CHAPTER ONE

INTRODUCTION

1.1 Background to the Study

It is well known that vehicle speeds depend on many fac- tors relating to drivers, vehicles, roadway environment, etc. (Kanellaidis 1995). In the last decades several studies were conducted in order to develop operating speed prediction models for two-lane rural roads (Castro et al. 2011; Fitzpatrick et al. 2000; Gintalas et al. 2008; Krammes et al. 1995; Lamm et al. 1988; McLean 1981; Misaghi, Hassan 2005, Zuriaga et al. 2010). Many fac- tors were found to affect the operating speed, such as, radius of horizontal curve or curvature change rate, grade, length of horizontal curve, deflection angle, sight dis- tance, superelevation rate, side friction factor, and pavement conditions (Boscaino, Praticò 2001; Praticò et al. 2010; Ong, Fwa 2010).

The spatial differences of phenomena on the earth‘s surface indicate that the different part of the earth provides various products that the people needs. Goods and services can only be obtain by moving to the point of demand and supply and this can only be possible through transport (Ogbuozobe, 1997). Transportation is the movement of goods and services from a point of origin to a desired destination. Transport industries exist to provide for the movement of people and goods and for the provision and distribution of services; and transport thereby fulfils one of the most important functions and is one of the most pervasive activities in any society or economy. (Brain and Richard. 2000). In support of this, Taube (2013), insist that ―It is hardly any human society or human settlement that can efficiently and effectively function without adequate, reliable and affordable transport system‖. However, the efficiency and effectiveness of any transport system depend on its infrastructure and services (Ocholi, 2013).

Road transport system is a very important sub sector of transportation in Nigeria. It is the most prevalent mode of transportation for people, goods, and services from the point of origin to the desired destination with the sole benefit of time and value chain addition.

The road transportation system in Nigeria is as old as creation. During the 1900s under the British colonial rule, the road designed was to aid the transportation of goods from village to hinterlands to the coastal region for exportation of raw materials for their industries in U.K (Sheriff, 2009). However, during evolving economic development after independence in 1960 saw the need for road system expansion with the main purpose of facilitating access to the cities and large towns (Encyclopedia of nation, 2008). Nigeria has the largest road network in West Africa and the second largest south of the Sahara with approximately

200,000km of surfaced roads as estimated (Filani, 1999). Currently road system is about

208,200km with 28,980 km paved and 179,220km unpaved (Federal Ministry of Works Bulletin, 2012).

The major road alignment in Nigeria consist of 32,000km of Federal highways including seven major bridges across the Niger and Benue rivers, the Lagos ring road, the third mainland axial bridge, 30,500km of state roads; and 130,000km of local roads (Buhari, 2000). The author detailed further that as at June 1996 only 50% of the federal roads and 20% of the state roads were in good condition. While, an estimate 5% of the local rural roads were freely motorable. The rehabilitation program carried out by the Petroleum Trust Fund (PTF) in year 1996 to 1999 covered selected portions of the federal highway totaling about 12,000km along with township roads in about 18 selected cities. Meanwhile over-use and lack of maintenance are further eroding the quality of the rest of the federal highway network. A nationwide road survey conducted by the Central Bank of Nigeria (CBN) on the state of highways in the country in December 2002 reveals that the road network as of December 2002, was estimated at 194,000km. It shown that most of the roads were in a bad condition, especially those in the southeastern and northwestern part of the country. The pattern is generally the same for the roads in other part of the country. Some of the roads, constructed over 30 years ago, had not been rehabilitated even once, resulting in major cracks (longitudinal and transverse), depression, broken down bridges and numerous potholes that makes roads transport slow and unsafe (CBN, 2002).

The presence of an adequate, reliable and efficient transport system is a critical factor in local economic development. A well-developed transportation infrastructure provide adequate access to local communities, which in turn is a necessary condition for the efficient operation of manufacturing, retail, labour and housing market (Olubemehin, 2012). This can only be made if the Road Infrastructure is in good standing to support movement of people, goods and services. Therefore, this study intends to assess factors affecting the proposed road alignment in Lagos state with specific interest in the state, types, functionality and distribution of such road alignment vis – a– vis the Kerbs, Culverts, Camber (cross slope), Traffic Lights, Road Signs, Road Marking, Media, Shoulder, Zebra, Round about (intersections), Bridges, Overhead Bridge and Pedestrian Bridges.

 

1.2 Statement of the Research Problem

The studies on road alignment, particularly, the move to measure quantitative relationship between growth in transport infrastructure and total economic growth using micro economic model started with Antle (1983) when he estimated a Cobb Douglas production function for 47 developing countries and nineteen (19) developed countries. In support of this findings, Mera (1973); Retner (1983); Biehi (1986); Aschuer (1989); H.S Binswanger, S Khandker and M. Rosenzweig (1989); Easterly and Rebelo (1993); and Buffes and Shah (1993) found transport infrastructure as an effective factor of production.

Loto (2006) also found that infrastructure when measured in physical sense, impact positively on economic growth. In addition, (Nwakaze and Mulikat, 2010) estimated the contribution of transportation investments, congestion and traffic related accidents to economic growth in Nigeria from 1975-2006. They used the extended Cobb Douglas production function model, they found that transport investment positively contribute to economic growth while traffic contribute negatively. The estimated model used was the error correction mechanism with the real gross domestic product as dependent variable, the explanatory variables include physical capital, labour force, total road network, automobile density, and traffic related accidents.

The importance of road alignment has long been recognize as crucial to promoting growth and development. This is obvious considering its wide range of influence and increase productivity, generation of income and improved quality of life. However, this role depends largely on the extent to which road infrastructure are adequately provided, distributed over space and maintained (Adefila and Bulus, 2014).

To the best knowledge of the researcher, only few studies attempted an assessment of few Road alignment in Lagos state, and almost all, used secondary source of data all through. This research, in contrast, assessed the state, types, functionality as well as distribution by zones of thirteen (13) Road alignment in Lagos state and used both primary and secondary source of data.

Federal highways in Lagos state have been plagued by a number of Road Infrastructure problems with major ones beings faulty designs, inadequate drainage system, uneven distribution by zones and poor maintenance culture, which have significantly reduce the ability of the roads to perform its function, there are potholes, washing away of pavements, fallen bridges, old age among others. These problems have made it difficult, expensive and more odious to move products and services from point of production to that of consumption, farm produce from rural to urban centers, which often lead to loss of manhour and high cost of goods and services. It is against this background that this study intends to access factors affecting the proposed road alignment in Lagos state.

1.3 Aim and Objectives

The aim of this study is to assess the factors affecting the proposed road alignment in Lagos State. This aim will be achieved through the following objectives which are to;

1. Highlight the state of Road alignment in Lagos state.
2. Characterize the types of Road alignment in Lagos state.

• Assess the functional standard of the proposed Road alignment in Lagos state

1. Determine the distribution of the proposed Road alignment in Lagos State

 

1.4 Research questions

The following questions will guide this research on factors affecting the proposed road alignment in Lagos state and are set as follows:

1. What is the state of Road alignment in Lagos state?
2. What are the types of Road alignment in Lagos state?

• What is the functional standard of the proposed Road alignment in Lagos state?

1. How are the proposed Road alignment distributed in Lagos State?

 

1.5 Justification of the Study

Road Transportation remain the main mode of Transportation among other mode in Lagos state. The importance of road maintenance in achieving efficient road transport delivery cannot be overemphasized as the consequences of neglect are enormous and costly.

While many attempt have been made, or put in place by different Transportation expert in the country, in order to reduce the chaotic and unpleasant state or condition of road alignment, yet, all these attempt have little impact toward reducing the problem associated with our road furniture‘s.

To the best knowledge of the researcher, only few studies attempted an assessment of Road alignment in Lagos state, and the existing few, attempted to assess few Road alignment, say four or five.

This research will assess the state, types, functionality as well as distribution of thirteen (13) Road alignment in Lagos state. Therefore, this research become imperative as it will assess and identify the problems associated with the roads under study and make positive recommendations to government for necessary actions.