University of Nigeria       Virtual Library 

Serial No

ISBN 1 85628 456 5 Author 1 MBA, Chike H. Author 2

Author 3

Title

The Transport System and Socio-

Economic Development

Keywords

Description

The Transport System and Socio-

Economic Development

Category

Environmental Science

Publisher

Avebury Ashgate Publishing Company

Publication Date

1989

Signature

- - C R s k r - t W Taylor 1993

- - Xi rights rezeved No pan of th~s pt~blicatlon may be reproduced, stored In a retr~eval

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.4 C:? catalque record for this book IS available from rhe Brii~sh Library and the US Lbrary ni Congress.

CONTENTS Acknowledgements

Chapter 1 5 Introduction Robert W Taylor

PART ONE: THE CONTEXTUAL OVERVIEW 11 Chuptes 2 13

The Policy Context Robert W. Taybr

Chapter 3 25 The Historical Contsct Robert W. Taylor

PART 7WO: URBAN PLANNING 45 Chapter 4 47

Urban PIanning and Developm+nt Paron Arum Braimah

Chapter 5 57 Physical Planning Framework: An Overview Kudo Adeniji

Chapter 6 63 Economic Planning and Physical Planning: An Integrated Approach Timothy 0. Egunjobi

Chapter 7 72 The Transport System and Socio-Economic Development Harold chike Mba

Chapter 8 83 Regional Planning and Rural Development Timothy 0. Egunjobi

Chapter 9 93 Training Town Planners in a Depressed Economy Kunle Adeniji and 0.Y @enwe

PART THREE: HOUSING 191 Chapter 10 103

Urbanization Trends and Houqing Lcuis C. Umeh

Chapter I I Public Housing Policm and Programs: An Analysis Harold Chike Mba

Chapter 12 The Urban Poor's Perception of Housing Conditions Adenrele Awotona

Chapter 13 Manpower Problems in the Building Industry Tunde Agbola

Chapter 14 kio-Cultural Dimensions of Public Housing Timothy T Gyuse

Chapter 15 Housing Facilities and Urban Environmental Quality R.A. Olu Sule

Chapter 16 The Tropical Environment and Housing Comfort R.A Olu Sule

PART FOUR: LAND POLICY Chapter 17

The Evolution of a Land Policy Chlke E Okolocha

Chapter 18 Land as a hnstraint on Wrbnn Housing helopment R.A Oiu Sule

Chapter 19 New Towns: The Concept and Relevance Gideon E D. Omuta

Chapter 20 The Budding of a New Capital City: The Abuja Experience Louis C. Umeh

Contributors Bibliography

ACKNOWLEDGEMENTS

This edited collection Is the olttcome of a paper first p rwn ted a t the World Congress on Laild Policy. held in London. England, in 1986, and sponsored by the Lincoln Institute of Land Policy. the International Centre for Land Policy Studies, and the Urban Institute. Funding to attend the Congress was in part provided by the School of Humanitla and Social Sciences and the Department of Environmental. Urban and Geographic Studies of Montclair State of New Jersey. This pager was later revised and published in a n article appearing in 1987 in the international journal. URBAN LAW AND SOCIETY

I would like to thank the Fulbright Progmm which through Its international faculty stchange program allowed me the upportunity to experience firsthand the urbaniza- tion process In Africa a s a vlsiting Fulbrlght Professor at the University of Jos, in Jos. Nigeria. I also would like to thank the faculty and administration at UniJos for contributing to a very enjoyable y e a r on their campus. and especially to my col- leagues in ~ e o ~ r a p h y . u h n planning and architecture who expanded my knowledge of planning in developing countries.

And lastly, I wmld like to thank the contributors to this book, whow patience and knowledge ofihe subject allowed me to bring this book into being.

Robml W. Taylor Montclair Stat@ Upper Montclair, Nav J e w . U.S.A

CHAPTER '/

THE TRANSPORT SYSTEM AND SOCIO-ECONOMIC DEVELOPMENT

Harold Chike Mba

Measmes for achieving national socio-economic development have usually been main- ly ecoeomic. Not only have social and other aspects of national development received inadeqnate attcntion, but the role of the planned environment has often been relegated to the background. Yet, experts in the field of development planning have contimed to stress that the planned environment is a useful and necessary pre-condi- tion fm regional and national development (Vagale, 1974).

This point of view is best illustrated by the relationship that exists between the nationd transport system and socio-economic development. It is the purpose of this chapter to examine the role of transportation planning in the harnessing of national re sou:^.

The Transport System and Socio-Economic Development

Fund3mmtc!!y, the purpose of the transport system is to facilitate the movement of peo*goods and services within and between places. The degree to which this objec- tive is achieved determines the level of socio-economic development that can be at- tainrdThercforc, thr: transport system affects socio-economic development in various ways. first, a good trmsport system facilitates the movcment of food and other

agricultural products from isolated and distant rural farms to urban areas. This in- cludes the movement of raw materials to factories and workshops. However, inade- quate and poor transport systems seriously impede the movement of raw materials to the industrial plants where they are needed for increased output. This is detrimental to the growth of a nation's Gross Domestic Product, and indeed, to the whole develop- ment process.

Secondly, an efficient transport system enhances the delivery of products from producer cornmunitics to purchaser communities within and outside the country. Therefore, cconornic activities depend on the transport system for the movement of both physical inputs and outputs.

Third, an efficient transport system facilitates the movement of passengers arid freight on community streets and highways. These community streets and high- ways serve as corridors for the movement of pedestrians, bicycles, and motorized vehicles. They, indeed, are part of the basic necessities for the socio-economic development of any society.

Since mobility is essentiat for prompt delivery of goods and services, it is important that obstacles to accessibility within and between the regions of the nation be minimized. It has, in fact, been established that there is a strong relationship between mobility and affluence, and between immobility and poverty. This has been documented in several World Bank reports. It is known, for example, that the areas of the world in which the majority of the population has access to efficient transport facilities corresponds to economically developed regional areas. On the contrary, the areas still characterized by considerable limitations in the form of inefficent transport facilities correspond to the less developed regions. Table 1 shows that in the less developed areas of the world, namely Africa and Asia, the motor vehicles in use in 1972 were respectively 7.9 and 8.5 per thousand inhabitants. However, thz number of motor vehicles in use in Europe and North America at the same period were respec- tively 191.5 and 548 per thousand inhabitants.

Table 1 Motor Vehicles in Use by Major World Regions in 1972

Major World Regions Motor Vehiclar in Use per Thousand Tnhabllant) in 1972

Africa 7.9 Asia 8.5 Polynesia and Micronesia 34.0 Latin America 44.7 Europe 191.5 United States and Canada 548

Scurce: Wwld Bank. Urban Transport. Sector Policy Paper, May 1975

- - The World Bank reports also show that in many developing countries, an - appreciable percentage of the population still use non-motorized transport in small -

urban and rural areas. These types of vehicles include bicycles and tricycles (World Bank, 1975). However, these non-motorized vehicles are unsuitable for the delivery of god of the magnitude and type that are usually conveyed either within urban areas or ktween urban and rural areas.

Moreover, whereas the developed countries have adequate coverage of all modes of transport facilities, the less-developed areas are characterized by very scanty c o v e e of the transport system. In addition, some of these less-developed countries have continued to invest disproportionately low levels of their G.D.P. in the transport sector. The implication of these findings are far reaching. Any society that really desires to achieve societal development must make provision for a good transport system The system must include modern and adequate network of such traffic modes as roads, railways, waterways and air routes. The provision of such facilities will go a long my towards achieving the specific transport sector objectives of the nation.

The Role of Transportation in the Socio-Economic Development of Nigeria

Having dwelt on the role of transport system planning generally in the harnessing of resources for socio-economic development, it is perhaps now appropriate to focus attention on the situation in Nigeria. In this context, it will be useful to begin the discussion with some thought-provoking questions. Has Nigeria's transportation ob- jectiw been met by the investments so far made in the transport sector? If they have not been achieved, what are the causes? Documentary evidence from official govern- ment publications, and actions, as well as information from some other publications will he useful in the search for the answers.

The importance of the transport system has long been recognized by the various past governments of Nigeria. For example, a Federal Government White Paper on Tnnsportation Development which was published as far back as 1965 clearly spelled out the country's transportation objectives as: "co-ordinated development, economic efficiency, and by implication, the support of national objectives like the opening ~p and binding together of the nation." In the process of the preparation of the Third National Development Plan, two more specific objectives were added to the above These included: "... ensuring increased safety and the provision of better service to thme who use the transport system ...." It was further stated that these two additional objedves were aimed at "ensuring that the purpose of the present heavy investment in facilities and equipment is not defeated. . . ."

During the Fourth National Development Plan period, however, the transport pro_enm was much more focussed on achieving the objectives of the Green Revolution and h s e of the massive industrial programs. Although all the above stated objectives

are of a long term nature, and cannot be fully assessed, it is clear that they are far from k ing achieved. This failure in the achievement of the transport sector objectives has been attributed to problem investments in the sector arising from lack of experienced and dedicated manpower resources.

Problem Investments In the Transport Sector b

Most of the investments so far made in the sector have mt been appropriately made. Although the iavestments have been quite substantial, they have not been made in places where they are most needed.

In other words, the przorities were not properly worked out with a view to achieving the stated objectives. Table 2 shows the public sector planncd capital invest. rnents on transport facilities during each of the past Plan periods. It is easily observed that the transport sector allocations have grown steadily from 309.092 million naira in the 1962-1968 Plan period to 10,706.616 million naira in the 1981-1985 Plan period. The increase has been substantial indeed.

However, most of these allocated amounts of money were spent on projects that should not really be priority projects This is because the priorities of the different transport systems were not properly worked out in accordance with the priorities of the development projects in the economic sector. There were instances when huge sums of money were allocated to new or existing industrial and agricultural projects without provision for the roads that would be necessary for servicing them. Moreover, there were instances when considerable investments were made for transport facilities that did not support any priority projects. The reason given for this type of investment is that transport facilities should be equitably distributed throughout the cbuntry.

Without giving the impression that even distribution of transport facilities throughout the country is not a genuine objective, it is pertinent to mention that the different geographical areas of the country are not equally endowed with the natural resources that need to be urgently tapped and utilized in the enhancement of national development. Therefore, resource management efforts have to be prioritized Onyernelukwe (1977, p. 35) has expIained that the inability to understand the inter- relationship between the various sectors of the national economy within the systems framework is one of the major causes of misptaced priorities in ranking, funding and phasing of projects.

Undoubtedly, the nation's resources are immense; but they ought to be properly harnessed for the purpose of optimizing development efforts. Exploitation of petroleum and other mineral resources, as well as human resource engagement in such activities as agriculture, manufacturing, commerce, health services, education and welfare services, requires an efficient transport system. It will indeed be useful to discuss, evcn if only briefly, the relationship between the transport system and the above identified human activities.

The Transport System and Mineral Resource Exploitation

Thc mining sector accounts for a much greater percentage d the nation's Gross Domestic Product than any other sector. The most important element in this sector is petroleum, which currently accounts for over 80% of the country's toreign exchange earning. In view of the importance of petroleum to the nation's economy, it is impera- tive that its supporting infrastructure, especially the transport system, should be com- mensurately developed. It is fortunate for Nigeria that foreign petroleum prospecting companies in the country have ensured an adequate level of investment is made on the transport facilities that are needed in their operations. Such companies as Shell-BP Petroleum Development Company of Nigeria Ud., Mobil Nigeria Ltd., and other petroleum prospecting companies, have regarded supporting transport facilities as an integral part of their petroleum exploitation projects. Therefore, before any drilling activities are started on new crude petroleum wells, all the necessary access roads to the well sites are properly located and constructed. The access roads are usually coated with bituminous material so as to ensure that they will be durable enough 10

serve the purpose for which they were constructed. Transport facilities for petroleum prospecting activities are not limited to

road transport alone. Air and water transport facilities are also provided. Although these facilities are considerably expensive, they are regarded as essential parts of petroleum ex-ploitation activity especially in the difficult and swampy areas of the Niger Delta (Mba, 1978. p. 77). Without these facilities, prospecting in the area would have been impossible. However, for prospecting activities on land areas, water transport facilities would be inappropriate. Moreover, in locations that are close to the ., operating base, air transport facilities are not necessary. In effect, the cost of providing transport facilities in such locations may be less than expected, depending on the distance of the petroleum well site to the operating base. The implication of the above is that site devclopment costs vary from site to site, and are not usually assumed. Every site deve!oprncn! project requires a thorough feasibility study since assumpt: ions are indeterminate.

An important lesson that needs to be learned by the public sector from the mode of operation of the foreign petroleum prospectors in Nigeria is that allocation of

o transport facilities in my development project should not be done in an nanner. Allocations to transport facilities for a project should not be assumed L constant proportion to the total cost of the project. However, a look at s development Plans since 1962 shows that the transport sector allocations as a Ige of plan sizes have gravitated around 20% (See table 2). It does appear that :ations to the transport sector are usually made on the basis of plan size, and ssarily on the basis of scientific feasibility studies. It is, therefore, not surpris- although most of the allocations to the transport sector were actually spent, d v e s of the plans were hardly achieved. It is often discovered much later in ution of a transport project that the provided allocations were far too small to e transport system to the level at which it could be of any use to the main ic project it is supposed to service. What has been stated in connection with petroleum deposit areas is also de to other mineral deposit areas of the country. These include iron ore in Itakpe; coal deposit in Enugu, Lafia, Okaba, Ogboyoga, and Orukpa; tin in Jos, and several other mineral deposits in the country. Since mineral resour- currently very crucial to the economic development of the nation, their majo'r F concentration should be necessarily included in the priority areas for ns of transport facilities. This will ensure ready accessibility to those areas, and ilitate the nation's productive activities in the mining sector. Provision of an e network of roads and other modes of the transport system will not only boost iuction level of the mining industries, but will also facilitate the location of the manufacturing industries which will utilize their outputs as inputs.

Insport System and Manufacturing Industries

%ion on the location of certain types of manufacturing activities will, to a large oe dependent on accessibility to raw input materials from the extracting in: , among other economic factors. When secondary industries are located near ~g industries, transportation costs are considerably reduced (Alonso, 1964). In however, many manufacturing industries have often been located far from

lary industries on which they depend for their major raw input materials. In stances, local political considerations seem to outweigh national socio- ic objectives. The location of foot-loose industries, however, is less dependent on where the 2s that supply the raw input materials are located. Such industries can, there- located in the geographical areas that are not endowed with economically natural resources. The implementation of the objective of equitable distribu- xonomic development projects ought indeed to be confined to location of se industrial activities. Opportunity should then be taken to develop an ade-

quate system of transport facilities not only for servicing these industries, but also for developing the areas. It is important that political considerations should not be brought into the issue of siting of industries that have their ideal and optimal locations. Such practices are counterproductive, and will continue to hinder the nation's pace of development.

The Transport System and Agriculture

The agiculturat sector is one of the areas where the efficiency of the transport system is very crucial. Unfortunately, however, this sector has never really been provided with adequate transport facilities needed for movement of agricultural products. Onyemelukwe (1977) highlighted the issue when he stated as follows: "...many produc- tive agricultural areas are still virtually out of the effective reach of the urban centers which they are meant to serve with food and industrial raw materials ... (p. 341."

Most food producing areas of the country are capable of producing enough food crops to feed the nation (Nelson, 192). Yet, the access roads to the distant farmlands are either grossly inadequate or non-existent. The basic food crops like rice, yam, corn, millet, sorghum, maize and cassava are produced, but they remain out of the reach of the markets in the urban areas. The difficulty in the movement of agricul- tural products, especially food crops, has resulted in scarcity of food and high cost of thc available stock.

The situation is not different for non-food crops, some of which are necesary inputs to many types of manufacturing activities, and some of which are for export. These include cocoa, oil palm produce, groundnut, industrial fiber, rubber and a few other crops. The movement of these products from producer areas to the manufactur- ing plants within and beyond the country is crucial to the economic progress of the nation. Although the agricultural sector was highlighted as a priority area in the Third and Fourth National Development Plans, the aIlocations actually made for thr. provision of transport facilities in the sector were inadequate. Crop cultivation and other agricultural production efforts have been frustrated by lack of transport facilities. The dcleterious effects of this on the economy have been immense.

The Transpwl System and Commerce

Like the other sectors of the economy, the commerce sector has had its share of problems arising from poor transport facilities. These problems have affected both intra-state and inter-state trade. Much of the cargo moved within the country has been hauled through roads which are overused and in poor condition. Even the more modern roads, like the Lagos-Ibadan and Mushin-Benin expressways, suffer from overuse because of the concentration of very heavy [raffic on them. The consequence

k has been the high incidence of accidents and the resultant loss of lives, goods pper ty . The strains and stresses on most of the other roads constituting the d road network of Nigeria is also significant.

The coordination and development of the major road network in Nigeria :d in 1925 with the establishment of the "Road Board," which was later known as Communication Board" (Federal Republic of Nigeria, 1975). The original road nk, which was skeletal in nature, was designed partly to serve as linkages be- iadministrative centers, and partly to serve as channels for movement of agricul- products to the seaports for export trade. Although this road network has since expanded, it has proved grossly inadequate.

Like the road nztwork, the railway network was initiated by the British ia! Administration. However, the first rail line project started in 1895 with the west-northwest line linking Lagos with Kaduna, Zaria, Kano and Enugu. Started 11, the southeast-northwest line reached Port Harcourt in 1927. This rail line links Hscourt, Enugu, Kaduna, Zaria, and Kaura Namoda. Those two major rail lines accounted for an appreciable proportion of the nation's north-south bound ex- pods. Some other branches of the railway system, especially the KafanchanV- @ri rail line, also account for a large amount of goods transport. However, the ges from the remote hinterlands to the rail lines are still undeveloped. An east- rail line linking the eastern and western states of the country had since been 35ed (Mba, 1978, p. 76). If this proposal had been implemented, it would have a bng way in solving the goods transport problems of those areas.

Transport System and Health Services

h-el of efficiency of such a human service activity as the health service delivery avery much depends on the level of efficiency of the transport system. Without a transport network, access to physicians and other categories of health workeis e impeded. This will result in poor health delivery system, which could be harm- I both the working and non-working population alike. The productivity of an ahhy labor force can hardly be optimal.

Yet, one of the major problems plaguing the health care delivery system in ia is the nation's transport system. This is especially so in the rural areas where are usually little or no health care facilities, and from where such people often 19 be conveyed through poorly maintained roads to urban health centers sgveral wers away. The magnitude of the ijrcblem is better appreciated when it is real- k i t a majority of the Pu'igerian population live in rural areas. Indeed, it is relevant msel that until adequate health care facilities can be provided in both the urban aral areas, the existing transport systems need to be both improved and main- 1

The ! Transport System and Educational Facilities

Likr edu tran kc1 dist trav are non wid f ~ r i lop! cou are

Tht

An! dev the] in t Fou link

Pro be i was obj~ tha~

still urb are i m ~ tho the con wit'

mir the

e the heaIth care delivery system, the degree of accessibifity of the population to cational facilities directly and indirectly affects their productivity. Where the [sport facilities in a locality are grossly inadequate, access to educational facilities omes difficult. In Nigeria at present, educational facilities are still inadequately ributed. In some parts of the country, even primary school children still have to ,el long distances to school. Mare often than not, the access roads to the schools no better than footpaths. Modern transport facilities are either too meager or eeldstent. Poor transport facilities can surely constitute a great impediment to espread development of an educational superstructrue in Nigeria. Efforts towards nulation and implementation of educational policies must take cognizance of the {idedness in the geographical distribution of educational facilities across the ntry, and the transport problems encountered in areas where distances to schools appreciably long.

! Transport System and Urban and Rural Systems

v discussion of the relationship behveen the transport system and socio-economic elopment would be incomplete without reference to the settlement system. It is, refore, relevant to touch on this important issue which was much more higfiIighted he Fourth National Development Plan than in any of the previous Plans. The ~rth Plan contained elaborate policy statements on the issue of urban and rural :ages and development. Extensive infrastructural expansion projects were posed for this plan period. The Nigerian States Urban Development Project was to initiated. The project, which was to involve all the governments of the Federation, I to bz funded partly by those governments, and partly by the World Bank. The tctive of the scheme was to develop the rural areas and make them attractive, so t the age-long rural-urban migration problem could be solved.

Although the scheme was said to have taken off in some states, its impact is to be felt. Infastructural facilities, especially adequate transport routes, in the

an and rural landscape have remained an illusion. Human productivity in urban as continues to be less than optimal in the face of heavy traffic congestion. The )act of this on the nation's Gross Domestic Product has been quite adverse. Al- ugh the situation in many of the major towns in Nigeria has been quite unpleasant, transport problem in Lagos is the most acute. Residents of Lagos have often been

npe!led to spend several hours of their valuable time on a 10 to 15 kilometer trip hin Lagos.

As a means of reducing the traffic probtems of Lagos, t k Military Ad- ~istsstioa under General Obasanjo in the late 1970's enacted a decree rationalizing operation of private cars on the major arterials of Lagos. Even and odd numbered

m e to ply the major streets on different working days of the week. Although the e appeared to have been quite effective for a while, its effectiveness was eroded h i l i e s and households began buying two or more cars, and ensuring that they t least one of the cars registered with an even number, and another registered m odd number.

Several other efforts have been made to solve the traffic problems of Lagos. qothers, these have included construction of expensive ring roads and fly-overs, xovision of mass transit facilities. However, these efforts have often been ted by the population explosion which has continued to plague Lagos. Several 1s have stressed that the traffic problem; of Lagos can best be solved by mte decentralization of its current complex functions.

Finally, the linkages beiweeil urban areas, and between urban and rural areas v i a , as well as the role of the transport system in the economy has not been proper attention. Onyemelukwe (1977, p. 34) has emphasized that among other , h e urban and rural areas of the nation's economy need to be linked through an iive network of durable roads before appreciable socio-economic change and ma1 transformation can be achieved. He has also maintained that a good syste'm rable roads is essential for maximizing the benefits of increasing production and ads at both ends of the urban-rural settlement system. Unfortunately, inefficient rort facilities have continued to hinder proper development of our settlement a, and hence the nation's economy. Only well coordinated policy measures will nble of effectively dealing with the situation.

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