ABSTRACT
This
study comparatively assessed the effect of motorcycle and tricycle (keke) on
socio-economic activities in Abraka. The
main focus of this study was to examine
the socio-economic effect of motorcycle and tricycle mode of transportation in
Abraka. A total of 100 questionnaires were distributed to the respondents in
Abraka. The
result of the first hypothesis indicates that there
is a significant relationship between motorcycle use and socio-economic activities
at the 0.05 level of confidence. The result of the second hypothesis indicates
that there is a significant relationship between keke napep use and
socio-economic activities at the 0.05 level of confidence. The result of the
third hypothesis reveals that there is a significant difference between the
socio-economic effect of motorcycle and tricycle at the 0.05 level of
confidence. The study recommends that government should create job
opportunities and employment for the people so as to reduce the adverse effect
of motorcycle and tricycle (keke) on socio-economic activities in Abraka.
CHAPTER ONE
BACKGROUND OF THE STUDY
1.1 Introduction
Transport is an important element in development and it
affords the social, economic and political interaction that most people take
for granted (Button and Hensher, 2001). The provision of transport
infrastructure has grown extensively across the globe through a range of
networks of modes which have undergone technological improvements cutting
across the motive power, the tracks and the means that serve as compartment for
passengers and goods. Personal mobility is one of democracy’s most valued
freedoms and it is, therefore, not surprising that a high proportion of man’s
income is devoted to the movement of the goods and transactions (Dawson, 2009).
The importance to the socio economic, political and cultural development of any
nation is underscored by Munby’s (2008) statement that “there is no escape from
transport”.
In
the past decade, there has seen significant growth in the use of motorcycle and
ownership in Nigeria which has significant impacts on the socio-economic facets
on the people’s lives (Oni, 2003). Recently, the introduction of the tricycle
mode of transportation has not only improved the socio-economic life of the
people but has also created employment for the timing unemployed youths
especially in the present situation where unemployment has been the other of
the day (Jack, 2016).
According
to Dawson (2009),
motorbikes are a means of transport used to move from one place to another.
With the policy of liberalisation of public transport by the government of
Nigeria in the early 1960s, commercial motorbikes were introduced in Nigerian
cities and progressively into rural areas. The introduction and proliferation
of these commercial motorbikes in the urban and rural Nigeria has come to
influence the mode of life of its population which generally had the habit to
move from one village to another by trekking and today uses motorbikes to move
from one village to another (Gbujie, 2003). More so, this population that lives
on agriculture in the cultivation of cash and food crops in the likes of cocoa,
coffee, cocoyam, cassava and plantains; with the production of these products
constituting references of wealth and prestige has also drifted in the riding
and ownership of commercial motorbikes becoming a ready source of income and a
new sign of wealth and prestige amongst the people of Abraka (Akinbode and
Ugbomeh, 2006). More so, the activity has introduced new jobs as motorbike
spare part retailers and Motorbike mechanics. These changes in perception and
activity have come to change the socio-cultural organization of the Abraka
society (Akinbode and Ugbomeh, 2006).
In
many developing countries, motorcycles and tricycles are increasingly becoming
the common means of transport especially among low-income urban dwellers (urban
poor) and many rural people (Jean-Paul
and Theo Notteboom, 2013). The high ownership and use of
motorcycle and tricycle in the urban areas in Nigeria especially in Abraka has
come with its accompanying challenges like motorcycle and tricycles accidents
involving fatalities; environmental and public health concerns from the
emissions; non-compliance to motor traffic regulations-for instance helmet use
is generally low in Nigeria among others among other things. The high incidence
of motorcycle ownership and use has also been contributing significantly in the
betterment of many livelihoods of urban residents in Nigeria and at the
instance of Abraka (Akinbode and Ugbomeh, 2006).
The
increasing growth in the number of motorcycles has come to solve the mobility
needs of many urban residents in the light of poor and inadequate public
transport system, poor road conditions particularly those leading into the
peri-urban areas where many people in Abraka reside as a result of urban
sprawl. It also comes along with a host of opportunities including employment
to motorcycle/tricycles mechanics and motorcycle/tricycles spare parts dealers,
local revenue generating sources through taxes/levies on motorcycle
owners/riders as well as motorcycle and tricycles registration and licensing (Dinye, 2013).
In developing countries, vehicle ownership is low dependency
on public transport is high. However the financial conditions and performance
of all forms of government-organized public transport ineffective and are in
decline (Kumar, 2011). This situation has forced people and the market to
develop creative solutions to address daily travel needs-hence a resort to
motorcycles and tricycles either for personal mobility in addition public
transport. The resort to motorcycles and tricycles as an alternative mode of
transport in savaging urban mobility problems of towns in Nigeria has
introduced varying dimensions of issues including traffic accidents and safety
on the roads, registration issues and the repair and maintenance activities
around these motorcycles (Jack, 2016). Various researches (such as Gbujie,
2003; Oni, 2002, 2003; Akinbode and Ugbomeh, 2006; Atubi, 2006; Dinye, 2013) have been conducted on
the issues of motorcycle and tricycles traffic accidents, motorcycle/tricycles
traffic management in motorcycle and tricycles dependent cities, commercial
motorcycle/tricycle operations among others. It is against this background that
this study is conducted to assesses the comparative effects of motorcycles
(Okada) and tricycle (Keke) on socio-economic activities in Abraka.
1.2 Statement
of Research Problem
The
problems created by the use of motorcycle and tricycle as the major mode of transport
in Nigeria are enormous. Most motorcyclists who ply the road on daily basis do
not apply safety rules and regulations. They overtake carelessly without
looking carefully if there are vehicles coming from behind (Dinye, 2013). The use of motorcycle
and tricycle have resulted to series of road accidents on urban and rural
roads, traffic congestion, arm robbery cases, kidnap cases, abduction and other
notorious crimes committed by okada and keke riders. This has in turn affected
the socio-economic life of the inhabitants in most Nigerian cities, towns, and
villages.
Another
major problem associated with the use of motorcycle and tricycle is that
socio-economic activities in Abraka greatly depend on the availability of
transport services such as public and commercial vehicles, motorcycle, tricycle
and other mode of transport. An increase in the price of transport will in turn
lead to inflation in the price of commodities and goods (Charles, 2011). This
has been the situation in Abraka for some time now since most dwellers complain
of the hike in the price of transportation by transport companies,
motorcyclists, tricyclists, and commercial vehicle owners.
Motorcycles and tricycles often create
traffic problems on urban roads leading to congestion of vehicles, motorcycles,
and tricycles at terminal points. This creates a major problem to the
inhabitants of such region who rely on the availability of transport services
for their socio-economic activities. Socio-economic activities greatly depend
on transport system since transportation is a key factor in the development of
any society (Gauthier and Hook, 2005). However, over reliance on motorcycle and
tricycle mode of transportation has created urban problems in most Nigerian
cities. It has been discovered that there is dealt in literature on the effect
of motorcycle and tricycle on socio-economic activities and not much effort has
been directed towards the topic. This study will therefore fill the gap that
exist in the study and address the problems mentioned in the above paragraphs.
1.3 Aim
and Objectives
The
aim of this study is to comparatively assess the effect of motorcycle and
tricycle (keke) on socio-economic activities in Abraka. Therefore, the specific
objectives are to;
i.
examine the socio-economic effect of
motorcycle and tricycle mode of transportation in Abraka;
ii.
identify the socio-economic activities
in Abraka;
iii.
examine the problems associated with the
use of motorcycle and tricycle mode of transport in Abraka;
iv.
examine the impact of motorcycle and
tricycle mode of transportation on the socio-economic development of Abraka
region;
v.
suggest possible solution(s) to the
problems associated with the use of motorcycle and tricycle mode of transport
in Abraka.
1.4 Research
Hypotheses
The
following hypotheses stated in the null form will be tested in this study;
i. There
is no significant relationship between motorcycle use and socio-economic
activities at the 0.05 level of confidence.
ii. There
is no significant relationship between keke napep use and socio-economic
activities at the 0.05 level of confidence.
iii. There
is no significant difference between the socio-economic effect of motorcycle
and tricycle at the 0.05 level of confidence.
1.5 Significance
of the Study
This
study is of paramount concern to motorcyclists and tricyclists in the study
area as it will help to enlighten them on the need to apply safety rules when
plying the major roads. The study will also educate the general public on the
role of transportation on the socio-economic development of Abraka region as
well as widening the scope of transport companies in educating their drivers on
the possible ways to address road accident issues especially those caused by
motorcyclists and tricyclists riders.
This study will be of importance to
urban planners, transporters, geographers, students, academicians,
professionals as well as the government on the need to incorporate transportation
programs into the society to broaden the knowledge of individuals the proper
use of motorcycles and tricycles when plying on urban and rural roads.
This study will guide future
researchers on the awareness of the socio-economic effect of motorcycle and
tricycle mode of transportation in the study area and other regions. It will
also create awareness of the socio-economic activities in the study areas as
well as the contributing factors which hinder transport development in the
study area. Finally, this study will add to existing literature and knowledge
on the topic under discuss and create an avenue for future researchers who wish
to delve into this study, to be acquainted of the possible effects of
motorcycle and tricycle on socio-economic activities.
1.6 Scope of the Study
This study will cover the whole of
Abraka region. This study will be restricted to the effects of motorcycle and
tricycle on socio-economic activities in Abraka, with emphasis to examine the
problems associated with the use of motorcycle and tricycle mode of transport
in Abraka. The study will also look at the socio-economic activities in the
study area as well as the socio-economic effect of motorcycle and tricycle mode
of transportation in Abraka.
This study is also restricted to examine
the impact of motorcycle and tricycle mode of transportation on the
socio-economic development of Abraka region. Finally, this study will suggest
possible solution(s) to the problems associated with the use of motorcycle and
tricycle mode of transport in Abraka.
1.7 THE
STUDY AREA
The
study area (Abraka) is located in Ethiope East Local Government Area of Delta
State. It is situated in the Niger Delta Region of the South-South
Geo-Political zone of Southern Nigeria.
1.7.1 Location and Boundary
Abraka is geographically located at latitude
050 481 to 050 551 North of the
equator and longitude 060 061 to 060 301
East of the Greenwich meridian. It is situated at the Eastern Bank of River
Ethiope and falls between the Delta Central Senatorial Districts in Delta State.
Abraka
shares boundary with Orhiowon Local Government Area of Edo State in the North,
Ukwani Local Government Area of Delta State in the East, Ughelli North Local
Government Area of Delta State in the South and lastly, the Ika Local
Government Area of Delta State in the West. The region of Abraka has a total
land area of 21.2 square kilometer.
1.7.2 Relief and Drainage System of Abraka Region
Abraka and its environs
are drainage by two rivers, River Ethiope and River Ovwuvwe. Most communities
in Abraka are located in the upland in between these rivers the drainage
pattern of River Ethiope is dentritic in nature. These rivers serves as
recreational and tourist centers, major sources of water to the populace,
mining sites for sand stones, religious activities and agricultural activities
just to mention but a few.
Abraka and its environs
lies within the low land area of Nigeria, with 50m above sea level. Also, it is
only about 45km from the coast of Nigeria. Abraka has a low relief of gentle
hilly flat surface with an anticline nature i.e having an elevation of less
than or equal to 60 which in the north shell can also be linked ion
classification with the interior coastal landmass of western Nigeria.
1.7.3 Geology and Soils of Abraka Region
Abraka is predominantly
underlying sedimentary rock. Abraka lies in Southern most sedimentary basis in
Nigeria. Abraka soil is acidic in nature. Abraka soil varies from coarse
through medium to fine grained soils. The soils of Abraka can be said to be
sandy loam. The colour of the soil is greenish brown to reddish brown and then
to brown. The light grayish colouration characterizes the entire sandy portion
of the soil, while the reddish brown colouration depicts the presence of ion
oxide in the soil. This colouration depicts the availability of mineral matters
and moisture. Abraka soil is poorly structured in relation to its type in terms
of grain size, pore spaces which greatly influences the rate of percolation and
capillarity, aeration and the rate of evaporation.
1.7.4 Climate of Abraka Region
Abraka falls within the
tropical environment that enjoys the tropical rainforest climate (AF) of Koppen
in 1918 and the wet equatorial climate of Strahler in 1969. The climate is
influenced by two masses; the tropical maritime air mass and tropical
continental air mass. Abraka is a region of the humid tropical climate with high
temperature between the months of November and April with variation in
temperature between 250C-290C between April and October.
The region of Abraka has an annual temperature of about 30.60C with
a monthly mean temperature of 300C from September and 31.10C
in June and July with an annual range in temperature between 30C
and 50C. It is discovered in repeated studies that the average
climatic rainfall in Abraka is about 2500mm annually. Abraka is placed into two
seasons, the dry and wet (rainy) season. However, Abraka experiences rainfall
throughout the year owing to its location in the Niger Delta zone with the
continual monsoon wind blowing from the Atlantic ocean and also a continuous
shift in the Inter-Tropical Discontinuity (ITD) due to the movement of air
masses.
1.7.5
Vegetation of Abraka Region
Abraka is located on
the equatorial rainforest which is evergreen forest and consists of three
canopies of trees which are, the upper layer of which is about 60m tall, middle
layer which is about 40m tall and the lower layer which is about 30m in height.
The three major vegetation types in Abraka includes; the tropical rainforest
belt, temperate grasslands and the grassland vegetation which remains one of
the key important factor which affect the climate of Abraka region. Vegetation
provides lumbering, medicinal purpose, food, income and employment to the
people of Abraka region.
1.7.6 Population in Abraka Region
There have been
increases in the total population of Abraka since its declaration as an urban
center in 2005. The population of Abraka after the 2006 census has been
estimated to be approximately 50,000. Abraka is a developing urban centre with
a population tilting to about one million as at today, i.e growing urban centre
and migration has been the major factors for these growths. Other factors
responsible for these growths include tourism, the institution, commercial and
industrial activities and employments. The population of Abraka is unevenly
distributed. The population varies from densely populated (as may be seen in
urban centres) to moderately populated and sparsely populated (as may be seen
in rural areas and villages in Abraka).
The population
structures of Abraka or the organizational pattern of population varies from
the ‘Age Structure’ down to ‘Sex and Occupational Structures’ and lastly the
household size. In Abraka, population structure is tilted towards the working
class (15-64) i.e. the youthful class with its sex structure rating a greater
percentage of male then female in the distribution. Occupationally, the
population of Abraka structured mainly towards civil servants, farmers and
artesians. The population structure of Abraka region is greatly determined by
some motivating factors which include migration, mortality rate ad fertility
rate.
Environmental
degradation such as air pollution from fumes of automobile engines and water
pollution, also erratic power supply due to congestion and other socio problems
which includes increase in crimes rate, prostitution etc, are all limitation to
the population structure of Abraka.
1.7.7 Settlement Pattern of Abraka Region
Abraka is
characterized with primary and secondary settlement. Primary settlement
includes residential buildings, hospitals and health care centres and schools
while secondary settlements are hostels, filling stations, factories etc. On
the Ajalomi route, the settlement is rural and development is still in its
infancy. From Abraka P.O to Ekrejeta, there appears to be a nucleated
settlement, the buildings were closely clustered along the road and inside
streets whereas other settlements were mainly linear and dispersed. The
buildings found in this area are of urban scale i.e. storey buildings,
bungalows, and chains of stores along the road in which the store owners and landlords
put these buildings into rent and generate income through the rent payments
from tenants. The chain of stores are dominated by workshops especially
mechanic workshops and spare parts store including building materials stores,
phone repair and accessories stores and Bar and Restaurants etc; there is also
administrative buildings in Abraka P.O. and Oria such as the Abraka Customary
Court and the Ministry of Lands, Surveys and Urban Development (MLSUD) in Oria.
From the above, it can
be deduced that the pattern of settlement can help in dividing Abraka into
urban and rural areas. There is no doubt today that settlement pattern and
characteristics has played a major role in the socio-economic development of
Abraka region and have over the years boast the socio-economic activities of
the region.
1.7.8 Socio-Economic Activities
The process of
urbanization is fairly contributed by population growth, immigration, and
infrastructure initiatives like good road, water, power and gardens, resulting
in the growth of villages into towns, towns into cities, cities into metros.
Infrastructural
development: The government of Ethiope East has in
recent time embarked on rehabilitation of existing, socio-economic,
infrastructure such as roads, portable water, rural electrification,
educational facilities, health facilities, stadium and other socio amenities.
The government have areas such as revolutionalised changes and improvement in
areas such as education, health, agriculture, cooperative movement, commerce
and market development, industrialization, youth and sports development, etc.
The people of Abraka place prenium on education. Town unions, private
individuals and associations, being part of voluntary agencies, have played
active roles in the development of educational infrastructure, tourism and
recreational faculties in the region. The provision of health facilities ranks
second to education in priority.
Development is usually
faced with a myriad of problems ranging area of Abraka region. It is believed
that in the nearest future, the government and private individuals would
recognize the primacy and potentials of youth organizations and socio-economic
empowerment of rural communities. It is true that the urban centres depend on
the rural centres for raw materials and available resources and in turn the
urban centres provide the rural centres with socio and basic amenities.
Transportation:
It can be established by Okoko (2011) that untarred/seasonal
roads and foot track dominates in the study area. Lack of good roads in the
study has great negative impacts on the socio-economic activities of the rural
communities. Studies has shown that improvement in transportation by given priority
in road development will no doubt enhance the socio-economic activities of the
study area thereby improving the well-being of the people in the area (Dakyes
and Ogbuli, 2012).
The provision of
employment has significantly been affected by the motorcycle and tricycle
business or public transport system (buses) and has increased the standard of
living of motorcyclist and also a corresponding increase in the population of
Abraka region. Conclusively, it deduced systematically that the motorcycle mode
of transportation has aided not only in the facilitation of movement of people
and information but also in provision of employment, income and increases the
standard of living of both motorcyclist and commercial transports.
Commerce:
The Abraka region entails sales of varieties of food crops which are produced
locally such as yam, plantain, banana etc alongside none food products. The
physical structure of the Abraka market (centre of commerce) and other
neighbouring stores being poorly planned has really affected the rate of
commerce with regard to drainage, indiscriminate waste disposal at market site
which has a resultant effect on the health standard of food crops for
consumption in sold the market.
Tourism:
The Abraka tourism region is another economic activity carried out in the
region. It is located in the Niger Delta area of Nigeria, along the river
Ethiope of Abraka. The Abraka River Resort Motel which is the largest, best
developed tourist centre with accommodation facilities of high standard is characterized
by a well stretched beach space, water oriented leisure activities etc. Others
includes the turf club at Oria, an international standard pool centre along the
River Ethiope, the Gordon Motel which has over a hundred (100) chalets offering
quite a natural rainforest environment of clean-clear water with alternating
swift and slow river regime, the bamboo game village, Mega bar and restaurant
at Ajalomi etc.
Agriculture:
The people of Abraka practice both subsistence and commercial agriculture in
which food and cash crops are produced. They engage in mixed cropping and crop
rotation farming method as their major type of agricultural practices. Over the
years, agriculture has provided food, employment, sources of income etc. to the
inhabitants of Abraka region.
1.8 Limitation
of the Study
This
research work was limited by a number of factors, amongst which are finance,
time, language barrier, communication gap, and physical constraints. But these
constraints did not deprive the researcher from reaching dependable results.