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Akue et al. World Journal of Engineering Research and Technology
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SEPARATE LANE FOR TRICYCLE INTRA-URBAN TRAFFIC: A
PLANNING STRATEGY FOR URBAN TRANSPORTATION SYSTEM
IN NIGERIAN CITIES
Akue Leka-Oscar*1 and Dapa Idaminabo Nengi2
Department of Urban and Regional Planning, Rivers State University, Port Harcourt.
Article Received on 03/09/2018 Article Revised on 24/09/2018 Article Accepted on 15/10/2018
ABSTRACT
In Nigerian cities today, increase in population, unemployment and the
absence of adequate transport infrastructural system in the metropolis
has brought about an upsurge in the use of commercial tricycle for
public transportation which has called for an inclusion in road design
to avoid conflict in road use by road users and the persistent rise in
road accident among motorists as experienced in most urban centres. The increasing scenario
of urban traffic congestions, frequent accident on the roads and the conflict among road users
in terms of space and right of way occasioned by the use of tricycles on major urban arterials
has called for public concern. The cause of the accident may include other factors other than
the population of tricycle but it is necessary they are provided with separate lane to allow for
decency on the Nigerian urban roads. This article proposed for separate lane for tricycles
traffic in Nigerian cities. Public opinion on the necessity of the provision of separate lane for
tricycle intra-urban traffic was carried out and the study revealed that it is very necessary in
Nigerian urban centres. Also the opinion of the public on the usefulness of separate lane for
tricycle intra-urban traffic suggests that it will bring about orderliness on the road, it will
reduce the rate of vehicular-tricycle accident on the road, etc. A proposed intra-urban road
with exclusive route way for tricycles intra-urban traffic was designed with specific
dimensions. The issue of coordination was examined.
KEYWORDS: Separate Lane, Tricycle, Intra-Urban, Traffic, Urban Transportation System.
wjert, 2018, Vol. 4, Issue 6, 26 -39.
World Journal of Engineering Research and Technology
WJERT
www.wjert.org
ISSN 2454-695X
Review Article
SJIF Impact Factor: 5.218
*Corresponding Author
Akue Leka-Oscar
Department of Urban and
Regional Planning, Rivers
State University, Port
Harcourt.
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1.0 INTRODUCTION
One of the most serious problems of urban centres of developing world today is that of
mobility and its internal circulation. Before the advent of automobile, urban morphology was
essentially concentric in nature (Aderamo, (2012). The “foot cities” of this period were
characterized by centralized functions that ensured short trip length. The development of the
automobile in the 20th century and the resultant ease of movement conferred on these cities
multifarious functions.Population grew, land use became disperse, trip length increased and
better form of transportation to meet their ever increasing and specialized functions and
demand remains an illusion (Dike, 2012).
The cities in developing countries ever since could not meet the increasing demand in
transportation needs. Even in the developed countries where high technological advancement
and high transportation facilities is said to exist in its advance form, the clogging of the roads
of these cities with too many vehicles has resulted into what can be described as a state of
relative immobility (Sule 2005; Adedimilia, 2006) hence several means of movement and/or
traffic abound in most cities of the developing world but the problem of free and timely
mobility still persists.
The condition described above reflects the situation in many cities of the developing world.
Nigerian cities are facing similar situations in varying dimensions. Most of the available
roads in Nigerian cities are faced with the problem of vehicular congestions. It is easily seen
major roads in the cities occupied by different types of automobile without segregation. The
situation is critical were the size of the roadscannot accommodate the volume of traffics
hence creating serious problems within the transportation system.Attempts to solve the urban
transportation problem enunciated above in Nigerian cities have taken different dimensions.
These include the application of the various traffic management measures, in addition to the
provision of near adequate transportation facilities by the government.The public has
responded to the need of solving the problem by using para-transit or intermediate public
transport modes (Sule, 2005). One of the new systems in this direction is the use of tricycle as
a mode of public transportation system. The commercial tricycle mode of transport is
popularly known as “KEKE NAPEP” in almost all Nigerian cities. In our Nigerian cities,
increase in population, unemployment and the absence of adequate transport infrastructural
system in the metropolis brought about an upsurge in the use of commercial tricycle and
motorcycle for public transportation which has called for an inclusion in road design to avoid
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conflict in road use by road users and the persistent rise in road accident among motorist as
experienced in most urban centres in Nigeria.
1.1 VaryingPublic Opinion on the Use of Tricycle in the City
The use of tricycle as a mode of public passenger transport has generated a lot of
controversy.While some people believe that the use of tricycle for public transportation has
brought woes, suffering and maiming to the people, others believe that the use of tricycle for
commercial purpose is a big blessing in terms of its contribution to the movement of goods
and passengers in the city. Despite the woes, some inherent advantages in this particular
mode of transportation exist such as fastness, reliability and flexibility, as it can be used for
“door to door” movement coupled with its low operational cost and reduction of time wastage
at bus stops. A lot of road users prefer them as they shuttle from one place to another not
minding the condition of the roads they are plying.Users of this mode of transportation
system in Nigerian cities see it as possible solution to the problem of urban traffic jam
experienced in most urban centres in Nigeria.
Today, the use of tricycle as a mode of public transportation has come to stay with us. The
parlous state of the Nigerian economy has compelled many unemployed young men to take to
the trade. This of course is seen as a means of sustaining the unemployed youths.The use of
tricycle for public transport is not an entirely new phenomenon in Nigeria. Before this time
when the use of public tricycle began, widespread motorcycle services had actually been
provided for intra-urban transport mobility. At the moment, many city manager or transport
planner is inclined to show serious concern about the alarming and unprecedented rate at
which tricycles are being used for public transport in a growing number of Nigerian urban
centres, with little or no regard for entry and quality controls. Newspaper reports and radio
news items, if there are anything to be relied upon (since there are currently no published
statistical records on the number, type or the level of severity of public tricycles accidents in
this country), point to the fact that the drivers training and safety precautions are grossly
inadequate or completely ignored hence the high incidence of road accidents among tricycles
and other road users (Kayode, 2004;Sule, 2005) as noted in many Nigerian cities. Uyo, Akwa
Ibom State and Calabar for example, this mode of transportation system is wild spread and
predominantly taking over major roads and carriage way causing congestions and conflicts of
diverse dimensions amongst road users.
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A situation where any willing tricycles operators, irrespective of his age or ability or
otherwise to drive with care, can obtain a driver’s license and a hackney permit is a major
contributing factor. This situation has given consequences on the safety of tricycle operators,
and there passengers and other road users. The issue of safety is one of the reasons that
informed this write-up. More so, the spate of tricycle use within the public transport market
and the fact that tricycles are fast becoming an integral and sometimes indispensable part of
the public transportation system in many Nigerian urban centers, including Port Harcourt,
Uyo, Calabar, Kano, to mention but few makes this write up as reported here imperative. The
purpose of the separate lane in urban circulation plan for the tricycle traffic is to reduce the
rate and number of accidents that are due to tricycle traffic in many Nigerian cities and to
ensure orderliness on the road.
2.0 An Overview of Literatureon the Role of Transportation in City Development
Transportation involves the movement of persons or goods from one point in space to another
usually to satisfy a need which may be economic, social or cultural. There is obviously a
relationship between transportation and development; the two are intricately interwoven.
Their relationship is more glaring in urban centres where the nature and characteristics of
transport system largely influence the level and rate of the development of the cities (Ikya,
1993). This presupposes that most urban centres in recent times have been partly due to the
contribution from the transportation sector. Geohard, (2001) observes that adequate, efficient,
reliable and affordable passenger and freight services are essential for national development.
According to Abiodun, (1985) cited in Ipingbemi & Adebayo (2016), there is correlation
between transportation and development. Abiodun, (1985) as cited in Ipingbemi & Adebayo
(2016), further explained that transportation is a necessary concomitant of the exchange
economy and is indispensible to economic growth.
The foregoing points to the fact that transportation cannot be completely separated from
development. The material development of Africa may be summed up in one word-transport
(Ipingbemi & Adebayo (2016). But then, several factors can be adduced for explaining the
evolution of transport in any environment. Ikya (1993) observes that population and
economic factors are crucial in explaining the evaluation of transport in Nigeria.
The increase in the population of human over time has occasioned the need to introduce the
transit system in urban transportation. The historical evolution of urban centres in Nigeria
indicates the dominating role of transport development of dense network of roads, and the
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introduction of automobile gradually changed the face of these cities and overtime, led to the
development of complex transport system which enhances the movement of people and
goods from one part of the city to another (Ikya 1993). In the light of this fact, however, the
changing attitude and the rise in population figures in urban centres are central to the choice
of transportation mode used by commuters. The use of other unconventional mode of
transport such as the para-transit mode came into use.
Alan (1995) observes that a para-transit in urban towns could be referred to by various names
such as dial-a-ride, dial-a-bus, demand responsive transitive transit, and demand actuated
transit. All describe a type of service that is more flexible than the conventional transit
service. Alan, (1995) outlined the ridership characteristics of para-transits to include the poor,
the elderly and out of town visitors. This in essence means that there seem to be certain level
of income earners who patronize this mode of transport more than other income groups. As
observed, the reason for the operation of the para-transit mode of transport borders around the
belief that there are those whose ability to travel is restricted by not having adequate access to
either an automobile or transit service. In our automobile-dominated society, lack of access to
automobile is the basic problem (Sule, 2005). Transit then becomes the back up for those
without automobile.
Before the introduction of tricycle in Nigerian cities, some countries of the developing world
like India, Bangkok and Bangladesh has deeply involved in the use of tricycle for public
transport mode. Although Ikya (1993) observed that it was originally used for short shuttles
by dispatch riders, for sports and for recreation and not designed as modes of commercial
passenger transport. Ikya (1993) posits that an adoption of motorcycle and perhaps tricycle
for urban transit is a negation of the policy of mass transit scheme in Nigeria.
2.1 Some Problems with the Use of Tricycle and Other Means of Public Transportation
The development of tricycle mode of transport and indeed other modes is invariably
associated with accident rate and other related transportation problems among road users.
(Dike, 2012) observed that there is always negative environmental impact in the use of
various transport modes. The negative environmental impacts can be significant due to
increase per capita emissions, which can in turn be attributed to the age of vehicles,
maintenance standards, the state of roads and driving habits. Also, the likely environmental
benefits of reduced per capita fuel consumption in the overcrowded public modes are lost by
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the increase and often unmet need for maintenance. As also observed, these public transport
modes contributed to high noise levels and poor safety standards in urban area (Sule 2005).
In the samevein, Kayode (2004) observed that urban and rural areas of Nigeria presently are
in intractable transportation crisis, partly due to high rate of urbanization mismatch between
the supply of transportation infrastructure, services and technology on the one hand and the
mobility need of majority low income earners on the other hand. Adefolalu (1977) cited in
Ibrahim–Adedeji, (2014) presented a gloomy look of the problems of transportation in urban
centers when he observed that traffic congestion in the city of Lagos is the “most serious and
the intractable”. Adefolalu (1977) cited in Ibrahim–Adedeji, (2014) further outlined the
physical and human factors involved in traffic congestion, the consequences of traffic
congestion and how best these problems can be resolved in Lagos.
In like manner, Aderamo, (2012) observed the alarming rate which the traffic congestion
which were only observed in Lagos Metropolis, spread to other cities of Nigeria particularly
Ibadan, Port Harcourt, and Abeokuta, almost stagnating movements in these cities. Aderamo,
(2012) attributed this chaotic situation to inadequate road design and maintenance, lack of
adequate control device, wider car ownership and inadequate public transport and examined
those causal factors under social, economic, road, vehicular, human and accident factors. In
his contribution on factors militating against free flow of traffic in metropolitan Lagos,
Ibrahim–Adedeji, (2014) outline physical, human and institutional matrix that affect traffic
flow in metropolitan Lagos.
In contemporary urban scene it has been argue by many transportation experts that as long as
industrial, commercial, administrative and recreational activities concentrate in urban areas,
there by attracting large numbers of people concentrating in these cities there will always be
transportation problem. This means that urban mobility problems could apparently be
salvaged only by putting a good lace on a bad scene (Sule, 2005).
Nevertheless, other experts have argued that non-motorized mode of transportation is best for
intra-urban mobility. Amongst the modes outlined are bicycle pedicab, handcar and walking.
Ike-chukwu (2001) argued in favour of the use of tricycle for urban mobility. According to
Ike-chukwu, (2001) the real task and target however, is to change the national psyche and
reorient our social habitats back into the path of simplicity. In the same vein, Newman and
Kenworthy (2006) observed that “A Sustainable transport system must meet the mobility and
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accessibility needs of people by providing safe and environmentally friendly modes of
transportation. This, I consider is a complex and difficult task in mega-cities of developing
countries because the needs of people belonging to various income groups are not only
different, but also often conflict in nature.
In view of the above, the problem of urban transportation in Nigeria may have been brought
about by the increase in population, as Geohard (2001) observed, that urban sector which
accounts for at least 50% of the Gross Domestic Product in Nigeria, has 5 – 10% of urban
household income spent on transport and more than 25% of city budget is typically for
transport, yet urban transportation problems seem far from being solved. The increasing
scenario of urban traffic congestion, frequent accident on the road and the conflict among
road users in terms of space and right of way has necessitated this write up.
2.2 Some Critical Advantages with the Use of Tricycle and Other Means of
Transportation System
Transportation has its associated advantages as well as problems. For instance, the analysis
drawn from this write-up show that it is a source of employment for the teeming unemployed
population of urban centres. Sule (2005) observed that the problem of theft and other social
vices common among young people has been reduced as more of them are now engaged in
the commercial tricycle business. Robert, (1998) noted that another advantage is the ease
with which mobility of person is achieved. As evidenced from the foregoing discussion, some
of the urban populace prefers to use tricycle for their daily movement due to its relative
flexibility in use, and convenience of travel.
Other reasons observed are that it consumes less journey time, has fastness of travel and
relatively safe for contemporary urban road condition. It can beat up hold up in most cases
hence faster; it provides door to door services within the urban centres. It is also a source of
economic development through the provision of employment opportunities, income and
facilitates the movement of goods and services on a timely basis Sule, (2005). It should be
noted that poor road condition accounts for most of the vehicles to vehicles, and vehicle to
pedestrian’s conflicts recorded by the road safety command and the hospitals statistics.
In this view, it is obvious that both the motorized and non-motorized modes of urban
transportation have their relative merits and demerits. It is also apparent that apart from
economic implications on the use of tricycle for intra-urban mobility, it has come as a relief
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to the problems of contemporary urban transportation. Robert, (1998) opines that para-transit
such as dial-a-ride vans and tricycle, most of which provide subsidized, curb-to-curb services
to the elderly and disabled are always of solving the mobility problems.
2.3 Some Challenges in the Use of Tricycle in Intra-Urban Transportation
Worthy of note is the exorbitant fare charged by the commercial tricycle operators on
commuters. Geohard, (2001) observed that in most cases, the operators charge an average of
one hundred naira for journey of about two kilometers. Geohard, (2001) further opines that
the reasons being that there is high cost of maintenance of the machines brought about by the
hike in price of fuel, difficulty to ply most routes due to poor road conditions, police
harassment and high cost of purchasing the tricycle. The aftermath of this development are
mostly born by the final consumers of the services of the commuters.
It is also evidenced that in recent times, harvest of accident victims on the roads is now a
recurring incident. The cause of the accident may include other factor other than the
population of tricycle but it is necessary they are provided with separate lane to allow for
decency on the urban roads.
As earlier pointed out, Ikya (1993) had observed that an adoption of tricycles for urban
passenger transit is a negation of the policy of mass transit scheme in Nigeria. Ikya (1993)
attributed the most negative trend in transport development to include commercial tricycle for
urban passenger transport. Although this is correct, but the findings of this write up has it that
tricycle passenger transport is a welcome development in the transport sector especially when
there is a good transportation policy, which may include the provision of mechanism to solve
the problems as identified in this write up.
3.1Basis for Separate Lane for Tricycle Intra-Urban Traffic as Planning Strategy in
Nigeria Cities
Necessity as argued is the mother of invention. Aderamo, (2012)revealed that more than 40
percent of the commuters in our urban cities in Nigeria depend on tricycle as a means of
transportation, either as owners or passengers. The implication of this phenomenon is the
high volume of tricycle traffic in our Nigerian urban centres. It is in the context of the
foregoing evidence that a separate traffic lane is now being strongly advocated to be created
as part and parcel of urban road development in Nigerian cities. It may even be desired to
make such road design policy a uniform practice in the entire country.
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The purpose of the separate lane in urban circulation plan for the tricycle traffic is to reduce
the rate and number of accidents that are due to tricycle traffic in many Nigerian cities. These
accidents in many cases arise out of collision between tricycle and vehicular traffic. When
this happens, there are casualties who in many cases are from the side of the tricycle
operators and his passengers, much more than the regular vehicular traffic like taxi, private
automobile, buses etc.
A separate lane would create a psychological sense of safety and security for the users of this
urban transportation mode. There is no doubt that it may increase the use of tricycle but it
would ensure potential security for the users who are usually in large numbers. The content of
this write-up had already demonstrated the heavy dependence on the use of tricycle because
of poverty of the masses. In addition, to this, tricycle can take you to the nooks and corners of
the city which taxi or private automobile may find difficult to penetrate because of bad roads.
The flexibility of this mode with the advantage of door-to-door transport service also put it
above other transport modes.
Separate traffic lane for the tricycles would also enhance transportation of goods and services
on Nigerian urban roads and motor traffic arteries. It has been observed that this has
constituted a serious problem on Nigerian roads, resulting in traffic congestion, accidents,
delay and in many cases death of the commuters. The investment on separate lane for
tricycles is therefore justified. The table below shows the opinion of the public on whether it
is necessary or not for the inclusion of separate lane for tricycle intra-urban traffic in Nigerian
cities.
Table 3.1: Public Opinion for the Inclusion of Separate Lane for Tricycle Intra-Urban
Traffic.
Public Opinion
Frequency
Percentage
Not Necessary
10
13.3
Necessary
25
33.3
Very Necessary
40
53.3
Total
75
100
Source: Researchers’ Field Survey, 2017
Analysis in table 3.1 shows varying public opinion on whether it is necessary or not for the
inclusion of separate lane for tricycle intra-urban traffic in our urban cities. The result reveals
that 33.3% and 53.3% of the sampled survey said it is necessary and very necessary
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respectively while 13.3% said it is not necessary. The conclusion drawn from the analysis of
the data as presented in table 3.1 is that there is high demand from the stand point of the
general public for the inclusion of separate lane for tricycle intra-urban traffic in Nigerian
urban centres.
From the point of its importance to the circulation of traffic within the urban centres, table 3.2
below presents varying opinion of the public on the importance and perhapsthe use of
separate lane for tricycle intra-urban traffic.
Table 3.2: Public Opinion on the Usefulness of Separate Lane for Tricycle Intra-Urban
Traffic.
Public Response
Frequency
Percentage
It will bring about orderliness on the road
16
21.3
It will reduce the rate of vehicular-tricycle accident on the road
15
20.0
It will reduce the rate of conflicting uses among road users
9
12.0
It will decongest the vehicular carriage way
11
14.7
It will enhance free flow of traffic among road users
9
12.0
It will be a measure of controlling road traffic, roadcongestion
and vehicle to pedestrian’s conflicts on the road
15
20.0
Total
75
100
Source: Researchers’Field Survey, 2017
The analysis as presented in table 3.2 shows that 21.3% of the sampled respondents suggested
that separate lane for tricycle traffic will bring about orderliness on the road; while 20% saidit
will reduce the rate of vehicular-tricycle accident on the road and will be a measure of
controlling road traffic, road congestion and vehicle to pedestrian’s conflicts on the road
respectively. The opinion of the public as shown in table 3.2 also revealed that 14.7% of the
respondents said it will decongest the vehicular carriage way while 12% said it will reduce
the rate of conflicting uses among road users and enhances free flow of traffic among road
users respectively.
The implication of the data as shown in table 3.2 is that the importance of the use of separate
lane for tricycle traffic in our urban centres cannot be overemphasized as it portraits a
befitting design for intra-urban traffic circulation.It is an attempt to co-ordinate the different
modes of public transportation system based on the sizes and operational capabilities to
engage in area where the best use or maximum benefit could be derived. Moreso, to prevent
smaller means oftraffic from clogging busy arterials, decongesting the major roads and
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ofcourse enhancing the performance of large vehicles without interference along the major
roads in the urban centres.
3.2 ProposedIntra-urban Road Designed to include Separate Lane for Tricycle Traffic
in NigerianCities
Figure 3.1 shows a proposed typical intra-urban road designed for the inclusion of tricycle
traffic in Nigerian urban centres. The road is designed to accommodate vehicular traffic,
tricycle exclusive route, pedestrian corridor and central reserve. The carriage way has total
dimensions of twenty two (22) metres width inclusive of both sides. The vehicular traffic
route has seven (7) metres width on each side of the road making a total of fourteen (14)
metres; tricycle exclusive route has 2.5 metres width on each side of the road making a total
of five (5) metres; pedestrian corridor has one (1) metre width on each side of the road
making a total of two (2) metres and a central reserve of 0.6-1 metre width depending on the
available land space.
Vehicular traffic route = 14 metres both sides
Tricycle exclusive route = 5 metresboth sides
Pedestrian corridor = 2 metres both sides
Central reserve = 0.6-1 metre both sides
Total carriage way = 22 metres both sides
Fig. 3.1: Exclusive Route Way for Tricycles Intra-Urban Traffic Source: Researchers’
Proposed Intra-Urban Road Design, 2017.
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4.0 The Issue of Coordination
In developing countries, including Nigeria, the extent to which public transport services can
be adequately coordinated depends on factors such as the availability of resources, the level
of modal competition and regulation, commitment on the part of operators and the level of
enforcement. In principles, an efficient transport system could be attained if wasteful service
duplication is eliminated, if overall operating cost is reduced to the barest minimum,and if the
features of the mode can be fully exploited upon (Faulk, 1990). This means that all modes
should not only complement one another, but each mode should be put in to use where it fits
it best.
The reason being that the choice of a given transport mode is affected by factors such as
vehicle speed, the distance or journey length, comfort, convenience, cost and the reliability of
alternative modes. Other factors include the availability of age composition and the socio-
economic status of the people making the journey.
As already mentioned, coordination is an essential part of the system concept, whereby all
transport modes can function properly as a harmonized whole, either on a modal or
international basis, or also on a local and national scale. According to Sule (2005) one can
view coordination as involving the introduction of common route numbering, stopping points
for various public transport operators, use of common fare structure or through ticketing,
improvement of interchanges between feeder trunk routes and so on.Coordination could also
be viewed from policy perspective wherein transport policy is coordinated with land use
planning, housing, national investment and so on.
In Nigeria urban centres, as those in many developing countries, car ownership level are
usually low and different types of para-transit modes abound in them. Besides, the level of
transport coordination differs between urban centres and countries. Nonetheless, Soegijoko
(1986) cited in Sule (2005) has noted that the concept of coordinating complementary modes
is possible in the developing countries urban centres especially with formal and informal
public transport system. Informal or para-transit system particularly those involving the use
of small vehicles, are best suited to serving areas where large vehicles are unable to reach and
they help in meeting demands for short distance trips.
The conventional or formal public transport system and large capacity vehicles are best suited
to trunk radial routes and other traffic with high density flow. This is to ensuring that public
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transport modes, based on their sizes and operational capabilities, are engaged in areas where
the best use or maximum benefits could be derived. Also, be preventing small vehicles from
clogging busy streets, congestion on such streets is reduced and the performance of large
vehicles is enhance.
CONCLUSION AND RECOMMENDATIONS
The use of tricycle for intra-urban mobility as evidenced from this write up is seen as an
integral part of the transportation system which can be advantageous to urban economic
development in an atmosphere of good transport policies and management system. The road
network pattern of most Nigerian cities are typically radial hence there is high level
concentration of economic activities within the Central Business District. Most commercial
and public institutions are found within the central areas thereby attracting more traffic and
its associated problems. Compounding these problems is the nature of road circulation within
the cities and the different mode of transportation system that existed.
Tricycle has become a household means of transportation in Nigeria and therefore the
European Master Plan for urban road design may not be presently suitable for the present
Nigerian situation. The urban master plan must therefore be a reflection of the people’s
culture and life style, including the recent changes in the mode of transportation. The urban
master plan must be designed as part of its circulation elements to show tricycle lane,
pedestrian corridor and also cross and walk signals. These are strategies for the design to
modern road free traffic anywhere in the world. The emphasis on separate lane for tricycle is
because of the peculiarity in the use of this mode of transportation in Nigeria in recent time.
Upon the provision of separate lane for tricycles on urban roads, policies should exist to
control the speed of travel by the tricycle operators and solely restricted on same route design
for them during operation. The travelling speed should not be allowed to exceed 60km/hr
with the urban thoroughfare.
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