ABSTRACT
This study attempts an assessment of the state, types and functionality
as well as distributions of road transport infrastructure development in Kaduna
state, Nigeria. Data were obtained from both primary and secondary sources.
Information was gathered from road users, road workers and traffic law
enforcement agents using stratified sampling technique. In all, 380 respondents
were successfully interviewed. The result on the analysis of the state of road
transport infrastructure in Kaduna state reveals that 10% representing 38 of
the respondents say roads infrastructure are of Excellent state, while, 23.3%
representing 86 respondents attest that are of Good condition. While the
remaining 15.7 representing 60 respondents are of the opinion that the state of
road transport infrastructure ware very poor. Also, result reveals on the
analysis of the respondents on their perception on the types of road transport
infrastructure in Kaduna state discloses that 87.4% as represented by 332
respondents attest to the presence of culverts while 12.6% of them says it is
absent. Similarly, 83.2% of the respondents‘ reported that there is presence of
bridges while 16.8% of them attest to the absence of it. Also, on the issue of
zebra crossing, 20.8 percent of them says it is present while a significant
79.2% says it is not available. The responses on the functionality of road
transport infrastructures in Kaduna state reveals that 165 of the respondents
indicates that the roundabout [intersections] are highly functional while 117
of them says it is fairly functional and 98 respondents indicates the absence
of it. On the issue of the functionality of culverts as a critical road
transport infrastructure 151 respondents affirms its high functionality while a
sizeable number of them within 89 and 48 respondents indicates that it is not
functioning and not present respectively. Similarly, 113 respondents attest to
the high functionality of road Kerbs, 64 indicates its fairness, while 29 and
174 attested to its non-functionality and non-availability respectively. Also
on the distribution of road transport infrastructure by zones, standard z score
analytical technique was adopted and the result reveal that disparity exist in
terms of road infrastructure within the zones. The study therefore recommends
that government of Kaduna state should make efforts to quantify and
rehabilitate and balance the existing road transport infrastructure while
reintroducing tolling system on strategic road infrastructures to raise
additional funds for maintenance. Also, the government should diversify its
objectives on provision of road transport infrastructures through partnership
arrangements with private sectors on the public private partnership (PPP)
however putting action into plan for the future in providing alternative means
of transport to reduce burden on the existing road transport infrastructures.
CHAPTER ONE
INTRODUCTION
1.1 Background to the Study
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).
Infrastructure can be described as a
fundamental basis or requirement of all activities of an organized society in
both social and economic dimension. It is the basic physical and organizational
structure needed for the operation of a society and the economy.
Infrastructure can be classify into
social and economic types (World Investment Research,
2008).
Infrastructure is an umbrella term for many activities usually referred to as
―social overhead capital‖ by development economist. Precisely, infrastructure
refers to a network of transport, communication and public (social)
services-all functioning as a system or as a set of interrelated and mutually
beneficial services provided for the improvement of general well-being of the
population (Ogbuozobe 1997).
Transport
infrastructures are critical substructure whose development has direct bearing
on the overall growth on the nation. Infrastructures are the major tools of
economic and strategic development. Oni and Okanlawon (2008) denotes transport
infrastructure as the major structure of component part of the transport system
offering the provision of transport service and operation.
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
transport infrastructure 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 survey also
shows that the state of Nigeria roads has remained poor for a number of
reasons. Such reasons include faulty designs, lack of drainage and very thin
coatings, which was easily washed away, excessive use of the road network,
given the underdeveloped nature of waterways and railways, which could serve as
alternative means of transport, absence of an articulated road program and
inadequate funding for road maintenance (Odugbemi, 2010). The importance
attached to the road sector reflects in government resources allocation to it
in the last decades. The road sub sector which accounted for 54% of the federal
government total public sector planned capital investment in transport in the
1962-1968 first national development plan, received more than 70% of the
allocation during the third (1975-1988) and fourth (1981-1985) development plan
period. Similarly, from 1986-till date, different development plan period has
witness annual incremental allocation of resources. The question is then how
has these translated into good road network in Nigeria judging from the
observable and eye-catching evidence and facts (Adeyemo, 1989).
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 road transport infrastructure development in Kaduna
state with specific interest in the state, types, functionality and
distribution of such road transport infrastructure 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
infrastructure, 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. Also, Aschuer
(1989) investigated the role of infrastructure in development process based on
the United States; he argued that nonmilitary public investment is far more important
in increasing aggregate productivity than military spending. He conclude that core infrastructure such as
street light, highways, Airport among others. contribute more to productivity
than other form of infrastructure, and that the slowdown of United State
productivity was related to decrease in public infrastructure investment.
Caldron (2009)
provided a comprehensive assessment of impact of infrastructural development on
growth in African countries based on econometrics estimates for a sample of 136
countries from 1960 to 2005. He studied the impact on per capita growth of
faster accumulation in infrastructure stock and enhancement in the quality of
infrastructure services for 39 African countries in 3 key infrastructure
sectors; telecommunication, electricity, and transportation (i.e. road). Using
an econometrics technique suitable for dynamic panel model and likely
endogenous regressors, the author found that infrastructure stock and services
quality boost economic growth. The findings shows that growth is positively
affected by the volume of infrastructure.
Boopen (2006)
analyzed the contribution of transport capital and growth for a sample of a
sub-Saharan Africa (SSA) and a sample of small island developing states (SIDS).
Using both cross sectional and panel data analysis. In both cases, the analysis
concluded that transport capital has been a contributor to the economic
progress of these countries. Analysis further revealed that in the SSA case,
the productivity of transport capital stock is superior as compared to the
overall capital while it is not the case for the SIDS, where transport capital
is seen to have the average productivity level of overall capital stock.
Pravakar, et al., (2010) investigated
the role of infrastructure in promoting economic growth in China for the period
of 1975-2007 using GMM (Generalized method of moment) and ARDL (Autho
regressive distributed leg model) technique , the result reveals that road
infrastructure investment have played an important role in economic growth of
China.
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.
Ogun (2010) investigated
the impact of infrastructural development on poverty reduction in Nigeria.
Specifically, the relative effect of physical and social infrastructure on
living standard or poverty indicators were examine, with a view to providing
empirical evidence on the implication of increase urban poor. The paper
employed secondary data for the period of 1970-2005. The Structure vector
autoregressive (SVAR) techniques was adopted in the analysis. The study
unequivocally discovered that infrastructural development led to poverty
reduction, which leads to economic growth. Result also shows that though
infrastructure in general reduces poverty and increase economic growth, social
infrastructure explains a higher proportion of the forecast error in poverty
indicators relative to physical infrastructure. This suggest that massive
investment in Transport Infrastructure in cities would drastically reduce
poverty and increase growth in the urban areas. Indeed, socio-economic
development can be facilitated and accelerated by the presence of Transport
infrastructure. If these facilities and services are not in place, development
will be very difficult and in fact, can be compared to a very scarce commodity
that can only be secured at a very high price and cost (Adeyemo, 1989).
The importance of road transport
infrastructure have 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 Transport
infrastructure in Kaduna 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 Transport Infrastructure
in Kaduna state and used both primary and secondary source of data.
Federal highways in Kaduna 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 intend to access road transport
infrastructure development in Kaduna state.
The following
questions will guide this research on road transport infrastructure development
in Kaduna state and are set as follows:
i. What is the state of Road
Transport Infrastructure in Kaduna state? ii. What
are the types of Road Transport Infrastructure in Kaduna state? iii. Are Road Transport Infrastructure functional
in Kaduna state?
iv. How are the Road transport
Infrastructure distributed among senatorial zones in Kaduna
State?
1.3 Aim and Objectives
The
aim of this study is to assess road transportation infrastructure development
in
Kaduna state. This aim will be
achieved through the following objectives which are to;
i. Highlight
the state of Road Transport Infrastructure in Kaduna state. ii. Characterize
the types of Road Transport Infrastructure in Kaduna state. iii. Assess
the functional standard of Road Transport Infrastructure in Kaduna state
iv. Determine
the distribution of Road Transport Infrastructure by senatorial zones in Kaduna
State
1.4 Justification of the Study
Road Transportation Infrastructure
remain the main mode of Transportation among other mode in Kaduna 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 Transport infrastructure, 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 Transport infrastructure in Kaduna state, and the existing
few, attempted to assess few Road Transport Infrastructure, say four or five.
This research will assess the state, types, functionality as well as
distribution of thirteen (13) Road Transport Infrastructure in Kaduna 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.
1.5 Scope and Limitation of the Study
The five (5) major highways in Kaduna State
that are of interest in the study, cutacross the three geo-political zones,
namely, Zone one (1) that comprise of Soba, Sabon Gari, Lere, Kubau, Ikara,
Makarfi, Kudan and Zaria Local governments.
Zone two (2) which comprises Birnin Gwari, Giwa, Chikun, Igabi, Kajuru,
Kaduna north and Kaduna south local governments. Zone three (3) consists of
Sanga, Jaba, Jama‘a, Kachia, Kagarko, Kauru, Kaura and Zangon Kataf local
governments. The five major highways are;
1. Kaduna-Zaria
highway, which is 75 Km, with National highway identification code (A2) and cut
across Kaduna, Katabu, Jaji, to Zaria,
2. Kaduna-Lere
highway, which is 340 Km, with National identification number (A235), and cut
across Kujama, Kasuwan Magani, Kufana, Idon, Unguwan patachi, Kachia, Zonkwa,
Samarun Kataf, Manchok, Kaura,Mangu, to Lere.
3. Kaduna-Birnin
Gwari highway, which is 123 Km, with National highway identification code
(A125), and cut across Buruku, Kufara Kan Hauwa, Kwanan mutuwa to Birnin Gwari.
4. Kaduna-Kagarko
highway, which is 164 Km, with National highway identification code
(A124) and cut across Rijana, Jere
to Kagarko.
5. Zaria-Kauru
highway, which is 109 Km, with National highway identification code (A236) and
cut across Rahama, Soba, Dutsen wai, Pambegua, to Kauru. (See fig 1).
Consequently, 811 km representing 28.8% of total length of Federal Road
in Kaduna state which is 2,820km (Federal Bureau of Statistics) has been picked
and assessed.
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