T h e P a c i f i c I n s t i t u t e f o r S c i e n c e s a n d C u l t u r e s

VOL 2013
Journal of Society and
Communication



420




Appraisal of Regional Mobility in Lokoja, Nigeria


Olorunfemi, S.O.
Department of Urban and Regional Planning
Federal University of Technology Akure, Nigeria


Basorun, J.O.
Department of Urban and Regional Planning
Federal University of Technology Akure, Nigeria








Journal of Society and Communication
Volume 2013, 420-446
http://journalofsocietyandcommunication.com
421

Appraisal of Regional Mobility in Lokoja, Nigeria

Abstract. Human ability to move freely from one location to
another is a critical problem to business, employment,
accommodation etc in most regions worldwide. This paper,
therefore investigates the means of mobility in Lokoja region,
the commercial nerve of Kogi State, Nigeria. The study was
conducted using questionnaires and field observation in the
collection of data, while descriptive statistics such as
frequency counts and percentages as well as Pearsons
Correlation test were employed in the data analysis. The major
means of mobility in the region are road and water transport.
Result also indicates strong correlation (0.91) between cost and
time of movement in the region. To enhance mobility in the area,
Government is required to construct more motorable roads with
adequate infrastructure and create Agency or Board that will
monitor the existing water transportation system.


1.0 Introduction
Over the decades new approaches to the study of motility
have emerged across the field of social sciences, involving
research on the combined movements of people, in all of their
complex relational dynamics (Sheller, 2011). Different reasons,
no doubt, impel people to move, or change location. These
422

include, better economic, political, cultural benefit and to
enjoy certain amenities (Edet and Jenny, 2007). Academic
interest in geographic mobility, however, has increased in view
of current trends in technology, society and mobility in complex
ways that do not reflect in the basic modeling processes often
adopted based on preferences and choices made under extant
transport and wider social conditions (Vigar, 2002).
The provision of infrastructure facilitates and enhances
the comfortability of a place, while the insufficiency or in
availability heightens the propensity to move. The situation
usually induces a stress-strain effect on the individual or
group and acts as a push factor, which catalyzes the decision to
move or stay (Edet and Jenny, 2007). Generally, individual
mobility is a significant aspect of any space economy. It is an
expression of individuals free will, occurring with the view to
overcoming friction of distance and movement to different
activity centres in rural or urban areas. For instance, trips to
work, schools, markets, recreational centres and banks are
undertaken in order to procure such services located in urban
spaces (Adetunji, 2010). The segregation between residential
areas and different land uses owing to the high rate of
urbanization in towns and cities in African countries, and
Nigeria in particular, has led to high travel demands, which
423

rely mostly on automobiles with complex traffic on urban routes
(Adetunji, 2013).
Mobility research overlaps with some aspects of study on
globalization, communications, migration, border issues, tourism,
cultural and transport geography and the anthropology of
circulation, but varies in its scope, focus and methodology from
each of these (Sheller, 2011). In the sociological literature,
the term mobility is usually connected with the idea of
social mobility, referring to an individuals categorical
movement up or down the weighbridge of socioeconomic classes. In
urban planning term, it connotes spatial movement of people from
one location to another either temporarily or permanently with
adequate references to social factor resulting from push or pull
factors (Basorun, 2004; Sheller, 2011). Mobility in a broader
sense includes at least two interrelated dimensions of human
interaction; namely, spatial and temporal mobility (Kakihara and
Sorensen, 2006). Spatial mobility denotes the concept of
physical travel, which is the most immediate aspect of mobility,
while temporal mobility represents the consequences of spatial
mobility, as in speeding up and saving time. These two
dimensions represent the function of efficiency resulting from
mobility.
424

Lokoja is a confluence and historic city in central Nigeria.
It has experienced series of changes of political status in the
past five decades; first as provincial capital, later as Local
Government headquarter and now as State capital. Consequently,
it has attracted population from towns and villages in its
region for involvement in different economic activities for
survival (Olorunfemi, 2013). The major means of transportation
in the region are road and water transport. Those that are
linked by river Niger and Benue navigate through locally-made
canoe to the hinter land. Currently, the construction of dams on
the two rivers has hindered the efficiency of water
transportation within this region. Although the Federal
Government has started the dredging of river Niger in Lokoja to
harness its regional economic development (Ahmed, 2009), yet,
mobility is constrained. In the context of this study, the
assessment of mobility in Lokoja remains the primary aim while
the objectives are to: (i) examine the various modes of
transportation in the city; (ii) identify the transport
bottlenecks and operational deficiencies, and (iii) assess the
operational efficiency of the ministry/agency in charge of
transportation in the region.


425

2.0 Literature Search
In literature, mobility is seen to be a complex phenomenon
as decision to move has long been examined from different
perspectives. Edet and Jenny (2007), from the social
psychological view, see it as household movement under various
forms of stress which the economist considers as a way of
maximizing satisfaction of the household requirements. The
ecologist sees it as an element in a larger pattern of movement
or part of the process of growth and succession. However,
mobility is seen as incorporating both large-scale and local
movements of people, capital, information and objects from one
location to another through a certain medium.
Mobility is the backbone of activity system of human race
(Olufemi and Oluseyi 2007). It has important implications for
both individual and population. The fact remains that people no
longer live in the same house, neighbourhood, village, town or
city throughout their lives time and this trend has tended to
uproot families from kins and friend (Withnow, 1994). Edet and
Jenny (2007), opine that mobility poses a problem to home,
neighbourhood, village, town or city because it leads to
reduction in population or labour force from the sending area
and results to increase in population at the receiving area. In
most cases, the attraction in the receiving areas include high
426

wages, improved housing, employment prospect, social amenities,
availabiliabity of market or business opportunities etc which
stimulate individual and families to have a change of residence
or place (Basorun, 2004).
The reasons for people to move from one region or location
as opined by Getis, (2000) include: (i) changes in residences or
an area in association with individual personality (Chronicle
mobility); (ii) changing career such as getting a job, transfer,
receiving a career or retiring; (iii) changing in life course as
a result of marriage, divorce and need for space or apartment,
particularly when children leave home to settle on their own;
and (iv) forced movements associated with urbanization,
construction, building deterioration, war or violence or
similarly rejected alterations in activity space. Classical and
neoclassical theories have been used over the years to explain
human mobility behavior including migration between places, on
the basis of economic differences. The increasing rate of
urbanization in Africa has opened up new intervening variables
within the urban space that require consideration. Accounts on
mobility in Nigeria are many, yet, there has been little effort
made towards differentiating mobility from migration. In the
views some scholars, the later signifies permanency of stay in
respective destinations (Adegbola, 1972; Surdakassa, 1977;
427

Afolayan, 1991; 1996; 2004; Makinwa and Afolayan, 1995; Godwin
2012). In several of these studies, the focus has been on
traders as an economic entity, less on their activities
generating mobility and on factors that dictate their movements.
For the later, economic explanations often given, are that their
movements are from centers of supply to those of demand. But,
economic factors alone cannot explain adequately factors that
dictate the volume, direction of flows, frequency, duration and
the dynamics of any of these aspects of traders mobility within
and outside Nigeria (Godwin, 2012)
Lokoja region has been in existence right from the colonial
period and the means of mobility in the region has been through
road and water (Nasir, 2012). Roads accommodate and ensure the
safety of all modes bus transit, automobile, walking and
cycling. Nigeria has become increasingly dependent on the road
system to meet virtually all its inland transport needs since
the rail, pipeline and inland waterway systems have deteriorated
(Ezeocha, 2011). Road transport in Nigeria accounts for more
than 90% of the sub-sector. Road transport activities involve
the conveyance of passengers en-masse or in small numbers, the
transportation of animals, farm produce and merchandise and the
rendering of mobile services. Nigeria has the largest road
network in West Africa and the second largest south of the
428

Sahara. The national network is currently estimated to be
194,200km of which 34,120km (17.6%) are federal roads, 30,500km
(15.7%) state roads and 129,580km (66.7%) local and rural roads.
However, the federal roads network carries 70% of freight in the
country (Obi-Igbokwe, 2009).
Majority of the roads within Lokoja region were among those
constructed during the colonial period as capital city of the
then Northern protectorate. Inland water transportation in the
region also dates back to this period when it was fully utilized
for movement of goods and people from coastal areas to the
hinterland and vice-versa (Ahmed, 2009). Lokoja is a regional
center that attracts population from its surrounding towns and
villages due to its status as capital city of Kogi State,
Nigeria and also as intervening city between Abuja (The Federal
Capital Territory) and Lagos. In its region are mineral
resources, the most important being limestone which attracted
the establishment of cement factory at Obajana and facilitated
the development of regional market in the area. The center is
favoured by the presences of River Niger and River Benue which
are the two longest rivers in Nigeria that flow into the
Atlantic Ocean (New Nigeria, 2009) and serve as tourist
attraction for people across the nation. It is an administrative
and commercial city in the central Nigeria where the cost of
429

Map of Lokoja Region in its National
Setting
Source: Ministry of Land and Environment,
Lokoja 2012

movement and distance have been the major impediments to
mobility.

3.0 The Study Area.
Lokoja region within the context of this study is the
(Lokoja) Local Government Area in Kogi State in North Central
Nigeria with a population of 196,643 people (NPC, 2006). It was
one of the oldest cities in Nigeria before it became the State
Capital in 1991. Before then, Lokoja enjoyed a great deal of
prominence as a trading port during the boom days of Europeans
commercial activities and essentially as a Confluence city
surfing traffic from both
River Niger and Benue and
the Atlantic Ocean. At
that time, the United
Trading Company (U T C)
was established to operate
in Lokoja where it
constructed a Wharf for
off-loading their goods
for importation and
exportation.
Lokoja as a region
430

is highly heterogeneous in nature in terms of languages. There,
we have English Language as the major means of communication
with some local Languages such as Yoruba, Oworo, Nupe, Tape,
Hausa e.t.c. The region lies on longitude 7
0
.49N and latitude
6
0
.45E and is approximately 162 kilometers from Abuja, the
Federal Capital Territory (FCT) Nigeria. It covers an area of
about 20 square kilometers and enjoys an annual temperature of
between 40
0
C
to 42
0
C
(KMCI, 1991). The area experiences hot
weather almost every time and little of extreme cold weather
between September and February. The major occupation of the
people of lokoja is farming, trading and fishing. The crops
grown include: yam, cassava, beans, maize among others. The
major markets that operate in the region are: Lokoja, Adankolo,
Abugi, Jamata and Mammy markets. Lokoja region is divided into
five (5) districts namely; Lokoja, Oworo, Kupa, Kakanda and
Eggan districts. The entire Local Government Area is bound in
the North by Niger State, in the East by Kogi Local Government
Area, in the West by Kabba/Bunu and Okene Local Government Area
and in the South by Ajaokuta Local Government Area.

4.0 Research Methodology
The population under study is that of the users (commuters)
and operators of public road and water transport in Lokoja Local
431

Government Area (LGA). The research instrument used was a well-
structured questionnaire in which the variables were structured
in question form and responses were sought from the respondents
in pre-coded alternatives. Five (5) final year students of Urban
and Regional Planning of the Federal University of Technology,
Akure, who acted as research assistants and had earlier been
tutored by the authors, administered the questionnaire through
face-to-face contact with the respondents (commuters and
operators of public road and water transport services) at the
terminals during working hours for two weeks in June, 2013. They
were instructed to read and interpret the questions to the
respondents. In order to determine the sample size for the study,
the weekly record of movement were sourced from the public road
transport service operators (NURTW and ACOMORAN) and water
transport service operators in Lokoja region. An average of 5000
commuters and 150 operators for public road transport service as
well as 1,150 commuters and 30 operators for water transport
service were arrived at while 10% of the populations were
sampled. Altogether 615 commuters and 23 operators were sampled
for both road transport service and water transport service
respectively in the region (Table 1). These were disaggregated
proportionately to the terminals in the area.

432

Table 1: Sample Size
Means of
Transportation
(Mobility)
Target
Population
(Commuters)
Per Week
10% Sample
(Commuters)
Per Week
Target
Population
(Operators)
Per Week.
10% Sample
(Operators)
Road Transport 5000 500 200 20
Water
Transport
1,150 115 30 3
Total 6,150 615 230 23
Source: Authors Field Survey, 2013

The simple random sampling technique was adopted and data
collected were subjected to analysis at two levels. The first
was univariate analysis which described the attribute and
behavior of each variable. The second was bivariate analysis
which described the relationship between pairs of variable.
Specifically, the Person Product Moment Correlation Coefficient
(R) test was used.

5.0 Discussion and Findings
5.1. Socio-economic of Commuters
It has been widely established in literature, that trip is
usually affected by factors such as sex, income, age, occupation
etc (Okoko, 2006; Maitri and Sarkar, 2010; Basorun and Rotowa,
2012). It was observed that more females (62.5% for road
433

transportation and 65.2% for water transportation) engaged in
trips within the region than males (Appendix 1). This is because
they are mostly involved in trading activities to sustain and
support their men in the provision of domestic needs to the
families. The occupational status of the commuters in the region
shows that majority of those that patronize the road transport
system and water transport system are traders (51.0% for road
transport and 47.8% for water transport). This is followed by
artisans and professional (26.2% for road transport and 27.8%
for water transport) most of who earn between N20,000-N30,000 or
$125.0-$187.5 (42.2% of road transport) as their monthly income
while majority of the commuters of water transport (39.1%)
claimed to earn between N30,000-N40,000 or $187.5-$250.0 monthly.
The cost of travel within the region also varies with the
transport mode. Majority (43.4%) of the commuters of road
transportation in the region spends above N500.00 or $3.1 on the
average to travel from one place to another particularly on the
un- tarred roads. Unlike the water transportation system where
majority (33.9%) claimed that the average cost of travel on
water within the region ranges from N200 to N300 or $1.3 to $1.9
per trip. Although, it has been confirmed that water is the
cheapest means of transportation (Okoko, 2006; Maitri and Sarkar,
434

0
10
20
30
40
50
60
70
0 1 2 3 4 5
Road Transportation
Water Transpotation
Figure1: Waiting/delay Time at Terminals
Source: Authors Field Survey, 2013
2010), road transportation system still remains the most
patronized mode of transport in the region

5.2 Waiting Time/delay at the Terminal
In the study area, the commuters waste a lot of time before
leaving the terminus as result of high level of patronage
particularly on market days in Lokoja, where most of them rush
or queue for vehicles.
For instance, the
commuters of road
transport mode are
often delayed for a
period of 5 minutes
(50.0%), 6-10 minutes
(30.0%) and 11-15 minutes (20.0%) depending on the modal choice.
As for water transport mode in the region, majority of the
respondents (60.9%) normally wait for 11-15 minutes at these
terminals. This is due to the time taken for loading at the
origin and offloading at the destination.

5.3 Mode of Transport.
The modes of road transport available to commuters in
Lokoja region are Okada (motorcycle) popularly called goin in
435

the study area, car (taxi) and bus while the mode available for
water transport includes canoe, engine boat and semi-ferry. The
proportion of commuters patronizing each of the available modes
varies (figure 3). The use of okada (motorcycle) is the dominant
mode (50.0%) among the available mode of
road transportation in the area. This is because motorcycle is
the only available means of transport that provides door-to-door
service in the area. The increasing use of motorcycles for urban
public transport service emerged to fill the gap in the demand
and supply of public transport in most urban centres in the
country (Gbadamosi, 2007). As earlier noted by Rietveid (2001),
the following major factors have attracted the use of
motorcycles as means of public transport in most places of the
world: (i) they complement the concept of multi modal transport
chains; (ii) serve as are cheap transport mode; and (iii)
provide door-to-door transport. More importantly, the untarred
nature of most of the roads in the region has also increased the
rate of patronage particularly in areas not accessible by cars
and buses. According to the Head of Works Department in Lokoja
LGA, the situation has made it difficult for people in some of
the areas to transport their farm produce to the city particular
during the rainy season as no vehicle can plight the roads.
436

Figure 2: Transporting vehicle and passengers across
River Niger in a Semi-ferry in Lokoja, Nigeria
Source:
www.google.com.ng/imgres?imgurl=http://omoegua.com
0
20
40
60
Motocycle Car/Taxi Bus Others
Motocycle
Car/Taxi
Bus
Others
33.3%
66.7%
Canoe
Engine Boat/Semi
Ferry
(a) Road Transport (b) Water Transport
Engine boat/semi ferry remains the dominant mode (66.7%)
available to commuters of water
transport in the region,
followed by canoe (33.3%).
Information from the Head of
Research Department, National
Inland Water Way Authority
(NIWA) Lokoja, reveals that the
engine boat and semi ferry
served extensively during 2012
flood incidence in Lokoja when most of the roads in the region
were submerged by water. During this period the engine boat/semi
ferry were used to convey commuters and their goods as well as
vehicles (bicycle, motorcycle and car) to the hinterland.




Figure 3: Means of Movement in Lokoja
Region
Source: Authors Field Survey, 2013
437

5.4 Mobility and Transportation Challenges.
The major mobility challenge in the region is the high cost
of transportation due to the fact that most of the roads are not
tarred and those that are tarred have degenerated and
deteriorated, with pot-holes that make it difficult for smooth
driving. The operators of road transport attributed this to high
cost of obtaining spare parts of vehicle (33.4%), cost of
maintenance (30.0%) and poor state of the roads (36.6%). Basorun
and Rotowa, (2012) quoting Mabogunje (2008), observed that most
of these vehicles are already used imported cars/buses which
quickly become old and rickety with propensity to smoke and
break down regularly coupled with the dilapidated state of our
road. Similarly, Abii Tsige (2009), based on UN conference held
in Addis Ababa in 2009 identified the the major constraints
facing the development of transport in African (Nigeria
inclusive) to include: inappropriate national policies and
limited implementation of national, sub regional and regional
agreements, poor state of road network, inadequate human and
institutional capacity, and high transport costs amongst other.
The Head of Research Department NIWA in Lokoja, highlighted
the problems facing water transport sector as lack of Agency or
Board to monitor the affairs of the system in the state unlike
in Lagos State where the government has utilized the opportunity
438

of improved water transport system and to complement the road
transport system to reduce the congestion experienced on road.
Majority (66.7%) of the operators of water transport system in
the area, lamented the poor state of the services rendered to
customers due to their financial incapability to acquire the
modern-day ferry that is safe and can protect them from sun or
rain while on transit.

5.5 Correlation of Variables
Apparently, cost of movement in the region is very high;
hence, a hypothesis was established to affirm if any
relationship exists between the cost and time of movement in the
region. In the analysis, two variables were correlated (a) cost
of movement in the region (X) and (b) time spent on movement (Y).
The Pearsons correlation test was used to determine the level
of relationship. The R-value in the analysis developed a strong
positive correlation (0.91) at 0.01 level of significance. This
is expected because of the mode and condition that pervade the
road and water transport system in the region. The implication
of this is that cost of food items may likely increase with the
prevailing cost of travel by farmers and traders.


439

6.0 Policy Issues and Conclusion
The study has revealed the various means of mobility in
Lokoja region and the peculiar problems of the road and water
transport operators. From the research findings, untarred roads
characterized the transport network of the region, while people
in the areas linked with River Niger and Benue still navigate
through locally-made canoe. To achieve effective regional
mobility in the study area, the State Government should upgrade
the existing major roads and construct more motorable roads with
adequate infrastructures. Encouraging community participation in
the provision of transport services within the region will not
only facilitate the regional connectivity, but reduce cost of
movement in the region and ensure sustainability of the regional
transport system.
The Kogi State Government as matter of urgency should
create Agency or Board that will monitor water transportation
system in Lokoja LGA and device means of transforming the sector
to the benefit of the State. To serve as means of employment for
the people, the Government should encourage acquisition and
provision of modern-day ferry for the operators of water
transport in the area to enhance high patronage of the system
while reducing traffic congestion on the regional roads,
particularly on market days.
440

In the study area, there is high concentration of commuters
(mostly traders and artisans/professionals) on public transport
(road and water). Meeting the travel demands of the commuters,
therefore, depends on succinct and logical transport strategy
and policy by Government. These should focus on improving the
efficiency and effectiveness of the operators through
sensitization and awareness in well-organized workshops,
seminars and training for far reaching benefits to the transport
system in the area. These operators should also be empowered
with funding through micro-finance to promote their operations
and contribute immensely to their technical capabilities for a
more effective regional mobility.


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446

Appendix 1: Socio-Economics Status of the Commuters
Socio-Economic of
the Commuters


Road Transportation Water
Transportation
S/N Sex Distribution

Frequency
Percentage
Frequency Percentage
1. Male 186 37.2
40
34,8
2. Female 314 62.8
75
65.2
Total 500 100.0
115
100.0
Occupational Status
1. Student 25 5.0
10
8.7
2. Trader 255 51.0
55
47.8
3. Artisans and
Professional
131 26.2
32
27.8
4 Civil Servant 89 18.0
18
15.7
Total 500 100
115
100
Income (N)
1. 5,000.00-10,000 33 6.6
10
8.7
2. 10,000-20,000 103 20.6
18
15.7
3. 20,000-30,000 211 42.2
22
19.1
4. 30,000-40,000 95 19.0
45
39.1
5. 40,000 and Above 58 11.6
20
17.4
Total 500 100
115
100
Cost of Travel (N)
1. 100-200 5 1.0
56
48.6
2. 200-300 44 8.8
39
33.9
3. 300-400 56 11.2
15
13.0
4. 400-500 186 36.8
5
4.3
5. 500 and Above 217 43.4
0
0
Total 500 100
115
100

Source: Authors Field Survey, 2013