appraisal of non-motorized intra-city transport · esuabanga, w. e., osuorji, g. c., sodangi, a....

International Journal of Earth Science ISSN: 2656-6133, Volume 1, Issue 2, page 16 - 25

Zambrut

Zambrut.com. Publication date: December, 2019.

Esuabanga, W. E., Osuorji, G. C., Sodangi, A. A., & Igbokwe, I. E. 2019. Appraisal of Non-Motorized

Intra-City Transport ............

16

Appraisal of Non-Motorized

Intra-City Transport (Studied in Calabar Metropolis, Cross River State, Nigeria)

Esuabanga, William E.1; Osuorji, Gideon C.

2; Sodangi, Ahmed A.

3; Igbokwe, I. E.

4

1Esuabanga, William E.;

2Osuorji, Gideon C.;

3Sodangi, Ahmed A.;

4Igbokwe, I. E.

Research Officers, Nigerian Building and Road Research Intitute

KM 10, Idiroko Road, Ota, Ogun State, Nigeria

Abstract: Non-motorized transport (NMT) which has to do with all means of transport

that are human powered has remained one of the most neglected mode of transport in

most developing countries despite it potentials. It has been observed that motorized

transport (MT) have always enjoyed massive support at all levels of transportation

planning at the detriment of NMT. Due to this imbalances in transport planning and

implementation, our urban road have been turned into a nightmare of incessant road

accidents, environmental pollution, traffic congestions etc. This study was aimed at

appraising the non-motorized urban transport in Calabar metropolis. The following

objectives were used in guiding the study: to assess the challenges faced by NMT

commuters; to determine NMT commuters purpose of trip; to examine NMT commuters’

reason for adopting it as intra city transport; to estimate distance covered by NMT

commuters: to evaluate those condition that will influence the willingness to adopt NMT

by potential commuters in the study area. Hypothesis set for the study was: There is no

significant relationship between reasons and challenges of adopting NMT by commuters.

Data for the study were generated through questionnaire administration on a sample size

3165 at all the wards through Taro Yamane sample formular.2006 population census was

used and projected to 2019.190 NMT commuters were randomly sampled at major roads

and streets within a week duration. Data were analyzed with descriptive and inferential

statistical tools. The results showed that provision of pedestrian/bike lane; provision of

adequate street light; elimination of stigma; motorized traffic control as having the

highest willingness rating with 0.83; 0.81; 0.80 and 0.73 respectively. The result also

revealed a strong correlation coefficient(r) of 0.64 between challenges affecting NMT as

well as those reasons that influence its adoption, therefore the null hypothesis (HO) was

rejected while the alternative (H1) was upheld. The findings from the study showed that

most potential commuters have interest in embracing NMT as intra-city transport if

certain constraints are eliminated. It was recommended that department of NMT should

be established in all the Ministries and Agencies that are in charge of transportation

policy formulation and implementation.

Keywords: Non-motorized, Intra-city, Commuters, Cycling and Walking.

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1. INTRODUCTION

Non-motorized urban transport has become one of the most neglected modes of transport mostly

in developing countries. Despite its promising potentials as one of the remedy in coping with the ever

increasing challenges of traffic congestion, environmental pollution, road accidents, etc. in our urban

centers. Today the world is confronted with increasing level of urbanization which is tilted in favour of

motorized means of urban transport. Non-motorized transport (NMT) which has to do with those means

of transportation powered by human efforts need to be given due pride of place to thrive along with

motorized transport (MT) thereby bringing about a balance as well as creating room for multi-

dimensional urban transport system. This is because the yearning for a sustainable means of urban

transport can only be achieved if non-motorized transport is embraced at both policy formulation and

implementation stage of our intra-city transport system. According to Ken et al (2004), motorized

transport account for 50% of carbon monoxide and nitro-oxide emission globally. In Lagos, it is

reported that the 82% in the volume of motorized traffic generates 41% emission of the greenhouse

gases through automobile usage (Aderamo and Atomode, 2012).

There is need to pay more attention to NMT sector in terms of ensuring that numerous issues

militating against its adoption is addressed. This forms the basis of this study in ensuring that

challenges and conditions working against the willingness for its adoption are identified as this will

make room for possible elimination. While some studies have been carried out on NMT sector across

the world, none have considered it fit to look at those conditions that influence the willingness of

potential commuters to adopt NMT. A study carried out by Abraham, (2010) revealed that the

provision of the needed facilities is the major factors affecting the willingness to adopt NMT without

specific identification of these facilities. Other researchers have supported this assertion such as

Aultman-hall and Baetz, (2000), Dillard and Voros, (2007). According to Odu, (2014) in his study of

NMT in Calabar metropolis, a factor such as weather was identified as a key factor affecting cycling

and walking. The study further revealed that socioeconomic characteristics of commuters affect their

willingness to adopt NMT. This study takes a step further in ensuring that conditions which influence

the decisions of potential commuters to adopt NMT are exposed. It is with this that efforts and

strategies needed to improve on the willingness to adopt NMT by potential commuters can easily be

achieved by all the stakeholders in urban transport management.

AIM AND OBJECTIVES

The aim of this study is to appraise the non-motorized transport (NMT) sector as intra-city

transport. In order to achieve this aim, some objectives were put forward as follows:

1. To assess the challenges face by NMT commuters; 2. To determine NMT commuters purpose of trip; 3. To examine reasons for adopting NMT as intra-city transport; 4. To estimate the distance covered by NMT commuters in the study area; 5. To evaluate those conditions that will influence the willingness to adopt NMT as intra-city

transport by potential commuters

Hypothesis

The following research hypothesis was put forward for the purpose of this study:

H0: There is no significant relationship between challenges and reasons for adopting NMT by

commuters in Calabar metropolis

H1: There is significant relationship between challenges and reasons for adopting NMT by commuters

in Calabar metropolis.

STUDY AREA

Calabar metropolis lies between Lat. 4o 4’ 00’’N and 5

o 5’ 00’’N and Long. 8

o 35’ 00’’E and 8

o

50’ 00’’E. At the North-West is bordered with Odukpani Local Government Area while to the South-

East by Akpabuyo Local Government Area. It is drained in-between two rivers, the Calabar River and

the Kwa River. It is the administrative headquarters of Cross Rivers State. It occupies a total surface

area of 157.6sqkm.


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According to the 2006 national population census figure, the population of Calabar metropolis

was 371,090. With 2.5% rate of projected population, the projected population figure would be

estimated at 519,283. The reason for this increase in population apart from birthrate is as a result of

increase in rural -urban migration in search of better opportunities. The management within the urban

center is predominately serviced by road transport through private taxi, mini buses, and tricycle (Keke

Napep). Buses and taxi services are along the major roads while tricycles are mostly restricted within

minor routes and streets. The major roads are the Muritala Mohammed highway, Marian road, Ekpo

Abasi road, IBB Way, Ndidem Usang Iso road, Mary Slessor road, Mayne Avenue, MCC road,

Odukpani road, Hawkins road, Old Ikang road etc. Walking by pedestrians is commonly seen along

the major roads but cycling is quite scanty.

Fig 1: Map of study area

2. MATERIALS AND METHODS

Global Positioning System (GPS) was used in obtaining coordinates of the study area. Primary

data for the study was obtained through questionnaire administration while secondary data was

obtained from text books, journals, magazines etc. Types of primary data obtained and used for the

study were: challenges, reasons, and types of trips, distance covered and conditions that influence

willingness to adopt NMT.

The head of households or their representatives in all the localities that made up the study area

were target population. For this to be achieved, 2006 population figure was used and projected to 2019.

Taro Yamene (1967) population sampling technique was used to achieve the needed sample size of

seven hundred and eighty-two (782) for respondents in the study area based on their willingness to

adopt NMT. The sample population for NMT commuters was one hundred and ninety (190), ninety-

five (95) for cycling and ninety- five (95) for walking. This was done through the support of ten (10)

research assistants who were daily stationed along major streets/roads to administer questionnaires to

NMT commuters long the major roads and streets. Data obtained was analyzed using both descriptive

and inferential statistical tools. The descriptive statistics were percentages, tables, charts, etc.

Willingness rating by respondents was analyzed using the five (5) point likert scale and relative

importance index (RII), Tonidandel and Lebreton, (2011). Relative importance index (RII) of five

points likert scale is given as:

RII =

Where fx = weight given to each performance measured by the respondents


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∑f = total number of samples.

Pearson product moment correlation was used as an inferential statistical tool in analyzing the

relationship between reasons to adopt NMT and challenges faced by NMT users.

3. RESULT AND DISCUSSION

Table 1: Projected population from 2006 -2019 and their samples

Calabar Metropolises 2006 population

Census

2019 projected

population

Taro Yamane sample

size

Calabar municipal 183,681 254,220 339.37

Calabar south 191,515 265,063 339.39

Total 375,196 519,283 798.76

Source: Authors computation, 2019

Table 1 above shows how the population size (798) that was used for the study was obtained.

Fig.2. Chart showing 2016 and 2019 projected population size.

Table 2: Questionnaire distribution

Calabar

Metropolises

Distribution of

questionnaires

Questionnaires

not completed

but returned

Questionnaires

that was

completed

Questionnaires

not returned

Percentage (%)

of completed

questionnaires

Calabar

municipal 399 5 390 4 49.9

Calabar south 399 3 392 4 50.1

Total 798 8 782 8 100

Source: Authors field survey, 2019

Table 2 shows that 8 questionnaires were not completed but returned and 8 were not returned

bringing it to a total of 16 voided questionnaires. The total number of questionnaires valid for the study

was 782.

0

100.000

200.000

300.000

Calabar MunicipalCalabar south

2006 Pop. Census

2019 Projected Pop.


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Table 3: Challenges of adopting NMT by respondents

Challenges

Cycling Walking Total

frequency

Total

percentage

(%) Frequency

Percentage

(%) Frequency

Percentage

(%)

Insecurity 10 10.52 11 11.6 21 11.1

Cost/maintenance

of bike 10 10.52 0 0 10 5.3

Motorized traffic 15 15.8 10 10.5 25 13.2

Stigma 15 15.8 23 24.2 38 20.0

Weather 11 11.58 10 10.5 21 11.1

Lack of

pedestrian and

bike lane

30 31.58 24 25.3 54 28.4

Terrain 2 2.11 3 3.2 5 2.6

Others 2 2.11 14 14.7 16 8.4

Total 95 100 95 100 190 100


Fig. 3: chart showing the leading challenges faced by NMT users

Table 3 above shows that lack of pedestrian/ bike lane was one of the leading challenges with

28.4%, followed by stigma (20.0%). This is evidence in the neglect of road infrastructure needed to

support NMT as well as the prestige attached to motorized ownership at the detriment of NMT. Other

major challenges were motorized traffic (13.2%), insecurity and weather (11.1% each).

0

5

10

15

20

25

30

Cycling

Walking


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Table 4: Commuters purpose of trip

Purpose of trip Cycling Walking Total

frequency

Total

percentage

(%)

Frequency Percentage

(%) Frequency

Percentage

(%)

Commuting to

and from work 5 5.3 10 10.5 15 7.9

Business 5 5.3 5 5.3 10 5.3

Social/visitation 10 10.5 10 10.5 20 10.5

Education 10 10.5 5 5.3 15 7.9

Leisure/get

around 20 21.1 20 21.1 40 21.1

Shopping 15 15.8 20 21.1 35 18.4

Exercise 25 26.3 15 15.8 40 21.1

Others 5 5.3 10 10.5 15 7.9

Total 95 100

95 100 190 100


Table 4 above shows the purpose of trip by NMT commuters. This shows that the leading reasons

for trip are both leisure/exercise and get around with 21.1% each. This reveals a strong indication for

NMT to be used for leisure /exercise and short distances within the city than motorized means of

transport thereby reducing road congestion in cities. Other purposes of trips were shopping and

social/visitation with 18.4% and 10.5% respectively.

Fig. 4 Trip by NMT Commuters


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Table 5: Commuters reasons for using NMT

Reasons

Cycling

Freq.

Cycling

%

Walking

Freq.

Walking

%

Total

Frequency

Total Percentage

(%)

High cost MT

transport 18 18.9 20 21.1 38 20.0

Flexibility 7 7.4 7 7.4 14 7.4

Reliability 10 10.5 8 8.4 18 9.5

Health/Exercise 20 21.1 25 26.3 45 23.7

Environmental

friendly 5 5.3 10 10.5 15 7.9

Traffic congestion 10 10.5 5 5.3 15 7.9

Leisure 15 15.8 10 10.5 25 13.2

Others 10 10.5 10 10.5 20 10.5

Total 95 100 95 100 190 100


Table 5 above shows reasons for using NMT in the study area. The findings shows that

health/exercise was leading with 23.7% as well as high cost of motorize transport with 20.0%.Other

strong reasons were leisure and reliability with 13.2% and 9.5% respectively. This agrees with the fact

that NMT has the capacity to improve health and alleviate poverty through transport cost reduction.

Fig 5: chart showing commuters reasons for using NMT

Table 6: Distance covered by NMT commuters (in kilometers)

Distance

covered

(km)

Cycling Walking Total

frequency

Total

percentage

(%) Frequency

Percentage

(%) Frequency

Percentage

(%)

˂ 5 25 26.5 25 26.3 50 26.3

5 – 10 51 53.7 40 42.1 91 47.9

11 – 15 10 10.5 20 21.1 30 15.8

˃ 16 9 9.5 10 10.5 19 10.0

Total 95 100 95 100 190 100


Table 6 above shows that 5 – 10kms was majorly covered by NMT users with 47.2%. This

reveals the effectiveness of NMT usage in short distance intra-city transport if well developed. This

was followed by ˂ 5 km (26.3%), 11 – 15 km (15.8%) and ˃ 16 km (10.0%).


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Fig. 6: chart showing distance covered by NMT users

Table 7: Conditions that influence willingness to adopt NMT using Relative Importance Index

(RII)

Conditions

Decisions

Strongly

agree(5)

Agree

(4)

Undecide

d (3)

Disagree

(2)

Strongly

disagree(1) ∑f ∑fx Mean

RII value

∑fx/5(∑f)

Provision

of

pedestrian/

bike lane

5 (481) 4(209) 3 (57) 2 (31) 1 (4) 782 3478 4.44 0.88

Stigma

elimination 5 (370) 4(270) 3 (65) 2( 41) 1 (36) 782 3478 4.15 0.82

Provision

of security 5 (307) 4(201) 3 (132) 2 (91) 1 (51) 782 3478 3.79 0.7

Motorized

traffic

control

5 (480) 4(204) 3 (60) 2 (31) 1 (7) 782 3478 4.40 0.88

Provision

of street

light

5 (221) 4(158) 3 (213) 2 (137) 1 (53) 782 3478 3.45 0.69

Subsidized

gear bike 5 (139) 4(101) 3 (311) 2 (201) 1 (30) 782 3478 3.15 0.63

Others 5 (99) 4(120) 3 (212) 2 (270) 1 (81) 782 3478 2.85 0.57

Source: Authors data analysis, 2019

Table 7, above shows the rating of those conditions that influence the willingness of respondents

to adopt NMT as intra-city means of transport in the study area. Provision of pedestrian/bike lane and

motorized traffic control were the leading conditions that most respondents agreed will influence their

decisions. This shows that when adequate pedestrian walk way and bike lane are built within our city

centres the tendency to adopt NMT will be high. Another conditions put forward by respondents was

elimination of stigma. This revealed the need to sensitize and create more awareness on the citizens to

stop perceiving NMT usage as a sign of poverty. Other conditions were provision of security, street

lights and subsidized gear bikes with 0.7, 0.69 and 0.63 respectively. This goes on to prove that dealing

with some of the key conditions that will influence willingness of respondents to adopt NMT for intra-

city transport is vital in achieving lesser traffic congestions in our cities as well as making our roads

safer.


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Table 8: showing relationship between challenges and reasons in adopting NMT with Pearson

product moment correlation

Challenges (X) Reasons (Y) X – x Y – y (X – x)(Y –

y)

(X – x)2

(Y – y)2

21 38 -2.8 14.2 39.8 7.8 201.6

10 14 -13.8 -9.8 135.2 190.4 96.0

25 18 1.3 -5.8 7.5 1.69 33.6

38 45 14.2 21.2 301.0 201.6 449.4

21 15 -2.8 -8.8 24.6 7.8 77.4

54 15 30.2 -8.8 265.8 912.0 77.4

5 25 -18.8 1.2 22.6 353.4 1.44

16 20 -7.8 -3.8 29.6 60.8 14.4

∑ = 190

x = 23.8 ∑= 826.1 1735.5 951.2

Source: Authors data computation, 2019

r = (Udofia, 2005)

Where r = correlation coefficient

X and Y = variables of interest which are challenges and reasons of using NMT by their users

𝛔 = standard deviation

Null Hypothesis (H0): There is no significant relationship between the challenges and reasons for

using NMT in Calabar metropolis.

Alternative Hypothesis (H1): There is a significant relationship between the challenges and

reasons for using NMT in Calabar metropolis.

According to table 8, substituting for the equation above, we have a pearson product moment

correlation coefficient (r) of 0.64.

With a correlation coefficient (r) of 0.64, it indicates a strong relationship between challenges and

reasons for using NMT in Calabar metropolis. Therefore the null hypothesis (H0) is rejected and the

alternative hypothesis (H1) is upheld. With this result, it is expected that in order to increase more

reasons to adopt NMT by their users, there is need to work on those challenges that affect NMT users

in Calabar metropolis.

4. CONCLUSION AND RECOMMENDATION The study assessed the non-motorized transport for intra-city transport in Calabar Metropolis and

focused on the reasons and challenges of adopting NMT by respondents within the study area. It also

examined the purpose of trip made by NMT users as well as the distance in kilometers covered by the

respondents. Conditions that influence decisions of respondent willingness to adopt NMT were also

evaluated. Field study together with questionnaire administration was carried out. Different analysis

were conducted using different statistical tools such as relative importance index (RII) rating, product

moment correlation, percentages, tables and charts. It was discovered that most respondents are willing

to adopt NMT only if certain conditions/facilities are provided. The study revealed a strong relationship

between challenges and reasons for adopting NMT in the study area. This revealed that if the

challenges faced by NMT users are dealt with, there will be more reasons to adopt NMT as intra-city

transport.

The study recommends the following;

1. That NMT should be allowed to co-exist with motorized transport (MT) through the creation of enabling environments for both as a means of intra-city transport.

2. That more awareness and education should be conducted for most urban residents to appreciate the positive impact of NMT on our environment, health and traffic management in our urban

centres.


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3. That urban transport planning policies formulation and implementation should always incorporate NMT from the on-set as a sustainable urban transport system.

4. That legislation and regularization be made so as to strengthen and enforce the right of NMT users on urban roads.

5. That the needed facilities/infrastructure required to encourage increased usage of NMT be put in place by concerned agencies and authorities such as speed bumps, walkways, pedestrian

crossings, bicycle lane, etc.

6. That department of pedestrian and cycling be created in every Ministry of Transport at the Federal, State and Local/Municipal Government.

5. REFERENCES

Abraham, B.E. (2010). Systematic overview of non-motorized transportation for developing countries.

Journal of Advanced transportation. 37(3),273 – 293.

Aultman-Hall, L. & Baetz, B.B. (2000). Analysis of bicycle commuters routes using geographic

information systems: Implications for bicycle planning. Transportation research record. Journal

of transportation research board, 25 (11), 102 -110.

Dill, J & Voros, K. (2007). Factors affecting bicycle demand. Initial survey findings from the port land,

Oregon region. Journal of the transportation research board, 21 (1), 9- 17.

National population Commission(2006).Population and housing census of the Federal Republic of

Nigeria-priority tables(vol.1)

Gerrard, J., Rose, G., & Lo, S.K. (2008). Promoting cycling and walking for women: the role of NMT

infrastructure. Journal of preventive medicine, 46 (1), 55 – 59.

Odu, D.A. (2014). Assessment of commuters’ willingness to adopt non-motorized alternatives for intra-

city transport in Calabar, Nigeria, unpublished MSc thesis, Department of Geography and

Environmental Science,University of Calabar,Calabar-Nigeria.

Udofia, P.E .(2005). Fundamental of Social Science Statistics. Immaculate publications Ltd., Enugu.

Tonidandel, S. &Lebreton, J.M. (2011). Relative Importance Analysis: A useful supplement to

regression analysis. Journal of Business and Psychology, 26 (1), 1 – 9.

Yamene , T. (1967). Statistics: An introductory Analysis (2nd

edition). Harper and Row publishers,

New York.

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appraisal of non-motorized intra-city transport · esuabanga, w. e., osuorji, g. c., sodangi, a....

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