ABSTRACT
The study examined the empirical study of
commuting behaviours of commercial public transport passengers in Lagos State,
Nigeria. The study made use of relevant and extensive review of literatures
based on researchers’ and scholars’ opinions. The descriptive research survey
was used in order to assess the opinions of the respondents using the
questionnaire. A total of 84 samples were used as representative population,
while two null hypotheses were formulated and tested using the Pearson Product
Moment Correlation Coefficient at 0.05 level of significant. The results that
were obtained indicated that a positive correlation exists
between frequency of travel and
commuters income in Lagos Metropolis and that a positive correlation exists
between frequency of travels and distance covered by commuters in Lagos
Metropolis. Based on the data analyses
and the conclusion reached in this study, the following recommendations were
made: The authorities, policy makers and transport authorities should carry out
the followings recommendations: They should evolve strategies for improving
personal security, they should also provide alternative work schedule such as
flex time, compressed work week and staggered shifts and should introduce Bus
Rapid Transit (BRT) systems to provide high quality bus services on busy urban
corridors in Lagos State.
TABLE OF CONTENTS
PAGES
Title page i
Certification ii
Dedication iii
Acknowledgement iv
Abstract v
Tale of contents vi
CHAPTER ONE: INTRODUCTION
1.1 Background
of the Study 1
1.2 Statement
of the Problem 5
1.3 Aim
of the Study 6
1.4
Objective
of the Study 6
1.5 Significance
of the Study 6
1.6 Scope
of the Study 7
1.7 Research
Questions 7
1.8 Research
Hypothesis 8
CHAPTER TWO: LITERATURE REVIEW AND CONCEPTUAL FRAMEW WORK
2.0 Literature Review 9
2.1 Bus
Rapid Transit as Transportation mode Factors Influencing Travel 9 Behavior.
2.2 Determinants
of Service Quality 13
2.3 Classification
of Transport Mode 17
2.4
Improved Transport Options 18
2.5 Factors
that Influence Commuting Behavior Comfort 24
CHAPTER THREE: RESEARCH METHODOLOGY
3.1 Research
Design 27
3.2
Population of Study 32
3.3
Selection of Sample Size 28
3.4
The Sampling Technique of the
Study 29
3.5
Research Instrumentation 29
3.6
Reliability of the Instrument
(Questionnaire) 30
3.7 Pilot
Study of the Instrument 30
3.8 Procedure for Data
Collection 31
3.9
The Major Sources of Data Collection
for the Study 31
3.10 Procedure for Data
Analysis 32
3.11 Study Area 33
3.12
Oshodi Local Government Area 36
CHAPTER FOUR: PRESENTATION OF DATA, ANALYSIS AND DISCUSSION
4.0 Introduction 40
4.1 Analysis of Respondents Questionnaires 40
4.2 Commuters’
Behaviours 40
4.3 Testing of Hypotheses 51
4.4 Summary of Findings 52
CHAPTER
FIVE: SUMMARY, CONCLUSION AND RECOMMENDATIONS
5.1
Summary of the Study 54
5.3 Conclusion 55
5.4 Recommendations 55
REFERENCES 58
APPENDICES 61
CHAPTER ONE
INTRODUCTION
1.1 Background of the Study
Travel
behavior is the way people move in the public realm by all means of transport
and for all purposes. Some of the activities people want to engage in are
separated by space, which requires people to travel. The choices they make in
order to travel are based on options, constraints, habits, and opportunities.
For instance, how people travel to work (by car, bus, subway, or walk), the
time they leave, and the duration and type of stops they make on the way are
important aspects of travel behavior.
The
frequent use of private cars in urban areas has a significant impact on the
environment as well as on human health. Despite the fact that technical
improvements, such as catalytic converts and fuel efficient engines, have
decreased the pollution per vehicle, the environmental gains have been lost
through the more extensive use of private cars (National Committee for Agenda
21, 1997). Other increasing problems concern auditory pollution, traffic
accidents, excessive land use and the depletion of natural resources
(Kolbensvedt et al., 1996).
Generally,
an attitude is defined as a psychological construct, composed of affective,
cognitive and behavioral components, which may be used to describe human
evaluative responses (e.g. Eagly and Chaiken, 1993).
Ajzen
and FishbeinÕs (1980) Theory of Reasoned Action was a break-through as a
general attitude model for predicting behavior. The theory stated that
voluntary behavior could be predicted by the intention to act, where the
intention was determined by the attitude towards the behavior plus a subjective
norm. However, the theory was criticized being narrow, since most behaviors are
not voluntary (Eagly and Chaiken, 1993). Ajzen(1988) adhered to the critique by
developing the Theory of Planned Behaviour, which also included perceive
control over the actual behaviour as a determinant. This theory has been widely
recognized (Ajzen, 1991), but Eagly and Chaiken (1993) have suggested that
attitude towards the target, habits, and outcomes from norms and self-identity
might also be significant in order to improve the prediction of behaviors from
attitudes.
Already
in the early 1970s the ecological problems were defined as a crisis of
maladaptive behaviour. It was also recognized that ecologically responsible
patterns of human behaviour were required to solve the problems (Stern and
Oskamp, 1987).
The attitude most often discussed is
environmental concern, a general attitude against environmental deterioration
(Fransson et al., 1994). Gagnon-Thompson
and Barton (1994) meant that environmental concern is motivated either by a
true care for the nature as such, or by a care for nature as a human resource.
Early research showed that environmental concern, at least to some degree,
would determine actions promoting a sustainable environment (Arbuthnot, 1977;
Kallgren and Wood, 1986; Stern and Oskamp, 1987). Perceived threat of
environmental degradation was another factor, which seemed to be of
significance for pro-environmental behaviour (Campell, 1983; Schmidt and
Gi€ord, 1989; Baldassare and Katz, 1992; Fridgen, 1994).
Also knowledge of environmental impact caused
by human activities has been suggested as a motive for actions by, among
others, Krause (1993) and Gamba and Oskamp (1994).
Within
the field of environmental psychology, also more comprehensive models for
predicting pro-environmental behaviour have been developed (Hines et al.,
1986/1987; Hungerford and Volk, 1990; Axelrod and Lehman, 1993; Geller, 1995;
Grob, 1995; Stern et al., 1995).
Several
studies, based on models with both effective and cognitive components, seem to
indicate that environmental knowledge is less important than attitudes in
predicting pro-environmental behaviours (Hines et al., 1986/1987; Axelrod and
Lehman, 1993; Grob, 1995).
In these studies also feelings of control,
efficacy or empowerment aspects of the behavior, have been successfully
introduced. Other variables presently discussed are social and financial
expectations of behaviour outcomes. However, the relations between attitudinal
components and pro-environmental behaviours seem to be very complex and, as
shown by evy-Leboyer et al. (1996), caution is imperative, especially when
extrapolating the results from one culture to another.
In
their study on sub-samples from six European countries, variations in a wide
range of pro-environmental behaviours could be explained by either risk
perception, subjective knowledge or attitudes in the municipality.
Environmentally
sound travel behavior seems to be one of the most difficult pro-environmental
behaviors to promote in Nigeria (Lind_en, 1994; Widergren, 1998). Approximately
50% of all journeys within urban areas, most of them less than five kilometres,
are made by car (Solheim and Stangeby, 1997). Several reasons for the dominance
of the private car have been brought up. The car is associated with time
saving, comfort, freedom of movement and personal space (Malmberg, 1980;
Tengstrom, 1992). Such features of the car have served it well in town planning
(Herbert and Thomas, 1990). The car has also become essential in the life style
of large groups in our society and thereby necessary for daily activities
(Gnarling et al., 1984; Berge and Nondal, 1994).
During several generations, both men and women
have been driving for a long period of their lives, and car driving is still
increasing (Nynabb, 1995). On the other hand Swedes, as other Europeans, are
very concerned about environmental problems caused by traffic (Worcester,
1993). From a national survey, Gooch
(1995) reported that 60% of the Nigerians perceived air pollution from
transport as a serious environmental problem.
Kuller
and Laike (1993) investigated the acceptance and the perceived intrusion of
various traffic restrictions. Based on the comparison of acceptance and
intrusion scores, these authors suggested that, in addition to selfish motives,
there might also be a true concern for the environment.
Verplanken
et al. (1994) argued that, although the initial choice of transport might
depend on attitudes, this relationship weakens when the choice becomes
habitual. Ljungblom (1980) suggested that information about the environmental
pollution caused by car driving might be difficult for the public to take in,
because this information is undermined by a glorified presentation of the car
in advertisements. In a study by Gustavsson (1993), factual knowledge of the
consequences of traffic pollution was low, even if the subjects had a good
knowledge of how to drive in order to reduce pollution. In our own pilot study
no relation between factual knowledge and travel behavior was found (Nilsson,
1993a).
However, in a scenario study by Gnarling and
Sandberg (1990), where the level of air pollution was varied, the results
showed that increased pollution would reduce car driving. It might be that the
private experience of environmental problems is an important determinant of
pro-environmental behavior (Finger,1994).
According
to Cvetkovich and Earle (1992), experts tend to perceive environmental risks
differently from the public, because experts judgments to a greater extent are
based on facts.
1.2 Statement of the Problem
The externalities of transport are more severe if every individual
prefers taking private car to public transport, because the cause of
transportation problem will increase. The need to change individual choice from
private car user to public transport user is urgently needed. One of the
efforts to support the change is by improving the public transport quality, and
to help improve this effort the factors affecting individual to choose mode of
transport should be identified. Understanding mode choice is important since it
affects how efficiently we can travel, how much urban space is devoted to
transportation functions as well as the range of alternatives available to the
traveler (Ortuzar &Williams en 1999). Furthermore, this factor is the basic
knowledge which helps to determine any effort to change travel behavior.
1.3 Aim of the Study
To examine the travel behaviour of passengers plying Oshodi to sundry
routes with a view of identifying factors that influence their choices.
1.4
Objective of the Study
1. To
critically analyze travel behavior of commercial public transport passengers
plying Oshodi-Mile 2 Route, Oshodi-Sango Ota Routes, Oshodi-Ajah Routes,
Oshodi-Obalende Routes.
2. To
explore factors influencing travel behavior of passengers along Oshodi and
Sundry Routes.
3. To examine
the influence of education on travel behaviour of passengers.
4. To stem the
tide of traffic congestion, road crashes and environmental pollution along
Oshodi-Mile 2 Route, Oshodi-Sango Ota Routes, Oshodi-Ajah Routes,
Oshodi-Obalende Routes.
5. To streamline
and effect good travel behaviour among passengers in Oshodi and Sundry Routes.
1.5 Significance of the Study
1. The
study is timely to stem the tide of alarming road congestion and traffic
accidents in Oshodi road corridor.
2.
The study would provide authorities a
working paper on travel behavior of passengers and factors influencing the
behavior.
3.
The study would create awareness of the
environmental pollution and degradation caused by travel behavior of
passengers.
4.
The study would provide the Government
blueprint to affect positive and sound travel behavior of passengers in Oshodi
to sundry Routes.
5. There
would be increased awareness on human factor travel behavior related causes of
road crashes.
6. The
study would bring about sound and efficient transport system.
7. There
would be increased consciousness on the authorities responsible in managing and
regulating road transportation.
8. The
study would trigger mass sensitization and reorientation of passengers and road
users thereby reducing incidents of road crashes.
1.6
Scope of the Study
The study is limited to Oshodi-Mile 2
Route, Oshodi-Sango Ota Routes, Oshodi-Ajah Routes, Oshodi –Obalende Routes,
Oshodi-Abeokuta Routes.
1.7
Research Questions
1.
What are the travel behaviors of
passengers?
2.
What are the factors that influence
passengers’ travel behaviors?
3.
What have the Authorities done about
travel behaviors of passengers along Oshodi road network?
4.
What are the determinants of passengers
travel behaviors (behavioral pattern) along Oshodi corridor?
5. Are
there any correlation between frequency of travels and cost of commuters’
income in Lagos metroplis?
6. Are
there any correlation between frequency of travels and distance covered by
commuters in Lagos metroplis?
7.
What are the solution to traffic
congestion and road crashes along Oshodi road?
8.
What are ways to eradicate road crashes
and traffic congestion?
1.8
Research Hypothesis
1. H0:There
is no significant correlation between frequency of travels and cost of
commuters’ income in Lagos metroplis.
H1: There is significant correlation between
frequency travels and commuters’ income in Lagos State, Nigeria.
2. H0: There is no significant correlation between frequency of
travels and
distance
covered by commuters in Lagos metropolis.
H1: There
is a significant correlation between frequency of travels and distance covered
by commuters in Lagos Metropolis.
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