government. This will ensure that at least
each community will have a vehicle to meet their transport needs for the movement of
people and the evacuation of goods. The loan can also be given to cooperative groups
or community development Associations in the various LGA‟s.
7. Rural road programmes should be integrated with Rural Development Programme.
57
5.3 Conclusion
In conclusion, the study reveals that transportation will truly act as an engine of economic
change in Ayedire local government. It served as a lifeline of the economy. It transformed the
hitherto simple traditional economic setting into something resembling a complex modern
economy. Although, it facilitated the exploitation of the wealth of the region, it equally
created opportunities for indigenous participation in the colonial economy. As shows, road
transportation impacted positively on the economy of Ayedire Local government in many
ways.
Transport plays a significant role in the structure of food production and marketing and that
easy transport to market and farm can make all the difference in the level of rural incomes.
From the analysis, it could be deduced that an improved transportation will encourage
farmers to work harder in the rural areas for increased production, add value to their
produces, and reduce spoilage and wastage, empower the farmers as well as having positive
impact on the productivity, income, employment level and reduce poverty level in the rural
areas. Transport is also as a facilitating factor in the mobilization of the farmers and other
allied workers in the overall national development of the nations.
The survey findings suggest that rural mobility patterns cover a very broad spectrum of local
conditions. The improvement of rural roads and the expansion of the rural network are
inextricably linked to overall development process experienced in rural areas. The relative
rise in economic prosperity in urban areas has translated into travel expansion and contraction
respectively. Mobility enhancement is evident with road improvement in both cases, but its
effect appears to be more pronounced in areas of economic buoyancy. In countries, where the
rural road improvement offers some mobility enhancement especially for wealthier
households in the village setting who have better access to motorized vehicles, but in the
58
main, the roads seem to be most beneficial for accessibility enhancement, as social and
productive services are sited in the villages with better road connections. These different
developmental processes connected with rural road expansion and improvement needs to be
taken into account in policy makers‟ decision-making regarding national road investment
between trunk and rural feeder roads. The government should put the rural roads in
consideration for planning of roads construction and when they want renovate existing roads,
they should not only consider the urban but also consider the rural roads as this will bring
about economic development.
59
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ASSESSING TRANSPORTATION NEEDS AND DEMAND IN RURAL

BACHELOR OF TECHNOLOGY (B.TECH) IN

AYOMIDE ALABI AKINPELU

FEDERAL UNIVERSITY OF TECHNOLOGY, AKURE

well as providing new routes where there is none.

1.1 Background of the study……………………………………………………………..1

1.2 Statement of the problem…………………………………………………………….4

1.3 Justification of study………………………………………………………………...6

1.4 Research question……………………………………………………………………6

1.5 Aim & Objectives……………………………………………………………………6

1.6 Limitation of the study………………………………………………………………6

1.7 Scope of the study…………………………………………………………………...7

2.0 LITERATURE REVIEW…………………………………………………………...9

2.2 Conceptual Issues & Literature Review…………………………………………….9

2.3 Concept of rural planning towards rural development………………………….....10

2.4 Condition/state of rural areas in Nigeria…………………………………………..14

2.5 Rural transportation in Nigeria………………………………………………….....17

2.5.1 Component of rural transport system………………………………………...19

2.6.1Transport to meet daily subsistence needs……………………………………..22

3.0 RESEARCH METHODOLOGY…………………………………………………..29

3.2 Research design…………………………………………………………………….29

3.3 Research population………………………………………………………………..30

3.4 Sampling frame…………………………………………………………………….30

3.5 Sample size………………………………………………………………………...30

3.6 Sampling technique………………………………………………………………...31

3.7 Data collection instrument…………………………………………………………32

3.8 Procedures of data collection………………………………………………………32

3.9 Method of data analysis……………………………………………………………33

4.0 DATA ANALYSIS AND PRESENTATION……………………………………..34

4.2 Socio-economic and demographic survey…………………..…..………………….34

4.2.2 Age of respondent…………………………………..……………………….35

4.2.3 Marital Status………………..………………………………………………36

4.2.5 Educational background……………..……………………………………...37

4.2.6 Estimated income………………………………………………………...…38

4.3 Travel pattern of the respondent…………………………………………………...39

4.3.2 Purpose of the trip……………………..……………………………………40

4.3.3 Frequency of trip………………..…………………………………………..41

4.3.4 Frequency of trip to urban centre………………..………………………….42

4.3.5 Factors affecting travel………..…………………………………………….43

4.3.6 Cost of trip………..…………………………………………………………44

4.3.7 Trip distance…………..…………………………………………………….45

4.3.8 Journey time……………..…………………………………………………..46

4.3.9 Means of transport..…………………………………………………………46

4.4 Transport system and performance………………………………………………...48

4.4.2 Accessible road network……..……………………………………………..49

4.4.3 Condition of road network……..…………………………………………...49

4.4.4 Factor responsible for the current state of the road……..………………….50

4.4.5 Agents responsible for road maintenance…………..………………………51

4.4.6 Solutions to the challenges facing transportation……..……………………52

5.0 SUMMARY, RECOMMENDATION AND CONCLUSION…………………...53

Table 2: Age of respondent 35

Table 3: Marital Status 36

Table 5: Educational Background 37

Table 6: Estimated incomes 38

Table 7: Trip Made last 39

Table 8: Purpose of trip 40

Table 9: Frequency of trip 41

Table 10: frequency of trip to urban centre 42

Table 11: factor affecting travel 43

Table 12: Cost of trip 45