CHAPTER ONE

1.1 Background to the Study

One of the inescapable basic needs of modern societies is transport which
many scholars have identified as the arteries and lifelines through which national
economic systems functions (Ogundare, 2010). Little wonder then that Munby
(1968) said that there is no escape from transport.
Faulks (1982), described transport as the movement of passengers or goods
from where they are to where their relative value is greater. He asserted that in the
case of people, this may be for a variety of reasons of an economic or personal
nature and in the case of goods exchange or business, it is considered as an
auxiliary to trade and industry in carrying raw materials to the place of production
and distributing finished products for consumption. Thus removing distance
barrier.
Samaila (1999) rightly observed that in any human endeavour or activity be
it social, cultural, economic or political, the need for movement from place to place
and conveying things, transmitting messages and disseminating news, information
and ideas is very paramount. Hardly any development can take place in a society
without transport services as there is always the need to collect, assemble, transfer
and distribute persons and things in small or large quantities and over short and
longer distances.

The journeys, to work, business, shopping, recreation, entertainment, to

social, cultural and religious functions as well as those undertaken for
administrative purpose are all carried out in a variety of transport media.
The crucial importance of transport as a necessary condition of mans socioeconomic development is widely recognized as without its availability and
efficiency, all

other

development

programmes

cannot

reach

maximum

effectiveness. Smith (1966), argued that, In an exchange economy we can regard

transport as the one land use that makes other land uses possible
The efficient functioning of a national economy therefore, depends largely
on the adequacy and efficiency of its transport system.
It is against this background that the work intends to take an in-depth study
of transportation in Epe area of Lagos with particular focus to water transportation.

1.2 Statement of the Problem

Nigeria being the most populous country in Africa with potentials for
economic and development, has reached a stage where further economic expansion
requires a reasonable development of effective integrated transport system and
infrastructural development so as to achieve the Millennium Development Goals
(MDGs) Omotoesho (2007).
According to the Lagos Metropolitan Area Transport Authority (LAMATA)
brochure Lagos is considered to be the sixth largest city and one of the most
2

rapidly urbanizing metropolitan areas in the world. Its population is estimated at

between 12 and 15 million inhabitants. When compared with 8 to 9 million in
London, 8 million in New York and 7 million in Paris, Lagos is one of the worlds
Mega- cities.
The LAMATA brochure further revealed that at the moment, movement is
mainly road based either by private car or by buses. The strategic road network in
Lagos - the major primary, distributor and collector roads covers no more than
650 kilometers. Currently, some 200, 000 vehicles are registered annually in
Lagos. Nationally there are 11 vehicles to every kilometer of road, whereas in
Lagos there are 222 vehicles to every kilometer. Figures for newly registered motor
vehicles in the year 2007 were put at 187,442, in the year 2008 were put at 239,922
and in the year 2009 were put at 210,798 (Lagos Bureau of statistics, 2010).
Over the years in Lagos state, capacity expansion has been regarded as a
major panacea to minimization of road traffic congestion in metropolitan Lagos.
Ironically, the construction of new roads and expansion of old ones by successive
administrations in Lagos has never ameliorated the problem (Adejare, 2011).
The existing pressure on the overstressed road mode is a cause for concern,
when considering the fact that other modes of transport exists to complement the
road mode (Durojaiye, 2008). The economic and social waste from congestions
associated with road transport necessitates the need that water transportation
emerges as a full time support to the development of Lagos.
3

Several parts of Lagos state, including Epe the study area, are linked to
others by waterways. However, this has not been properly developed, thus people
still have to travel by road instead of through the faster and easier waterways. This
study is therefore designed to investigate why water transport is not well used in
the area. It is also the goal of this study to investigate its use and problems
associated with water transportation in the study area.
The inadequacies in the transport infrastructure, facilities and services at
different areas in Epe division, the level of competition between inland waterways
and road transportation which should be of complementary uses also suggests the
need for this research.

1.3 Aim and Objectives of the Study

1.3.1. Aim of the Study
The primary aim of this research work is to investigate water transportation
in Epe area of Lagos with a view to determine its associated problems.
1.3.2. Objectives of the Study
1. To identify users of water transport in Epe and their trip purpose.
2. To examine the present situation of water transport infrastructures, facilities and
operation in Epe town.
3. To examine problems associated with water transport in the study area.

1.4 Research Hypotheses

Ho: There is no significant relationship between income level and use of water
transport.
Ho: There is no significant relationship between occupation and use of water
transport.

1.5 Justification of the Study

The invisibility of isolated communities served by rural water transport (and
the road bias in the transport sector) has led to huge neglect of the waterways
by policy makers and planners.
Budgetary allocations both at the Federal and state levels on water transport
are low compared to road transport. Also, there are implications for high levels of
regulation resulting from the perceived lack of safety of water transport.
In Epe, road transport is recent compared to water transport. However, Epes
transport climate is presently dominated by mechanized vehicles plying the roads.
Water transport which is important not just for its own sake, but because it has the
potential to eliminate poverty and reduce isolation has been neglected,
marginalized and de-prioritized.
Epe represents a medium sized town in Nigeria that could serve as a case
study which could be used to correct some anomalies in the transport system of
other areas, so that efficient, adequate and reliable transportation may be achieved
5

in most cities. The choice of Epe is therefore based on the premise that no specific
or well organized studies have been undertaken to understand water transportation
and its facilities. The study is therefore necessary at this point in time to raise the
profile of water transport in the transport sector and among development planners
in general. By increasing its visibility as an issue, contributing to new knowledge
about the impact of water transport upon peoples mobility and access needs, and
highlighting its potential benefits for the environment.
The result of this study will further reveal that dependency on a single mode
of transport, while other modes present lie untapped, would certainly not solve
peoples mobility problems. But such mode, supported alongside other transport
options in a complementary and integrated fashion can open the door to better
mobility even for some of the countrys most vulnerable people.

1.6 Limitation of the Study

This basically, focuses on noted limiting factors or issues that created some
form of hindrances to the outlined program of activities during the reconnaissance
surveys. They vary in their nature and scope across different places of the study
area. These are however outlined below as problems that were encountered during
field survey activities.

Limitation could be related to level of education of the respondents,

authentication of data collected etc. These points are further emphasized by the fact
that human beings can be rational and irrational hence the understanding of their
psychology in a view to persuade such individuals to supply comprehensive valid
data had to be anticipated as was clearly encountered during the administration of
the questionnaires. It was also not easy obtaining the relevant information from the
bulk of available information as it pertains to the research. Among others, the
respondents were not willing to respond but after much perforation some obliged
while others declined totally. The issue of contemporary relevance and social
acceptance; language barrier was also a problem as most of the respondents speaks
Yoruba.

1.7 The Study Area Epe

1.7.1 Study Location
Epe is situated in the South-Westerly location of the country, Nigeria, in
Lagos State. It lies between Latitude 6 O171N, 6O361N and longitude 2O421E,
4O151E. It is bounded in the North by Ogun State, in the South by Ibeju-Lekki
Local Government Area, in the West by Lagos mainland Local Government Area
and in the East by the Lagoon.

1.7.2 Climate
Epe possesses a tropical climate and this is characterized by all year round
high temperature and humidity. There is an abundance of rain water in the town
making it a drought free zone but its consequence include the unbearable
discomfort suffered during the daily traffic congestions and the adverse damages
which affects the technologies of transport such as corrosion and overheating of
internal combustion engines. It is common to find public passenger services
vehicles operating with doors widely opened as to improve the ventilation systems.
Temperature is generally high in Epe town and ranges between the mean
annual maximum of 30Oc (86OF) and the mean annual being 23Oc (75OF) in one
way or the other influencing most trip generations (Akingbola, 2008). People
prefer to travel either in the morning or evening when the weather is cool and it is a
common observation to find a bulk in traffic flow in the afternoon when the
weather is hottest.

1.7.3 Vegetation

The vegetation found within Epe town is composed mainly of the swamp
forest in the coastal belt and lowland forest. The swamp forest is composed mainly
of the mangrove variety and occupies the fresh water lagoons and estuaries.

1.7.4 Topography/Relief
Topographically, Epe lies entirely within the coastal plain and the land does
not rise over 650 metres above the sea level. Most of its land area lies below 320
metres above sea level and this subjects most of the areas to floods and beach
erosion.
It is nearly level placing i.e. gentle undulating plain at about 2%.

1.7.5 Soil
The soil found within Epe town is composed mainly of a very deep well
drained soil and very deep poorly moderately drained soil (Alluvium soil). Swamp
lands to not provide social foundation for land based transport modes e.g. road and
rail systems.

1.7.6. Population
The 2006 national population census put the towns population at about 181,
409. Estimate shows male population to be 91, 105, and female population to be
90, 304. It also shows that there has been an annual rate of 2% decrease in the
9

population of Epe which as at 1993 was put at 400,000 in the Lagos state master
plan.

1.7.7 Development
While the town of Epe is not of European origin, its growth and
development has been significantly shaped by Western influences.
The urbanization of Epe started from the mid-eighteenth century when the
people started the import and export business with the other neighbouring cities
and countries through the Epe port.
The economy of Epe since the earlier period depends upon the three factors
that are, the Agricultural productions, fishing and some manufacturing industries.
Among 70% of the people in Epe are either farmers or fishermen. All the women
in Epe also participate equally in the growth of the town. Even though Epe is a
town at present, it will soon be counted among the developing cities. The
development of the town has not made the people reluctant in following the
traditions and culture of their forefathers. They are very simple and caring by
nature and have a strong sense of religion. The people of Epe in Nigeria follow the
Christian religion.
The majority of the population of Epe belongs to an ethnic group known as
the Ijebus. Epe is a social town and a Local Government Area (L.G.A.). Other

10

settlements in the L.G.A. are about 311, including Agbowalkosi, Itoiki, Ejrin,
Onisawasawa, Ubuja, Ipabodo and numerous others.

11

Fig 1.1: Map of Nigeria showing Lagos state

12

Fig 1.2: Map of Lagos state showing Epe

13

Fig 1.3: Map of Lagos showing Epe, other L.G.A. and Water bodies

14

Fig 1.4: Map of Epe showing its Villages and Towns

CHAPTER TWO
15

2.0 THEORETICAL BACKGROUND AND LITERATURE REVIEW

2.1 Conceptual Issues
2.1.1 Rational model concept of transportation planning
Most regional transportation planners today employ what is called the
rational model of planning. The model, views planning as a logical and technical
process that uses the analysis of qualitative data to decide how to best invest
resources in new and existing transportation infrastructure.
Since World War II, this attitude in planning has resulted in the widespread
use of travel modeling as a key component of regional transportation planning. The
models rise in popularity can also be attributed to a rapid increase in the number
of automobiles on the road, widespread urbanization and a large increase in federal
transportation in urban areas. All of these phenomena dominated the planning
culture in the late 1940s, 1950s and 1960s. Regional transportation planning was
needed because increasingly cities werent just cities anymore, but parts of a
complex regional system.
The process according to Johnston (2004) and the FHWA and FTA (2007),
generally follows a pattern that can be divided into three different stages. Over the
course of each of the three phases, the metropolitan planning organization (MPO)
is also supposed to consider air quality and environmental issues, look at planning
questions in fiscally constrained way and involve the public.

16

In the first stage, called pre-analysis, the MPO considers what problems and
issues the region faces and what goals and objectives it can set to help address
those issues. During this phase, the MPO also collects data on wide variety of
regional characteristics, develops a set of different alternatives that will be
explored as part of the planning process and creates a list of measurable outcomes
that will be used to see whether goals and objectives have been achieved. Johnston
notes that many MPOs perform weakly in this area, and though many of these
activities seem like the soft aspects of planning that arent really necessary, they
are absolutely essential to ensuring that the models used in the second phase are
accurate and complete.
The second phase is what is called the technical analysis phase. The process
is pretty involved and there is lot of technical maneuvering going on, but basically
the development of the models can be broken down as follows. Before beginning,
the MPO collects enormous amount of data. This data can be thought of as falling
into two categories: that which concerns the transportation system and that which
concerns the adjacent land use. The best MPOs are constantly collecting this data.
The actual analysis used is called the Urban Transportation Modeling
System (UTMS), though it is often referred to as the four-step process. As its
nickname suggests, UTMS has four steps: trip generation, trip distribution, mode
choice and trip/route assignment.

17

In trip generation, the region is subdivided into a large number of smaller

units of analysis called traffic analysis zones (TAZs). Based on the number and
characteristics of the households in each zone, a certain number of trips are
generated.
In the second step, trip distribution, trips are separated out into categories
based on their origin and purpose: generally, these categories are home-based
work, home-based other and none home-based. In each of the three categories,
trips are matched to origin and destination zones using the data that has been
collected.
In mode choice, trips are assigned to a mode (usually auto or transit, relative
to the purpose of this study is waterways) based on what is available in a particular
zone, the characteristics of the household within that zone and the cost of each
mode in terms of money and time. Since most trips by bicycle or walking are
generally shorter, they are assumed to have stayed within one zone and are not
included in the analysis.
Finally, in route assignment, trips are assigned to the network. As particular
parts of the network are assigned trips, the vehicle speed slows down, so some trips
are assigned to alternate routes in such a way that all trip times are equal. This is
important because the ultimate goal is system-wide optimization, not optimization
for any one individual. The finished product is traffic flows and speed for each link
in the network.
18

The post-analysis phase involves plan evaluation, program implementation

and monitoring of the results. Johnston notes that for evaluation to be meaningful,
it should be as comprehensive as possible. For example, rather than just looking at
decreases in congestion, MPOs should consider economic, equity and environment
issues.
Epe unlike other urban areas has not just one but two modes of transport;
road and water transport. Thus the rational model concept of transportation
planning becomes relevant to this study in that, the study area is analyzed based on
its peculiar trip generation, trip distribution, mode choice and trip assignment
which helps to achieve a system-wide optimization of both transport mode without
neglecting or marginalizing any of the modes. Where such balance is established in
the transport system, proper traffic flow, speed and socio-economic development
becomes inevitable in the area.

2.1.2 System Theory

Traditionally, analysis of transportation has been carried out by examining
the different modes or factors affecting these modes separately. Furthermore, there
is a tendency by researchers and practitioners to look for one transport mode, when
in actual fact they should be analyzing multiple modes. Akin to the systems theory
where everything affects everything else, transport is no longer viewed in their

19

isolationist context but within the broader framework of constraints and

opportunities afforded by the 21st century information technology.
The essence of using a systems approach is to consider not only underlying
transport factors or elements, but also the role of different agencies and actors in
the overall transport system. Transport comprises of the way, terminal, the carrying
unit and motive power which Faulks (1965) called essential of transport. However,
a fifth element was added by Oladoja (1991) which he called Operators.
Onakomaiya (1999) further extended the list of the elements as follows; Networks,
Termini,

Interchange

points,

Motive

power/Mobile

facilities,

Operators,

Management and control, and Supportive services.

Developing a worthy transport system in Epe, requires a systems approach
understanding the system as a whole and the interaction between its elements, and
identifying where there is potential for intervention.

2.2 Literature Review

Transportation is concerned with the movement of people and goods. People
need to move from place to place to get from home to work, schools, shops, friends
and before reaching the place of eventual use or consumption (Ogundare, 2010).
The means for achieving these movements of people and goods varies, but the
notable ones in our society are cars, buses, lorries, trains and planes, as well as
bicycles and feet. Ogunbodede (1999) is of the opinion that the development of a
20

transport system is very often regarded to be of particular significant importance

for the process of economic development of a country. The participation in
transport activities is one of the essential basic functions that are typical for the
existence of all human groups.
The relationship between transport and urban growth is a subject of
considerable theoretical interest and of practical importance to transport
geographers and planners. While some agree that transport is a pre-condition for
economic growth, others do not share this view. For example, Banister (2002) is of
the opinion that transport networks are only part of development infrastructures
which affects urban growth. Olayemi (1977) in his own contribution asserted that
while some people regarded transport improvement as indispensable to
acceleration of the development process, others look at transport development as a
result of, rather than a cause of economic development. He made reference to
Lord Lugard who in 1922 stated that the material development of Africa may be
summed up in the one word - Transport. In essence, this means that transport
development is inevitable to accelerating economic development not only at the
regional level but also within the city.
The growth pattern of any city is affected among other things by its location
and nature of its interaction with other areas; this is because interaction is brought
about by transport network linking one place to another. If an area is not well

21

served by transport network, it may have negative consequences on the growth of

such centre.
Although the process of city growth and development is more complex and
involves several factors, none of these factors is capable of singularly effecting a
change in the process of city growth and development. In spite of this, transport
stands out clearly as a catalyst in this process. The modern city is a centre of
industry and commerce, a point for collecting, producing and distributing
commodities of all kinds. Transport makes these possible. Cities as we know them
today are not possible without transport which allows the movement of people and
goods that make the city function. Modern cities in all their ramifications are,
therefore, a product of transport. (Ikya, 1993; Osunsanmi, 2006; Fagbohunka,
2008)
The major factor which governs the spatial organization of economic
activities is the desire to meet the essential needs of individuals, families, groups or
societies; that is, to satisfy their demand for goods and services. For any economic
activity there is generally a spatial disparity between the places at which it is
supplied and the points of demand (Lloyd and Dicken, 1972).
Hilling (2000) observed that demand for transport is in several distinct form,
the most obvious being the revealed demand as expressed in the journeys that are
actually made with the use of existing infrastructure. The second type of demand

22

that is likely to exist at any place and any point in time is referred to as the latent
demand.
Latent demand as Hilling explained comprised component of existing
demand, which cannot be satisfied perhaps because of the inadequacies in the
infrastructure of prohibitive cost, and which can be called delayed demand. He
went to describe waterway transport as the most natural and least obtrusive mode
which, if adopted in a developing country can have its transport capacity increased
substantially at low cost. Yet, in Nigeria it seems not to be as developed as other
modes, especially road mode. There still appear to be some latent demands to be
satisfied under the inland waterway mode in the country, especially in the urban
transport system as he puts it.
Weller and Delaney (1994) reasoned that the route for water transport is any
navigable body of water like the seas, streams, lakes, ocean bays constructed by
man. As he puts it, the use of creeks and rivers as viable economic resources has
received considerable attention around the world where all nations are looking for
sustainable ways of using these resources to the maximum. This has gained the
attention of notable scientists in the past who devised various methods and
techniques of putting these resources to maximum use. Hence the construction of
the Suez canal by the Napoleon the Great in 18th century as an economic route
between the east and the west. Ever since, the canal had contributed immensely to
the economic life of Egypt.
23

Matty and White (1982) discovered that ferry services are of great
importance both within domestic waters and across international boundary.
Daplaix (2004) noted that an inland waterway is one aspect of water transportation
system, the other being the maritime transport. The latter seems to have been more
developed in Nigeria than the former. There is therefore a need to carry out more
studies on the inland waterways.
Nigeria has an extensive network of rivers, creeks, lagoon and lake which
may provide the basis for the development of an inland waterway transport system
(Anyaoku, 1984). He argued that improved water transport would bring
development to the riverine parts of the country which so far due to
communication problem have tended to lag behind in developments (Maduka,
1987) while arguing that inland water transportation could be regarded as being in
its embryonic stage in Nigeria, opined that river transportation of necessity was not
independent but complementary to other modes. Inter modes cooperation rather
than competition was an inescapable aspect of river and inland water transport. He
concluded that there should be cooperation rather than competition with other
modes.
In his own contribution to freight passenger and ferry services in Nigeria,
(Abubakar, 2000) dealt on the problems of passengers and its implication for mass
transportation. He emphasized that good ferry services should supplement the
conventional transportation mostly in our urban centres to ease congestion. He
24

however noted that the problem facing the freight and passenger inland waterways
department include lack of trained technical staff, lack of spare parts among others.
Edokpayi (1961) advised that although nature provided us with the natural ways,
its further development for the most efficient utilization is a duty that must be
faced squarely and if done, would surely pay rich dividends.
Asenime (2008) in an appraisal of inland water transportation in Lagos
metropolis believes that the area has the network-capacity to carry commuters to
almost every part of the metropolis, though it is currently grossly underutilized. He
also noted that though water transport is slower in terms of speed, it could
however, compete favourably with road transport because it is not subjected to the
bottlenecks experienced by road due to terrain and human activities.
The governor of Lagos state, Babatunde Fashola, has severally tasked the
Federal Government to develop alternative means of transportation in order to
reduce pressure on the road. He envisaged this to be possible if Federal
Government can utilize the opportunity of the presence of rivers, lakes and other
water bodies in different parts of the country to develop water transportation in
order to facilitate movement of human beings and imported goods in the country as
well as create jobs for majority of the countrys jobless youths. In the same vein,
the expert, Dr. Bamanga Tukur, former Nigeria Port Authority (NPA) chief
executive, said: Just burrow a tunnel under the lagoon to link Lagos with Apapa
and relieve congestion on the bridges and roads. So he is in no doubt that only
25

surface water and underground transportation holds the ace to the traffic problems
in different areas of Lagos.
The various studies carried out on Lagos transport system have been
multifarious in nature and multidimensional in focus and all attempting in
identifying the underlying factors and proffering solutions. In a fair attempt, the
studies on water transportation have been addressed from a generalized perspective
with much focus on the maritime transport compared to the inland water transport.
Until now, no specific studies have been undertaken to understanding the
importance of water transport where primary activities are a mainstay. Such
activities that could better improve if water transport potential is being harnessed.
Therefore, this study is out to fill the gap which has been left out by previous
researchers by studying the operation and development of water transport. In
addition, this study will examine critically the sub-urban dwellers for which all
transport facilities and services are planned.

26

CHAPTER THREE
3.0 RESEARCH METHODOLOGY
3.1 Introduction
An appropriate methodology is the bedrock of a successful research. Hence,
the research methodology gives the various procedures, processes, method, roles
and instrument by which data are sourced, specified, explained, defined, collected
and analyzed. This chapter dwells more on the philosophy of the research process
and this includes the assumptions and value that serves as a rationale for the study
and the standard criteria that was used for interpreting data and reaching
conclusion.
3.2

Research Design
This research is to undergo a study of water transportation in Epe area of

Lagos with a view to ensuring a sustainable transport environment. In this regard,

it entails information about the characteristics of the target population of interest,
the data collection instruments so as to make generalization about the population of
interest with a view of contributing to the existing body of knowledge on the
subject.

27

3.3

Research Population
This is also the target population which involves the total number of people

that the researcher planned to administer questionnaires to. In this case it includes
the water transport users within the study area and it also involves the water
transport facilities of interest.
3.4

Sampling Frame
This is the total observations in a population. The sampling frames for the

target population are the activity areas; Educational area, Administrative area,
Motor park/Garage area and Commercial area, water transport facilities; means of
water transport and Jetties.
3.5

Sampling Technique
Random sampling techniques were employed to ensure that information of

the individual members of the targeted population is derived in a way that the
probability or possibility of being selected is given to every member of the
population; this was achieved by administering 50 questionnaires in each of the 4
activity areas. On a general note, sampling techniques help in the selection of
elements in the target population. The efficacy of random sampling was employed
to eliminate any form of bias.

28

3.6

Sampling Size
A total of two hundred (200) questionnaires were administered in the study

area. The random sampling technique was adopted and the sampling focused on
the water transport users and the water transport facilities within the study area,
Epe.
3.7

Data Collection Procedure

The two types of data which are primary and secondary data were collected

on various courses on this study.

3.7.1 Primary Data
These data were collected in the field through primary data collection
techniques such as observation, questionnaires and personal interview. Basic data
on traffic and travel related activities such as purpose of trips, operations, socioeconomic status of users etc. were collected. For the purpose of the study the
questionnaire method was employed. Questionnaires were constructed for the
respondents (water transport users) and were properly administered. In this
regards, the respondents were asked questions from the questionnaires and their
responses recorded. This was necessary because people of Epe are mainly farmers
and fishermen and thus are not educated enough to comprehend the content of the
questionnaires.
29

3.7.2 Secondary Data

These data were extracted from publications either in written form or soft
copy. Some relevant information was retrieved from local and state government
departments that are connected with either policy and planning of transport
operations, safety control and regulation within the research area. These
establishments include: Lagos State Ministry of Works and Transport, Lagos
Metropolitan Area Transport Authority, Lagos State Water Authority, Lagos Ferry
Corporation and Lagos Bureau of Statistics. Relevant data were also obtained from
textbooks, reports, newspapers, journals, published materials on urban, local and
rural transport, as well as the internet were consulted while compiling the literature
review.
3.8

Data Collection Instruments

3.8.1 Questionnaire
The

questionnaire

was

designed

to

include

the

socio-economic

characteristics of the respondents, transport characteristics and patterns. Closed

ended questionnaires were adopted in the study area. Closed ended questionnaire
consist of questions with a choice of possible answers; the respondent is restricted
to possible answers to choose from.

30

3.8.1.1. Questionnaire Administration

The direct method of questionnaire administration was used by the
researcher in order to have the opportunity of explaining questions to respondents.
Moreover, the direct approach was favoured to reduce cases of non response. The
questionnaire was administered in the chosen sample frame.
A total number of 200 questionnaires were administered and all were
retrieved and each comprising of 23 questions.
Table 3.1: A Table showing Epes Activity Areas
Land

use/Activity Description

area
Educational

Number

Lagos state university campus, Michael

Questionnaires
50

Otedola college of Primary Education, Epe

Grammar School, Epe girls high school
Administrative

Epe Local Government area secretariat

50

Motor park/Garage

Motor garage, Modern market, Shopping

50

complexes,

Banks;First

bank,

Zenith,

Ecobank, Keystone, Skyebank etc.

Commercial

Chief market Local market; sales of

50

seafood, marine and farm produce etc.

Total

200

3.8.2. Observation

31

of

Data were also collected through observation; careful study of the area so as
to identify its features that will aid the success of the research. Pictures were taken
on notable features in the area.
3.9

Methods of Data Analysis

Data collected were analyzed using descriptive and inferential statistical

analysis.
(A)

Descriptive Analysis- This is a methodology for summarizing and

describing numerical data which deals with issues as mean, mode, median,
standard deviation, variance and graphic displays like charts and graphs
(Okoko, 1999). It will be achieved using qualitative and quantitative means.
Qualitative means involve the use of written summary of information
generated in percentage and actual numbers while Quantitative analysis
involves the use of bar charts of various types.
(B)
Inferential Statistics Inferential statistics was done using
Microsoft Excel and the Statistical Package for Social Sciences, (SPSS for
windows), from which the frequencies and regression will be obtained.
This would be achieved using inferential statistical tools like the Nonparametric and Parametric Statistics.
(C)
Hypotheses - Hypothesis is a suggestive device or guess that
establishes the validity of a statement. It is also a suggestive device to get
some solutions to an identified problem (Aluko. 1999). It serves as a
32

framework for measuring the intensity of an identified problem in relation to

a suggested casual factor. It not only provides an avenue to direct ones
attention towards establishing the crux of the research work, but also serves
as a focal point for the research exercise.
Upon the completion of administration and collection of the questionnaires
by the researcher, the next step was the careful examination of the individual case
in order to check for errors. The researcher also embarked on the process of editing
all forms of irregularities, inconsistencies in response, incomplete and faulty
responses. This was done specifically in order to enhance accuracy of data and
minimize error in the data. The editing process was done both on the field and off
the field.
Data collected and collated from the field were fed into a computerized
Statistical Package for Social Scientists (SPSS) 17.0 version and Microsoft Excel
and frequencies were then run for all questions in the questionnaire.

CHAPTER FOUR
DATA ANALYSIS, PRESENTATION AND INTERPRETATION
4.1

Introduction
33

The study seeks to assess water transportation in Epe area of Lagos with a
view of ensuring a sustainable transport environment. This chapter presents an
analysis of the data collected from questionnaires administered to water transport
users in Epe.
The Chapter also deals with presentation of results, which begins with
description of the participants bio-data. A summary of the main findings follows,
selected findings from the personal data collected are used to inform and contrast
the findings.
4.2.

Socio-Economic Characteristics of Respondents

4.2.1. Age of the Respondents

Table 4.1: Age in years
Age
below 18
18 - 35
36 - 45
46 - 65
above 65
Total

Frequency
12
93
56
37
2
200

Percent
6.0
46.5
28.0
18.5
1.0
100.0

Cumulative Percent
6.0
52.5
80.5
99.0
100.0

Source: Researchers field survey, 2012

From Table 4.1 above, about 6% of the respondents were below 18 years,
about 46.5% of the respondents were between the ages 18 and 35 years, about
28.0% were between the ages 36 and 45 years, about 18.5% were between the ages
46 and 65 years and about 1% were above age 65 years respectively. This suggests
that majority of the water users (respondents) are between ages 18 and 35 years.
34

4.2.2. Gender of the Respondents

Table 4.2: Gender

Gender
female

Frequency

Percent

Cumulative Percent

99

49.5

49.5

101

50.5

100.0

200

100.0

male
Total

Source: Researchers field survey, 2012

Also, from Table 4.2 above, about 49.5% of the respondents were female
while about 50.5% were male respectively; depicting the number of male water
transport users are a little more than their female counterpart.

4.2.3. Marital Status of the Respondents

Table 4.3: Marital Status

35

Cumulative
Marital Status
single
married
divorced
widowed
Total

Frequency
87
101
6
6
200

Percent
43.5
50.5
3.0
3.0
100.0

Percent
43.5
94.0
97.0
100.0

Source:
Researchers
field survey,

2012
Table 4.3 above reveals the marital status of the respondents. About 43.5%
of the respondents are single, 50.5% are married, 3% are divorced and 3% of the
respondents are widowed.
4.2.4. Level of Education of the Respondents
Table 4.4: Level of Education
Cumulative
Education
primary school
secondary school
university/polytechnic
no formal education
Total

Frequency
44
31
80
45
200

Percent
22.0
15.5
40.0
22.5
100.0

Percent
22.0
37.5
77.5
100.0

Source: Researchers field survey, 2012

The table above shows the level of education of respondents in which 22%
of the respondents attended primary school and 15.5% of the respondents attended
secondary school. Also, 40% of the number of respondents attended the university
or polytechnic, whereas 22.5% of the total numbers of respondents have no form of
formal education at all. This indicates that the people in the study area are quite
educated.
36

4.2.5. Occupation of the Respondents

Table 4.5: Occupation
Cumulative
Occupation
civil/public servant
privately employed
unemployed
apprenticeship
student
Total

Frequency
28
30
98
5
39
200

Percent
14.0
15.0
49.0
2.5
19.5
100.0

Percent
14.0
29.0
78.0
80.5
100.0

Source: Researchers field survey, 2012

The occupation of the respondents is represented in the table above, were
14% are civil/public servants, 15% are privately employed, 49% are unemployed,
2.5% are occupied in apprenticeship and 19.5% are students. This indicates that
there is high level of unemployment in the study area. Also the proportion of
students in the area could be ascribed to the presence of primary, secondary and
tertiary institutions in the area.

4.2.6. Monthly Income of the Respondents

Table 4.6: Monthly Income
Cumulative
Income
below N18,000
N18,001 - N49,999
N50,000 - N79,999
N80,000 - N109,999

Frequency
53
117
21
7
37

Percent
26.5
58.5
10.5
3.5

Percent
26.5
85.0
95.5
99.0

above N110,000
Total

1.0

200

100.0

100.0

Source: Researchers field survey, 2012

Table 4.6 above shows respondents monthly income levels where 26.5%
earn below N18,000 monthly, 58.5% earn between N18,001 and N49,999 monthly
and 10.5% earn between N50,000 and N79,999 monthly. Also 3.5% of the
respondents earn between N80,000 and N109,999 monthly and about 1% earn
above N110,000 monthly. This implies that water transport users within the study
area are mainly low income earners especially people earning between N18,000
and N49,999 monthly.

4.2.7. How long have the Respondents been living in Epe

Table 4.7: How long have you been living in Epe
Cumulative
Living in Epe
Less than 5 years
5 - 9 years
10 - 14 years
above 15 years
Non-Resident
Total

Frequency
62
39
55
34
10
200

Source: Researchers field survey, 2012

38

Percent
31.0
19.5
27.5
17.0
5.0
100.0

Percent
31.0
50.5
78.0
95.0
100.0

Table 4.7 analyzes how long respondents have been living in Epe, indicating
that 31% of the respondents have been living in Epe for less than 5 years, 19.5%
between 5 and 9 years, 27.5% between 10 and 14 years, 17% above 15 years and
5% of the respondents are non-resident in the study area.

4.3.

Analysis of Transport Characteristics and Patterns

4.3.1. How often do the Respondents use water transport

Chart 4.1: How often do you use water transport

39

How often do you use water transport

20%
everyday
once a week

45%

once a month

36%

Source: Researchers field survey, 2012

Chart 4.1 above shows how often the respondents make use of water
transport. 19.5% make use of water transport everyday, 36% make use of water
transport once a week while 44.5% make use of water transport once a month. In
40

summary, water transport users in the study area make use of the mode mostly on a
monthly basis.

4.3.2. Trip purpose of Respondents

Chart 4.2: Purpose of trip via water transport

Trip Purpose

16%
local market

commerce & shopping

28%

to other modes of transport

11%

educational

family & social purposes

33%

13%

Source: Researchers field survey, 2012

In chart 4.2 above, the response from water transport users in the study area
connotes that most trip purposes via water transport is local market oriented.
Evident in the table above is that 16% of trips are to commercial and shopping
areas, 32.5% are to the local market, 13% are to the educational areas or
41

institutions, 10.5% are to other modes of transport and 28% are for family and
social purposes.

Plate 1: Market women at the Local market in Epe Plate 2: Local Market abutting the Epe Jetty

42

Plate 3: Epe Grammar School in Epe

Plate 4: Michael Otedola College of Primary

Education (MOCPED) in Epe

4.3.3. Trip distance of Respondents

Chart 4.3: Distance of trip via water transport

Distance of Trip
100
90
80
70
60
50
40
30
20
10
0

91

Distance of Trip
1

5.5

2.5

43

Source: Researchers field survey, 2012

Distance travelled by the respondents via water transport is given in the
chart above, where 1% of trips are for journeys less than 1km, 5.5% are for
journeys between 1km and 5km, 2.5% are for journeys between 6km and 10km,
while 91% are for journeys between 11km and above. This infers that water
transport in the study area is preferred for covering long distances compared to
shorter ones.

Table 4.8: Trip Cost and Distances on waterways from Epe to surrounding
settlements.
Trip

Approximate

distance

on

Trip Cost (N)

waterways
Epe Iwopin

23km

N450

Epe Itasin

21km

N450

Epe Imobi

26km

N450

Epe Ebute Oni

28km

N600

Epe - Iluboye

N400

Epe - Taake

N400

Epe Ilumawfin

31km

Epe Ilagbo

29km

Epe Ise

37km

N600

Epe Igbogun

43km

44

45

Water Body
0

Scale

10

OCEAN

LEKKI
LAGOON

Itasin

20

Ise

Ilagbo

Iwopin

Imobi

Igbogun

Ebute Oni

30
Kms

Fig 4.1: Map showing some settlements around Epe

N

Orientation

Ode Omi

STATE

Epe Emina
N300

Epe Ejirin
11km
N150

Epe Oriba
20km
N350

Ebute Ero Epe

70km
N1800

State
Boundary

Land

Ilumawfin

STATE

Epe

OGUN

51km

Settlement

Ejirin

ATLANTIC

LAGOS

Oriba

LEGEND - Major Road

LAGOS
LAGOON

Lekki-Epe

Map showing some settlements around Epe

Epe Ode Omi

Source: 1. Google Earth Software 2009 (Distances)

2. Researchers Fieldwork 2012 (Trip Cost)

Source: Google Earth Software 2009 (Reproduced by the Researcher in

AutoCAD format)

4.3.4. Time spent by Respondents to cover Trip

Chart 4.4: How long does it take to cover trip

Travel Time
78.5
80
70
60
50
40
30
20
10
0

Travel Time
1.5

10

10

Source: Researchers field survey, 2012

46

Chart 4.4 above shows how long it takes respondents to cover their trips via
water transport (travel time). 1.5% of the respondents spend between 15 to 30
minutes to reach their destination, 10% spend between 31 to 45 minutes to reach
their destination, 10% also spend between 46minutes to an hour to reach their
destination and about 78.5% spend above an hour to reach their destination. This
depicts that travel time of trips via water transport in the area often exceeds one
hour. This could probably be a resultant effect of the distance to be covered,
adverse weather conditions, time spent on loading and off-loading goods or other
barriers encountered during journeys on water.
4.3.5. Respondents Trip Cost
Chart 4.5: How much does the trip cost
Trip Cost

1% 2% 7%

N50 - N100
N101 - N150
N151 - N200
above N200

91%

Source: Researchers field survey, 2012

47

Chart 4.5 above, depicts trip cost of respondents in travelling via water
transport in the study area. From the assessment, it was established that a meagre
0.5% of respondents pay between N15 and N100, 2% pay between N101 and
N150, 6.5% pay between N151 and N200 while 91% of the respondents pay above
N200 to convey them (and goods) from one place to another via water transport
within the study area. The varying trip cost as recorded from water users in the
area, is mainly a factor of the distance involved. Thus, the longer the distance, the
higher the trip cost and vice versa. Also, the high fare charged could be as a result
of the near monopoly on means of water transport by private owners and operators
in the area.
4.3.6. Why do Respondents use water transport over other modes
Chart 4.6: Why do you use water transport over other modes

Why do you use water transport over other modes

11%

17%

12%
speed
space & comfortability
absence of other modes
poor conditions of other
modes

62%

48

Source: Researchers field survey, 2012

The chart above shows the reasons why the respondents use water transport
over other modes in the study area. About 10.5% of the respondents give credence
to the speed of water transport, 11.5% give credence to space and comfortability of
water transport, 61.5% give credence to the absence of other modes of transport,
while 16.5% of the respondents opined on the poor conditions of the other modes
of transport as the reason for using water transport over other modes in the study
area. The many claims on the absence of road transport is probably due to the
situation of the settlements around Epe which are often small islands while others
are waterside settlements abutting the Lekki lagoon.
4.3.7. Respondents means of water transport
Chart 4.7: Means of water transport

Means of water transport

22%

dug outs/canoes

2% 3%

non motorized boats

5%

motorized boats
ferries
others

69%

Source: Researchers field survey, 2012

49

In the chart above, the evaluation of the various respondents means of water
transportation are analyzed and in which 2.5% use dugouts/canoes, 5% use non
motorized boats, 69% use motorized boats, 22% use ferries and 1.5% use other
means of water transport. This helps us in determining the most predominant
means of water transport used by commuters within the study area which is
motorized boats.

Plate 5: Dug outs / Canoes

Plate 6: Non motorized boat

50

Plate 7: Motorized boat

Plate 8: Government Ferries

4.3.8. Ownership/Operators of means of water transport

Chart 4.8: Ownership/Operators of means of water transport

Ownership/Operators
80

74

70
60
50

Ownership/Operators

40
30

23.5

20
10

0.5

0
private

rentals

government

51

others

Source: Researchers field survey, 2012

Chart 4.8 above shows the ownership/operators of means of water transport
according to respondents in the study area. It can be clearly deducted from the
chart above that 74% of the means of water transport are owned or operated by
private individuals, 2% are being rented, 23.5% are owned and operated by the
government while 0.5% is under other kinds of ownership and operation. This goes
a long way in showing that private individuals are much more involved in
providing means of water transport in the study area compared to the government.
Hence, a tendency towards monopoly on means of water transport in the study
area.
4.3.9. Goods moved by water transport
Chart 4.9: Type of goods moved by water transport

Type of Goods
64
70
60
50
40
30
20
10
0

30
Type of Goods

5.5

0.5

52

Source: Researchers field survey, 2012

According to chart 4.9 above, goods being transported via water in the study
area is dominated by Agricultural produce. These Agricultural produce involves
farm produce, sea or marine foods and other perishable goods. The reason for this
is because fishing and farming is the major activity of the Epe people. The chart
gives 30% of goods transported via water transport as bulky goods, 5.5% as high
value goods, 64% as agricultural produce and 0.5% for other type of goods.

4.3.10.

Regularity of water transport

Chart 4.10: How regular is water transport

How regular is water transport

47
50

40.5

45
40
35

How regular is water

transport

30
25
20
8.5

15
4

10
5
0
regular

very regular

irregular

very irregular

Source: Researchers field survey, 2012

53

The regularity of any mode of transport largely determines the reliability

therein, thus, a need to look into the regularity of water transport in the study area
which is shown in the chart above. 47% of the respondents are of the opinion that
water transport is regular, 4% are of the opinion that it is very regular, 40.5% are of
the opinion that it is irregular and 8.5% are of the opinion that water transport in
the study area is very irregular. A good proportion of the respondents support water
transport to be regular, this could probably be ascribed to the efficiency of owners
or operators of means of water transport in the study area.

4.3.11.

Safety of water transport

Chart 4.11: How safe is water transport

How safe is water transport

45

42

40
35

34

30
25
20
Axis Title

how safe is water

transport

19.5

15
10
5

4.5

54

Source: Researchers field survey, 2012

From chart 4.11 above, 19.5% of the respondents support that water
transport in the study area is safe, 4.5% support it to be very safe, 42% support it to
be unsafe and 34% support water transport to be very unsafe. In summary, most of
the water users in the area see water transport as unsafe. This could be due to the
absence of proper safety measures and negligence on the part of owners and
operators of means of water transport in providing life saving gadgets (e.g. the Life
Jacket, Floaters) to passengers.

4.3.12.

How well can the Respondents swim

Chart 4.12: How well can you swim

55

How well can you swim

80
72.5
70
60
50
How well can you swim

40
30

24.5

20
10

0
good

very good

dont swim

Source: Researchers field survey, 2012

In the chart above, it is observed that most of the water transport users in the
study area dont know how to swim. It is evident that 24.5% of the respondents are
good at swimming, 3% of the respondents are very good at swimming and 72.5%
of the respondents dont know how to swim. This helps to know how Respondents
ability to swim influences their perception of water transport safety.

4.3.13.

Has water transport services met up with demand

56

Chart 4.13: Has water transport services been able to meet up with demand in
Epe

Has water transport services been able to meet up with demand

2

able to meet up
not able to meet up

98

Source: Researchers field survey, 2012

The reason for this is to know if water transport suffices in reducing distance
barrier experienced by all population groups in the study area. From chart 4.13
above, 2% of the respondents said water transport has been able to meet up with
transport demand while 98% of the respondents said that it has not been able to
meet up with demand.

4.3.14.

Will water transport help reduce traffic congestion on roads

57

Chart 4.14: Will water transport help reduce traffic congestion on roads

Will water transport help reduce traffic congestion on roads

1%

yes
no

99%

Source: Researchers field survey, 2012

Chart 4.14 above shows the different opinions of respondents on the
possibility of water transport in reducing traffic congestion on roads. 99% of the
respondents in the study area hold forth the opinion that water transport will help
reduce traffic congestion on roads while 1% of the respondents believe water
transport will not reduce traffic congestion on roads.

4.3.15.

Governments participation in Water transport

58

Chart 4.15: Governments participation in providing water transport facilities

Government's participation in providing water transport fa

6%
13%

57%
25%

Source: Researchers field survey, 2012

Represented in the chart above is an assessment of Governments
participation in providing water transport facilities in the study area by
59

respondents. 56% of the respondents rated Governments participation as fair, 25%

rated it as moderate, 12.5% rated it as good and 6% rated it as very good. In
summary, Governments participation in providing water transport facilities in the
study area can be regarded as unsatisfactory and lacking.

60

Plate 9: Waterways Master plan of Lagos

Plate 10: Hyacinths on Waterways

61

Plate 11: Deplorable condition of existing jetty at Epe

4.4.

Analysis of other Data

Ho: There is no significant relationship between income level and use of water
transport.
Ho: There is no significant relationship between occupation and use of water
transport.

4.4.1: Test for level of significant relationship between income level and use of
water transport using Pearsons correlation coefficient where;
H0

There is no significant relationship between income level and use of water

transport.
H1

There is significant relationship between income level and use of water

transport.

62

The test for significant correlation coefficient r between income level and use of
water transport are shown in the table below:
Variables (2-tail)

Pearsons Correlation Rank (-1< r > + 1)

Significant level: 0.05(*)

Income level and Use of water

0.079
transport.
Source: Researchers field survey, 2012
From the above table, we can deduce that there is no significant relationship
between monthly income and water transportation [r (200) = 0.079; p>0.05]. This
implies that irrespective of the income of respondents, it does not have a direct
influence on their use of water transport. Hence; accept H0 and reject H1.

4.4.2: Test for level of significant relationship between occupation and use of
water transport using Pearsons correlation coefficient where;
H0

There is no significant relationship between occupation and use of water

transport.
H1

There is significant relationship between occupation and use of water

transport.
The test for significant correlation coefficient r between occupation and use of
water transport are shown in the table below:
Variables (2-tail)
Occupation

and

Pearsons Correlation Rank (-1< r > + 1)

Use

of

Significant level: 0.01(**)

water -0.187**
63

transport.
Source: Researchers field survey, 2012
From the above table, we can deduce that there is significant relationship
between occupation and water transportation [r (200) = -0.187 p<0.01]. This
implies that occupation and water transport are related. Hence; reject H 0 and accept
H1.

CHAPTER FIVE
SUMMARY OF FINDINGS, RECOMMENDATIONS AND CONCLUSION
5.1.

Introduction
The attempt in this Chapter is to draw inferences from the data analysis and

elucidate on the findings using a format that is constructive and beneficial for the
assessment carried out. This is followed by recommendations and concluding
64

comments, while attempt is also made towards identifying opportunities for future
research.
5.2. Summary of findings
During the survey and after the analysis of data collected from the survey, a
number of findings were identified. In summary, the findings revealed that;
I.

The users of water transport in the study area are mainly people within
the active or working population group between ages 18 and 35 years.
Also, the poor and unemployed people are the dominant users of

II.

water transport in the area.

It was also revealed that the main purpose why people use water
transport in the area is to access the local market where Agricultural
produce (farm produce, sea or marine foods and other perishable

III.

goods) are being sold and bought.

It was detected that Agricultural produce is the good mainly moved

IV.

via water transport.

The analysis shows that motorized boat is the most used means of
water transport in the area and also, means of water transport is

V.

mainly owned and operated by private individuals.

It was also discovered that water transport services has not been able

VI.

to meet up with demand in the area.

It was also revealed through observation that water transport is unsafe
where most of the owners or operators of means of water transport do

65

not provide users with water safety options e.g. live jackets, floaters
etc.
5.3. Recommendations
I.

In Epe, the commercial life of the people revolves mainly around

movements on the water ways, government should therefore create an
enabling environment both at the harbour and on the high sea
especially in eliminating the activities of pirates and area boys who
waylay travelers on the high sea since they hardly do have people to
protect them. This could be done by engaging security men to patrol

II.

the high sea.

On the whole, with the magnitude of commercial movements on the
sea, government can genuinely improve on this mode of transportation
and business transactions to help the people by providing ferries and
bigger engine boats to facilitate their movements and make the
conveyance of goods easier. This is one area government can come in
to open up avenue for more commercial means for the people. If
government can break the already existing monopoly of the private
owners and operators of means of water transport and make the cost
of transportation cheaper, the better for indigents of the area.

III.

Government assistance and attention is required in order to explore

the immense benefits of water transportation. Such assistance is
66

needed to control the incessant growth of water hyacinths which often

clog waterways, affecting engines of means of water transport and
making it difficult to navigate.
IV.

Efforts should be concentrated on having a viable agency to regulate

this sector to avoid boat mishaps. Also, policy that would coerce
owners or operators of means of water transport to provide floaters,
life jackets etc. to users should be established.

5.4 Areas for further research

A large-scale research is needed on the role of water transport in
improving public transport service levels. This would require the
use of a bigger sample size in assessing the role of water transport
in improving the public transport service levels investigated in this
study, particularly for the urban users of public transport.
The study has demonstrated that water transport has relevance in
improving the public transport service levels investigated in this
study. However, these findings alone are not sufficient to do justice
to the significance of water transport in public transport service
levels improvement. Further research can be done to assess the role
of water transport in improving reliability, capacity, safety and
security, particularly for the urban poor users of public transport.
67

 Further research is also needed on the role of water transport in

promoting additional ridership, cost effectiveness and operating
efficiencies as well as increases in transit-supportive land
development, and environmental quality (i.e., water transport
system benefits). All these areas may be useful follow-ups to the
study.
5.5. Conclusion
Assessment has shown that water transport has had a significant impact
upon those travelling along waterways in Epe area of Lagos being a convenient
and important mode of transport especially where other modes are absent and
where remote settlements can only be accessed via navigable rivers and lakes.

Based on the findings of this study, government intervention in water

transport would positively imprint on the lives of the rural populace of Epe who
are dependent on this transport mode to eke out a living on a daily basis. Such
intervention could be in form of providing convenient, fast, affordable, safe and
regular ferry services to ply the high seas which would in a short period help to
largely harness the commercial potential in the area thereby opening the economy
to other parts of Lagos state and consequently to surrounding states, especially
with those states linked to it by waterways.

68

It was also concluded that Public and Private Sector Partnership should be
encouraged so as to make the funding and management of water transport facilities
possible. Such facilities include maintenance and upgrading of jetties, the dredging
of water ways, clearing of water hyacinths among others.

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Activities of Ikare Akoko, Ondo State. In E.O. Akinnawo et al, (eds):
Socio-Economic Policies and Millenium Development Goals (MDGs) in
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72

APPENDIX I

ADEKUNLE AJASIN UNIVERSITY

AKUNGBA-AKOKO, ONDO STATE
FACULTY OF SOCIAL AND MANAGEMENT SCIENCES
DEPARTMENT OF GEOGRAPHY & PLANNING SCIENCES
QUESTIONNAIRE ON WATER TRANSPORTATION IN EPE AREA OF LAGOS.
Dear Respondent,
This questionnaire is intended to seek information on the above-named topic. Please be assured
that any information given in this regard will be treated with utmost confidentiality and used for
the purpose of this academic research only.
Instruction: please tick as appropriate ()
SECTION A: SOCIO-ECONOMIC CHARACTERISTICS
1. Age:

(a) below 18[ ] (b) 18-35[ ] (c) 36-45[ ] (d) 46-65[ ] (e) Above 65years

2. Sex:

(a) Male[ ] (b) Female[ ]

3. Marital Status:

(a) Single [ ] (b) Married [ ] (c) Divorced [ ] (d) Widowed[ ]

4. Level of Education: (a) Primary School [ ] (b) Secondary School [ ] (c)

University/Polytechnic [ ] (d) No Formal Education [ ]
73

5. Occupation:
(a) Civil/Public Servant [ ] (b) Privately Employed[ ] (c)
Unemployed[ ] (d) Apprenticeship[ ] (e) student[ ]
6. Level of Income (monthly): (a) Below N18,000[ ] (b) N 18,001- N 49,999[ ] (c) N
50,000- N 79,999[ ] (d) N 80,000- N 109,999[ ] (e) Above N110,000[ ]
7. How long have you been living in Epe:
(a) Less than 5 years [ ] (b) 5-9 years
(c) 10-14 years[ ] (d) Above 15 years[ ] (e) Non-Resident [ ]

[ ]

SECTION B: TRANSPORT CHARACTERISTICS AND PATTERNS

8. How often do you use water transport:
(a) Everyday [ ] (b) Once a week [ ] (c)
Once a month [ ] (d) Others please specify .
9. Purpose of Trip via Water transport: (a)Commerce & Shopping[ ] (b)Local Market[ ]
(c) Educational[ ] (d) To other modes of Transport[ ] (e) Family & Social Purposes[ ]
10. Distance of Trip via Water transport: (a)Less than 1km[ ] (b) 1km-5km[ ] (c) 6km10km[ ] (d) 11km & Above[ ]
11. On an average, how long does it take you to cover this Trip:(a) less than 15mins [ ] (b)
15mins-30mins[ ] (c) 31mins-45mins[ ] (d) 46mins-1hour[ ] (e) Above 1hour[ ]
12. How much does the Trip cost:
(a) Less than N50[ ] (b) N50-N100[ ] (c)
N101-N150[ ] (d) N151-N200[ ] (e) Above N200[ ]
13. Why do you use Water Transport over other modes for your Trip: (a) Speed [ ] (b)
Space & Comfortability[ ] (c) Cheaper Fare[ ] (d) Absence of other modes[ ] (e)
Poor conditions of other modes[ ]
14. Means of Water Transport: (a) Dug outs/Canoes [ ] (b) non motorized boats [ ] (c)
motorized boats [ ] (d) Ferries [ ] (e) Others please specify ..
15. Ownership /Operators of means of Water Transport:
(a) Private[ ] (b) Rentals[ ]
(c) Government[ ] (d) Others please specify .
16. Type of goods moved by Water Transport: (a) Bulky [ ] (b) high Value [ ] (c)
Agricultural Produce [ ] (d) Others please specify .
17. How regular is Water Transport Operations:
(a) regular[ ] (b) very regular [ ]
(c) irregular[ ] (d) very irregular[ ]
18. How safe is Water Transport: (a) safe [ ] (b) very safe[ ] (c) unsafe[ ] (d) very
unsafe[ ]
19. How well can you swim:
(a) good[ ] (b) very good [ ] (c) Dont Swim[ ]
20. Has Water Transport Services been able to meet up with demand in Epe: (a) Able to
meet up[ ] (b) Not able to meet up[ ]
21. In your own opinion, will adequate Water Transport help reduce traffic congestion on
Roads:
(a)Yes [ ] (b) No[ ]
22. How will you rate Governments participation in providing Water Transport facilities in
Epe;
(a) Fair [ ] (b) Moderate [ ] (c) Good [ ] (d) Very good[ ]
23. Suggest ways of Improving Water Transport in Epe:
a) ..
b) ..
c) ..
d) ..
74

APPENDIX II

Correlations

Age in
years
Age in years

Marital status

Level of
Education

Occupation

Monthly
Income

How long
have you
been living in
Epe
watertranspor
t

Gender

Pearson
Correlation
Sig. (2-tailed)
N
Pearson
Correlation
Sig. (2-tailed)
N
Pearson
Correlation
Sig. (2-tailed)
N
Pearson
Correlation
Sig. (2-tailed)
N
Pearson
Correlation
Sig. (2-tailed)
N
Pearson
Correlation
Sig. (2-tailed)
N
Pearson
Correlation
Sig. (2-tailed)
N
Pearson
Correlation
Sig. (2-tailed)

Level of
Educati
on

Marital
status

How
long
have
you
been
living in
Epe

watertr
anspor
t

Gende
r

.246(**)

-.127

.100

.000
200

.074
200

.161
199

.169(*)

.253(**)

-.124

.049

.016
200

.000
200

.081
200

.493
199

Monthl
y
Incom
e
.
186(**)
.008
200

.618(**)

.127

200

.000
200

.073
200

.618(**)

.031

.000
200

200

.664
200

Occupa
tion
-.409(**
)
.000
200
-.369(**
)
.000
200

.127

.031

.019

-.088

-.113

-.028

.121

.073
200

.664
200

200

.792
200

-.369(**)

.019

.000
200

.000
200

.792
200

.691
200
-.187(*
*)
.008
200

.186(**)

.169(*)

-.088

.018

.079

-.052

.008
200

.016
200

.214
200

200

.798
200

.263
200

.463
199

.246(**)

.253(**)

-.113

.018

-.095

.055

.000
200

.000
200

.112
200

.798
200

200

.182
200

.439
199

-.127

-.124

-.028

.079

-.095

-.002

.074
200

.081
200

.691
200

200
-.490(**
)
.000
200
-.194(**
)
.006
200
-.187(**
)
.008
200

.112
200
-.194(**
)
.006
200

.088
199

-.409(**)

.214
200
-.490(*
*)
.000
200

.263
200

.182
200

200

.976
199

.100

.049

.121

.033

-.052

.055

-.002

.161

.493

.088

.648

.463

.439

.976

75

.033
.648
199

N
199
199
** Correlation is significant at the 0.01 level (2-tailed).
* Correlation is significant at the 0.05 level (2-tailed).

199

APPENDIX III

76

199

199

199

199

199

APPENDIX IV

77