Nigerian Universities Research Topics: CAUSES AND EFFECTS OF ROAD TRANSPORTATION ON THE DISTRIBUTION OF AGRICULTURAL PRODUCT A CASE STUDY OF IRRUA

ABSTRACT

This research work is aimed at examining and analyzing the effect of road transport on the distribution of agricultural goods in Esan central local government area using Irrua as a case study.

It goes further to described and examine the existing roads and the connectivity of roads networks in the study area. The pattern and mode of transportation as it affect commercial and subsistence farming was examined.

Also examined was the pattern of transportation in relation to agricultural production and the problems associated with the transportation of these agricultural production and problems associated with the transportation of this study is to determine precisely the hindrances of obstacles to the movement of transporting of these agricultural product from the rural areas, where they are cultivated to urban certers where these products are utilized.

In this study, relevant literature were reviewed from research materials in the collection of data, structural questionnaires and personal interview guide were used. Data collected through the questionnaire were analyzed using some statistical techniques.

The results of the analysis of data collected led to many findings and important conclusion were drawn from them.

On the basis of the findings and conclusion, recommendations were made.

LIST OF TABLES

i. Roads in the study area

ii. Spatial patterns of transport cost

iii. Traffic flow in main road

iv. Type of farming in relation to mode of transportation

v. The amount of percentages of transport

vi. Crops and quantity cultivated/sold

LIST OF FIGURES

i. Map of Edo state showing the study area

ii. Map of Irrua Esan central local government area

iii. Map showing roads networks by study area

iv. Map showing modes of transport as surveyed in the study area

TABLE OF CONTENTS

Title page

Certification

Dedication

Acknowledgment

List of tables

List of figures

Table of contents

CHAPTER ONE

Introduction

Statement of problem

Objective of the study

Hypothesis

Research methodology

Study area

CHAPTER TWO

Literature review

Conceptual frameworks

(a) Gravity model

(b) Innovation diffusion model

CHAPTER THREE

Transport patterns and road networks

i. Description of roads in the study area

ii. Patterns of transportation

CHAPTER FOUR

Transport patterns and agricultural production in the study area

CHAPTER FIVE

Recommendation, summary and conclusion

Appendix

References and bibliography

Questionnaires

CHAPTER ONE

1.1 EFFECTS OF ROAD TRANSPORTATION ON THE DISTRIBUTION OF AGRICULTURAL PRODUCTS

Many scholars have often seen transport as an important fact of development to some, transportation is seen to be almost synonymous with development. Transport is viewed as fundamental for day to day activities, for with it neither market nor trade could exist at all. A good communication network is the pride of any town or city, with its logistic problem are easily accomplished, this no doubt bring about a fast economic development or growth.

Transportation is crucial to rural development because of its impact of various unvesl of production processes both in agricultural and non agricultural areas. It provides linkage channels and flow of person, commodities and ideas between places and overtime. Lack of efficient and adequate transportation to places has adverse effects on the rural dwellers and is also responsible for off garm transportation problem. Put differently, the rural areas, which are the main sources of agricultural production are hindered due to problems of transportation.

Road transportation in the rural areas whether tarred or not has accessibility, economic and productivity consequences. Transportation to end from and makes possible its productive use the rural areas have been known to be the major sources of good produce and agricultural raw materials for utilization in the urban centres. This has been made possible with the provision of transport facilities, perhaps this is why the report of the standard research. Institute of 1961 on transport development as a mean of opening up the vast area of the country for agricultural development was recommended.

Effort to raise rural welfare must necessarily go beyond the traditional and limited approach of raising per capital income through agricultural development projects to the provision of rural basic needs in which rural transportation facilities take a lion share (Iduehaba 1983). Like other places, urban inhabitants depend souny, if not entirely on farmers in the rural areas for their requirements of agricultural food product (Dickson 1947). Efficiency of agricultural commodity flow depends very much on the transportation facilities available and in aise, which lead to economic development of the area.

Development of rural areas depends very much on good road transportation facilities in that it enables the farmers and traders to transport their farm input and output to urban areas. The urban areas constitute the best price market to the rural agricultural products while rural areas also seen as market for finished and semi finished goods in urban areas. This helps to promote the living standard of local farmers.

The movement of various agricultural products from the rural areas is one of the most vital factors, for marketing of products in the cities, which are needed essentially for survival. Without a good transportation pattern, most agricultural products will not reach the areas of need at the appropriate time.

The study therefore attempts to examine the pattern of road transportation as it effects the flow of agricultural products in the rural areas of Esan central local government area.

1.2 STATEMENT OF THE PROBLEMS

The adequate flow of agricultural products from the rural areas to the urban transportation of such products, if enables the producers to transport their products to the areas desired.

The flow of agricultural products from this area to urban centres are hindered by a member of transportational constrains. Yet, this flow is very important to help promote the living standard of the people due to lack on efficient pattern of transportation of these products, most get bad before they reach their point of destination.

Esan central local government area is noted for the production of some agricultural products that are needed as raw materials and sources of good in the urban centres but due to bad roads or poorly constructed roads, this flow is hindered. The pattern of road transportation largely determine the free flow of these agricultural products. It has been observed that urban centres are more developed than the rural areas probably due to the presence of social infrastructures and administrative headquarters. Other factors which have helped tremendously to explain the slow pace of growth in rural areas include scarcity of cultivable land, the balance between population size and the extent of available cultivable land availability of raw materials, presence if utilities such as water, electricity, roads and the presence of large manufacturing plants in rural areas (Melvin 1982, Seqgnola 1986, Cawley 1979 and Buttec 1982). This indicate that growth in rural areas is discouraged due to population size and non presence of utilities such as water, electricity and good roads.

The problems of roads in the study area is very enormous in areas where roads are constructed, it is often made of low quality of roads networks in areas of low population. Most of the roads are totally bad, narrow, poorly drained and winding, this preventing easy access to the hinder land where majority of the farmers lives. The problems are further aggravated by the influence of the physical environment, inadequate capital and the legacy of unfortunate economic and political policy which still constitute serious impediment to rural development in Esan central local government area.

Due to the problems highlighted above, an attempt is made to identify the means of transportation available, which are commonly used at different locations. The role of road transportation towards economic development of the town and villages will be looked into.

At the end, some suggestions will be made towards effective planning of road transportation towards economic development of the area.

1.3 OBJECTIVE OF THE STUDY

The aims and objective of this study are:

1. To examine the impact of transportation pattern in the low of agricultural products and development which the local government area.

2. To identify the problem hindering the transportation of these agricultural products, from points of production to destination where they are made use of which the farmers get back in return finished or industrialized goods.

3. To recommend ways to improving the road network patterns.

The rationale of the study is to ascertain

Whether the conditions for transportation of these agricultural products from points of production to destination points are convenient enough for the flow or availability of these products.

The hypothesis tested in this study are:

1. These are the significant relationship between density of road pattern and the volume of agricultural production.

2. The volume of traffic has no direct relation with marketing of agricultural production.

3. The condition of roads to farm affects amount of land that can be cultivated. There is a relationship between pattern of roads and flow of agricultural production in the rural area.

1.4 RESEARCH METHODOLOGY

In order to know the various strategies on the issue of road transportation on the flow of agricultural products, a general survey of the study area was first undertaken, during survey, all the existing roads in the areas were examined especially those leading to agricultural farmlands.

Research methods involve some of the processes of field investigation, data collection data processing and analysis in order to understand the correct economic development in relation pattern of road transportation. The two basic approaches of data collection and analysis that would be used are the library which involves a the existing maps and questionnaire survey methods.

The library method entails the use of relevant textbooks, journal research reports, conference report, annual report, articles and view papers, including road maps, that will be of great benefits to the research work.

The second method is administering of questionnaires to the respondents through the use of stratified sampling techniques so as to select some villages and routes out that makes up the local government area.

A total number 50-70 questionnaires are 70 e administered to farmers and drivers, even traders.

The questionnaire will be divided in four section

Section one: Personal information about the respondent, e.g. sex, owner occupation, marital status, age and level of education.

Section two: Supply of information by the farmers in relation to their farms e.g. size of arm, and distance.

Section three: Identification of the limiting factor of production and marketing of goods such as inaccessibility of roads increases in transport cost lack of transport vehicles and waste of agricultural products.

Section four: Recommendation and suggestion on ways to improve road transportation toward the flow of agricultural products from the rural areas.

During my visit to the village, personal observation will be make which will enable me to confirm my findings and ascertain road connection, quality and inaccessibility of some roads in the area.

The study will help a great deal to reveal the constrains of road transportation in rural development of Esan central local government area. Also, the price of goods in different markets, which determines the variation of prices at various markets, the flow of these goods will be restrained from some market in that farmers will want to sell to market where they are assured high profits.

Section four which recommend and suggest ways to improve road transportation will help to see a reasonable flow of these agricultural products and with emphasis on pattern of road transport will help to evaluate rural growth economically.

1.5 STUDY AREA

Spatial closure, in terms of road transportation using the area base approach.

In this write-up, part of Esan central local government area of Edo state is used as the basis for the discussion of the application procedure.

We shall examine the general characteristic of Irrua in Esan central local government area, with respect to the spatial distribution of road transportation network, also the rationale of locating some roads in selected areas.

GENERAL CHARACTERISTICS OF IRRUA, ESAN CENTRAL LOCAL GOVERNMENT AREA OF EDO STATE

Irrua, Esan central local government area of Edo State is located between latitude 6⁰ 50N and 6⁰ 25N and between longitude 6⁰ 10E of Greenwich Meridian.

Esan central local government area is bounded in the north by Etsako west local government area, in the west of Esan west local government area, in the West of Esan West local government area and in the East by Esan North East local government Area and in the south by Igueben local government area.

Esan central local government area mainly comprises of towns and villages of which there are about thirty settlements, Irrua, which is the study area is regarded as the local government headquarters. Only few of the settlement can be regarded as town base on the United Nations organization of 20,000 population limit for a town, they include Irrua, Egu, Opoji and probably Ugbegu. Irrua mainly comprise settlements like Idumabi, Idumebo, Equare, Uselu, Akho, Agwa, Edenu, Ibore, Usugbenu, Ugbokhare, Ugaghole, Ibhiolulu, Ole Udomgwa, the vast three settlements are the Uwessan settlements which are the interior of Esan land.

Thus, the choice of the study is Irrua Esan central, as a rural areas for the application of the area based method if need assessment is justified. The population of Irrua is gradually declining due to road urban migration, this is as a result of job opportunity, the availability of basic needs as well as paid employment in these urban centers like Benin City.

The study area is located on a plateau since Esan land is generally located in plateau. Due to its climatic condition, there is always a seasonality of rainfall and the availability of water that is during the day seasons there is always a shortage of water.

The primary occupation of the people of Irrua is mainly agriculture with little trading activities while majority of the population live in subsistence farming.

Road transportation in Irrua is relatively poor. Most of the tarred roads are the single land type and are greatly in need of repairs. The roads which usually link the different villages together are untarred, they are always flooded during the wet season, even the tarred one are full of potholes and therefore constitute a great impediment not only to intra and inter-village movement but also to the transportational flow of agricultural produce to the total markets.

CHAPTER TWO

2.1 LITERATURE REVIEW

The role of transportation has many distined scholars from various field especially geography and engeering with the sole aim of finding solution to the problem of transportation as it effects rural development and also find the relationship between transport and development.

More than ninety percent (90%) of transport studied undertaken in Nigeria concern with urban transport (Oyemakine 1975). Rural transport studies have featured less prominently even in more elaborate work concern with rural Nigeria (Olatubosun1775). Although inadequacy of transport facilities has been identified as one of the several causes of rural poverty in Nigeria (Ogundena 1972).

Examining the initial stage of economic development in communities where subsistence agriculture still dominates, Gark and Haswell (1964) maintained that transportation is the key to development and flow of these products, while fertilizers, improved seedlings, education and other objects follows.

In attempt to review the works of scholar in respect of the issue under discussion it was discorved that more literatures in transport economic and geography share common belief in the importance of transport improvement and its efficiency in accelerating development process. Perhaps the most outstanding claim was that made by Lord Lugard in 1922, when he stated that the materials development of African may be summed up in one word transport (Lugard 1922).

According to Fromont (1914) transportation has made it possible for some commodities to be move cheaply from their source of production to where they are mostly needed. This has been noted as one of the main features of modern agricultural development, in that goods, can easily reach the market.

Transportation being one of the vital factors in the growth of less developed area Hance (1967) emphasized the power region. Stanley (1971) examined how the capacity and connectivity of a road network is an important factor to national and regional development. He suggested that one of the important priorities of transport policies in developing countries should be the improvement of rural road system with the aim of linking the rural hinterland with the urban areas which constitute growth role. This is very important since Iduchaba (1985) believe that the urban inhabitants so large as they are depend souly, if not entirely on farmers in the rural areas for their requirements agricultural food products; in return the rural dweller depend on the urban areas for the utilization of their product and for acquiring inputs for their agricultural production.

John (1971) stated that transportation is essential to social progress because it has been through listing the way in which not only goods and services but ideas as well, were exchanged among people… in (1968) Mirby emphasized that there is no escape from transportation even in most remote and least developed inhabited region. Transport in some form is a fundamental part of the daily rhythm of life hence the provision of transport facilities and services of crucial importance of both agricultural and industrial development of a country but also for the political, social, and other forms development.

Oglerby (1975) went further to emphasize that efficient movement if agricultural products, assess to medical attention and ability to transport raw materials and finished products to respective places are all essential if the developing nation like Nigeria are raise their standard of living above the subsistence level. He also stated in the same year that improved transportation predominantly feeder rural roads oriented is crucial to the developing nations.

Filani (1978) has similarly observed several decades after Lugard’s comment that the socio-economic development of any country depends to a large extent on the nature and structure of the transportation network of the country. He also argued that the transportation provides the arteries through which the economic life stream of a society flow the people, information raw materials, finished products which to build and maintain the society.

Sada (1979) viewed the development of transportation facilities as a social indicator of the development level of any society. He held strongly and transportation influence every fabric of the people’s life which rural development entails.

Field investigation carried out by various undergraduates during their degree programmes have also shown that transportation allows for exchange of goods between rural and urban areas and this situation makes if possible for the improvement of economic position of the peasant cultivation which is definitely going to improve rural agricultural system.

Agriculture in a broad sense is defined by Uguru (1981) as all the process involved in the controlled production of plant and animals materials which are use to man. The development of road transportation networks no doubt bring about an efficient flow of agricultural products.

Onokerhoraye (1981) examined the importance of transportation network in improving the accessibility of the people that are inhabitant in the various part of Nigeria to essential pubic services such as health, education among others. According to him, since a large proportion of the population of Nigeria are in the rural areas, thereby making it impossible for the attainment of ahreshold requirements to support certain public services, there is therefore the need to improve the transportation network between areas where public services are located and the people living in various rural part of the country. Mobogunje (1981) speculated that ‘before transaction movement can come in existence, if requires exchange relationship and price of mechanism’ to him accessibility is to a large extent determined by transport vehicles.

Agbunduwa (1987) while examining the role of road development to settlement spread and modernization Esan division, of Edo state. He argued that in a tropical agrarian economy of Esan division the development of roads, networks has not only improved the accessibility production centre to the markets, but has equally served as a repulsive force for the transformation of the entire space economy of the area.

However, there has been an improvement in transportation network in Nigeria, but the problem lies mainly in the development of rural links hence as Oriero S.B (1789) puts it in most local government areas of Edo states it is only the local government headquarter and perhaps, few, settlements that are served with roads.

Transportation is needed for moving people and goods from origin to destination, the population of a society and its volumes of goods are therefore the cost of determinant in evaluating, the market for transport service personal observation in study area (1999).

Akinbode (1992) advocates that poor transport facilities is one of the various reasons why data is difficult to collect in most developing countries of the world.

In finding solution to rural development and poverty in the developing economy, Akinbode (1992) advocated for location of ndustries in rural areas which will generate linkages and good roads between these rural areas and urban centres.

Personal interview (1999) advocates that poor transport facilities is one of the various reasons why data is difficult to collect in most developing countries of the world.

In finding solution to rural development and poverty in the developing economy, Akinbode (1991) advocated for location of industries in rural areas which will generate linkages and good roads between these rural areas and urban centres.

Personal interview (1999) also shows that transportation quickens the flow of agricultural products from region of production to places of consumption.

Personal communication with farmers Ahgedo (1999) reveals that transportation has made it possible for some commodities to be easily moved cheaply from their source of production to where they are need most.

In conclusion, the principle tends to be generally accepted that the improvement of transportation for the flow of agricultural products especially in the rural areas is one of the most valuable contributions towards economic, social and political development of any locality, state or nation.

In transportation studies of the developing countries, a common theme has been the steady rise in the importance of road transportation network. The connectivity and capacity are important in the development process of any regional economy from the analysis and review above it is evident that transportation provides a framework for regional flow of products especially agro-based material (raw materials) which brings about an integrated economy.

Finally, it should be accepted that the bulk of the faming population is denied the services fo good transport, thus human portage dominated with its attendant costs in both man hour cost and in the cost of overcoming frictional distance.

2.2 CONCEPTUAL FRAMEWORKS

INTRODUCTION

In order to attain a high standard of social, economic and political development in any region and also to achieve spatial interactions among the different sections of economy, available and accessible roads are important consideration for every body.

Smith (1958) pointed out that the transport geographer needs to analysis to clarify his mind and define his problem and string of irrelevance. The need of conceptual framework is therefore necessary in this research to help clarify the issue of study under consideration. Considerable conceptual and theoretical attention have been received in transport network studies Restiun (1885) Isaac Newton (1687) Christaller (166), Losh (1954) and many others have all developed various measures to study and analyses network pattern vis-à-vis the social economic situation of any region over which the network evolved. However, over accessibility of roads to farmers, traders and transporters and other categories of persons are important considerations in the analysis of spatial pattern and impact of transport network in this section of the project work.

THE GRAVITY MODEL

The gravity model is one of the most frequently used models in geography. The model is derived from Newton gravitational theory propagated by Isaac Newton (1687).

This theory states that two bodies attract each other in proportion to the production of their masses and inversely as the squares of their distance apart. It is represented mathematically as

G = p/d²

G in this case represents the attractive force exeraed of the centre and P is its while D is the distance of a particular point away from the centre.

Two key words are of tremendous value here, that is the ideal of a ‘body’ and mass’. As used in geography, the elements of body denotes in geographical area with specific locations in the earth’s surface or some other spatial units such as zone and ward.

When this model is applied for the analysis and study of transport system of a given region or place, body could be used to denote an area of concentration of a particular activity with the place.

One the other hand, the element ‘mass’ as used in geography signifies a measure of relative attentiveness of specific units considered as a destination of tips fro other zones.

The main purpose of researchers using the gravity model particularly in geography is to predict the movement between places in a given period of time. When a critical appraisal is given to the above gravity model, it suggest two relationship. This is that as the size of one or both places increase so does the movement and interaction between them.

Secondly, the further away the places the lesser the movement and interaction between them. This shows that distance has a frictional effect of movement (Brandford and Kent 1977). The degree of interaction in determined by the relative important of the region involved and the distances separating them.

But there is ambiguity in measuring distance it can be measured in terms of economic factor such as cost, convenient and time.

The application of this model to the study area demonstrate the reason why interaction is low between villages which produce low volume of goods and agricultural services. Interaction is greater between the administrative headquarter Irrua and the neighbouring hinterland due to the mass of products involved.

THE HAGERSTRAND MODEL (INNOVATION DIFFUSION)

In discussing spatial interaction, it was assumed that the probality of contact between any two people will get weaken as the distance between them increased. The diffusion model, distance model distance is an important element as it affects the rate and spread of the phenomenon. The focus here is on the nature of change in the distribution of phenomena due to space and time. The most outstanding geographer who pioneered this model was Torstan Hagerstrand. He examined the spread of a number of innovations among the population of a part o central Sweden. There innovations concerned agricultural practices, and the development of transport facilities in order to describe the spread of agricultural technique. In the process Hargerstrands model was based on the following assumptions.

1. That one person has the information at the beginning.

2. That the method is accepted at one when heard of.

3. That information is spreading only by letting at meetings.

4. Finally, the probability of the other persons receiving the information from the information is related to the distance between them.

5. That the telling takes place only at certain time with constant time period.

The model and assumptions bores down to emphasis the importance of transport to the development of agricultural products mostly in rural areas.

The agricultural innovation developed in order to enhance the efficiency of agricultural production and distribution. It has to be passed round to the farmers who mostly resides in the rural areas who are lacked of communication facilities.

The model is a major contribution to geographical research especially in the areas of transport and geographic research. It has stimulated such studies on innovation diffusion in the advanced countries. It helps in examining the spatial pattern of road network and factor that gave rise to the observed pattern of the study area.

CHAPTER THREE

3.1 TRANSPORT PATTERNS AND ROAD NETWORK

The economic development of any society is a complex process, which depends on several interacting forces. Perhaps one of the most important of these factors is the provision of adequate transportation facilities. Initially the most common objective of the government are to improve the existing transport system to meet the demands of their ever growing economics and to connect an productive areas with their markets and to integrate all productive areas. Despite the fact that the Nigerian development plans which the transport sector consumes a significant proportion of the capital investments ranging between 20 and 40 percent of all public sector investment, the impact is not felt in the rural areas (source business times, March 12, 1986).

In Nigeria, while the bulk of the total population reside in the rural areas, the few urban centres enjoy comparative better transport facilities than the larger rural environment. Several studi9es have revealed that many rural settlement in Nigeria are directly located on motorable roads Ogundana 1972).

It has been further observed that if these rural settlements located on roads, many of them do not enjoy any locational advantages because the roads which serve them are liable to flooding during the raining seasons. Aloba (1978) added that economic activities as well as social interaction are disrupted during the months in Nigeria rural space, in particular and market system which generate the bulk of rural traffic ma become redundant as market centre are no longer accessible to traders as well a farmers. This no doubt is a hindrance to the flow of agricultural product in particular and the development of rural areas in general.

DESCRIPTION OF ROADS IN STUDY AREA

As mentioned earlier, road transportation in Irrua is relatively poor, most of these tarred roads are the single lane type, which are full of potholes and desperately in the of repairs.

The untarred roads which link up the villages are always flooded during the wet seasons, which results to half to all socio economic activities to these areas, they include settlement in Uwessan, which include Ujabhole, Ukhiolulu, Ohe and others, means of transportation of goods to and from these areas during such period is the human portage. The type of roads in the area have actually influence the flow of agricultural products.

Classification: In the classification of these roads, they can be classified in accordance and hierarchy of ownership and maintenance, viz federal roads, state roads, council roads, and community roads.

The federal roads: These roads are own and maintain by the federal government, they are the major roads, an example is that, that runs from Benin through Irrua, Ewu to Auchi.

Stat roads: These are state government onwed and maintained roads, some of which are bad and made of rough surfaces, they link most of the town and villages together, they are mostly the secondary roads examples include those that runs from headquarter Irrua to Opoji, Irrua and Us-ugbenu, Irrua through Agea, Eko Iyobhebhe, Udowo, Ibore, Ugbalo, Ujabhole to Udomi.

Council roads: These are roads maintained y the local government, they are majorly the minor roads, majority of which are untarred rough and always flooded ruing the raining season these roads mainly linked the settlements together, therefore, they are considered very important, example include those that are from Usugbenu, although Atuahgbo, Ekiti to Okhoromi.

Community roads: Community roads are not supposed to be, in other words, communities are not suppose to own any road some settlements consider it necessary to communicate and so these communities clear and maintain such roads which end up being footpaths, major footpaths include Agwa to Edenu, Usubenu to Iki and Ujabhole though Udomi, Afuda to Idumoza.

ROAD IN STUDY AREA

S/n	Name of road	Length in (km)	Type	Condition
1	Irrua Ugbegun	12	Surface
2	Irrua Opoji	9	Dressing
3	Irrua Obediu	3	Dressing
4	Irrua Township road	4	Dressing
5	Irrua Ugbalo	19	Asphalt
6	Ewu Egbede Old Rd.	5	Surface dressing
7	Ewu Township Rd	5	Asphalt
8	Irrua Idua Ukhun Rd	6	Asphalt
9	Ewu via New Road	7	Asphalt
10	Ewu via Old Road	8	Asphalt/surface dressing
11	Agbo Uromi Old Road	18	Asphalt/surface dressing
12	Akho Illeh Road	9	Earth
13	Uselu Ileh Road	2	Earth
14	Idumebo Road	2	Earth

Source: Ministry of works Irrua 2011

ROAD QUALITY

Most roads in the rural areas are characterize by poor quality, and a lack of drainage system which can also help preserve these roads in classifying the roads according to their quality, the criteria used by Bosaquest among others. They defined quality as what are commonly called the ultimate value beauty, goodness, truth (source: Encyclopaedia Britannica N 18 1768). According tot eh classification used by the Nigerian Mapping Company (Limited) and based mainly on Nigeria maps by the permission of the director of federal surveys. They are the trunk A,B and C road.

Trunk A Roads: These are roads of very good quality they are motorable throughout the year, they are normally tarred of asphalt surfaces. They are the first class roads, owned by the federal government. Example include Irrua Ugbalo roads, Irrua Iduaukhun road etc.

Trunk B Roads: These are roads which are motorable most of the time, accessibility could be hindered or influenced by the physical environment, they are not all of good quality, the surface are normally rough and full of potholes in case like the Irrua to Opoji road, Irrua to Agwa, this is because their surface type is surface dressing.

Trunk C Roads: Most of these roads are normally not tarred, they are only motorable of a particular time of the year, especially during the dry season. This is as a result of flooding during the raining seasons. Examples are most minor roads in Irrua e.g., Ugbalo through Atuagbo to Okhoromi and also roads that lead to Uwessan. These roads are wrongly located and accessibility is hindered by physical barrier in some places for example hills.

PATTERNS, CONNECTIVITY OF ROAD NETWORKS AND FACTORS AFFECTING TRAFFIC FLOW

These observed patterns of traffic flow show variation in traffic from one settlement to another being highly influenced by the level of agricultural engagement in the various settlements.

Other factors which pattern this flow are road connectivity, the number of ommuters and other economic activities present in a particular settlement.

The traffic flow on these roads on market and non market days are of various degrees, traffic is more dense on market days, compared to non market days, this is no doubt as a result of transportation of people and their goods to the various markets.

From surveys carried out in some of the various settlements, it is observed that transport cost rare with road quality, and in rare occasions with length of roads, bad quality road end to attract more fare and good quality roads ease mobility. This is than affects the volumes of agricultural production and the marketing of these agricultural products. More light will be thrown to emphasis and analyze this issue in the next chapter.

Table II

SPATIAL PATTERN OF TRANSPORT COST

Settlement	Transport cost (N)
	Motorcycle	Motor vehicle
Usugbenu	10	10
Opoji	10	15
Ujabhole	50	50
Ibhiohi	50	45
Ohe	80	-
Ibore	30	30
Agwu	10	10
Edenu	20	20

Source: Field works 2011

30 – 39.4 = (1-9.4)² = 88.36

25 – 39.4 = (-14.4)² = 207.36

51 – 39.4 = (11.6)² = 134.56

52 – 39.4 = (12.6)² = 158.76

50 – 39.4 = (10.6)² 112.36

30 – 39.4 = (19.4)² = 88.36

40 – 39.4 (0.6)² = 0.36

37 – 39.4 = (-2.4)² = 5.76

795.88

795.88 = 99.48

8 = 299.5

40 – 38 = (2)² = 4

47 – 38 = (9)² = 81

40 – 38 = (2)² = 4

38 – 38 = (0)² = 0

35 – 38 = (-3)² = 9

28 – 38 = (-10)² = 100

35 – 38 = (-3)² = 9

41 –38 = (3)² = 9 = 216 = 27

216 8

16 – 21.6 (-5.6)² = 31.36

14 – 21.6 (-7.6)² = 57.76

10 – 21.6 (-11.6)² = 134.56

9 – 21.6 (12.6)² = 158.78

11 – 21.6 (-10.6)² = 112.36

30 – 21.6 (8.4)² = 70.56

43 – 21.6 (21.4)² = 457.96

40 – 21.6 (18.4)² = 338.56 = 1361.6

1361.6 8 = 170.2

Vm = 8(39.4 – 33)² + 38.33)² + (21.6 – 33)²

3 -1

= 8(40.96 + 25 + 129096)²

Vm = 783.63 783.7

Vk = 99.5 + 27 + 170.2 = 296.7

3 3

F = 783.7 = 7.92 = 7.9

98.9

1% of 5% levels of probability are used in the f – test. The number of degree of freedom for vm is n-1 i.e. 3-1 = 2

And for vk is n-k

i.e. 8-1, 8-1, 8-1

24-3 = 21

Fv₂ V₁ at 5% = 3.47

If the calculated is than the tabulated, we accepted the hypothesis, while if he calculated is greater than the tabulated we reject t in this case therefore, at 5% level of probability calculated is greater than the tabulated, we therefore reject the hypothesis.

PATTERNS OF TRANSPORTATION

In Esan central local government area Edo State, which studies reveals that any settlement of Nigeria are not directly located on motorable roads, even those on roads, many of them do not enjoy any locational advantages because the roads serving them are liable to flooding during the raining season, as a result, economic activities are disrupted during this periods in particular the market system which generates the bulk of rural traffic may become redundant as rural market centres are no longer accessible to riders as well as farmers.

The problem and experiences of people actually being buttressed b these facts, whereby people have to trek long distances, especially during the raining seasons before they could get to their destination. In such cases the volumes of agricultural produce transported and amount of land cultivated are definitely affected. There are area where vehicles visit only on market days while in some areas hilly topography and the bad nature the only accessible road discourages divers from plying such road.

Table III

Traffic count per hour on the main road traffic flow on a market day between 11:00am and 12:00noon

Markets	Road connection	Motor vehicle	%	Motor cycles	%	Total no of vehicles
Irrua	Irrua-Opoji	125	30.7	282	69.3	407
Opoji	Opoji-Irrua	97	74.5	34	26.6	131
Usugbenu	Usugbenu	-	32.3	105	67.7	151

Source: (Field works) 2011

Traffic count per hour on the main road traffic flow on a non-market day between 10:00am and 11:00an

Road connection	Motor vehicle	%	Motor cycle	%	Total no of vehicles
Irrua- Opoji	91	47.2	102	52.8	193
Opoji-Irrua	50	54.3	42	45.7	92
Usugbenu-Irrua	10	26.3	28	73.7	38

(Source: Field work) 2011

A very good is the road that leads to Uwessan of Irrua which comprise Ujabhole, Udomi, Ibhiozehi and Ohe.

MODE OF TRANSPORTATION

The people of Irrua are used to the various ways in which they transport their goods from area of cultivation of market centres, where they are sold. The various mode include human portage, bicycle, motorcycles and motor vehicles.

Poundo (1981) argued that human portage calls from less capital investment than any other mode of transport and it the most flexible.

Due to untarred roads and bad bridges, output of most these rural farmers is so small that it is insufficient to justify motor transportation.

Table IV

Type of farming in relation to mode of transportation

Type of farming	Human portage	%	Bicycle or motorcycle	%	Motor vehicle	%
Commercial	10	28.6	33	62.2	15	75
Subsistence	25	71.4	20	37.7	5	25
Total	35	53	32.3		20

Source: (Field work) 2011

The amount and percentage of mode of transport according to each settlement administered

Settlements	Human portage		Bicycle/motorcycle		Motorcycle
	No	%	N⁰	%	N⁰	%
Usugbenu	30	9.5	49	15.6	16	9.2
Opoji	25	7.9	47	14.9	14	8.0
Ujabhone	51	16.2	40	12.7	10	5.2
Ohe	50	15.8	35	11.1	11	6.3
Ibore	30	9.5	28	8.9	30	17.3
Ibhioluh	52	16.4	38	12.1	9	5.2
Agwa	40	12.6	35	11.1	43	24.8
Edene	37	11.7	41	13.0	40	23.1
	315		313		173

Source: (Field work) 2011

Road transport which involve the use of bicycle, motor cycles, commonly used for the transportation of commercial farm produce has been the major source because of the non availability of other modes of transportation. The use of motor cycle has been rampant, this is due to the fact that most of these roads are in a very bad condition and therefore motorcycle transport is one good mean of transporting these goods because they are capable of maneuvering their way through various potholes that could be present on roads. For example the common means of transportation of goods on Irrua, Opoji result is a result of this fact.

Generally, the cost of transporting their produce to the market is too high. It is believed that the amount of goods they take to the urban market or centres is considerably small due to the problem pose by transportation.

The rural areas are extremely vital for the production of agricultural products being the main sustenance of the urban areas right from time. Infact, it is in view of this relevance of the rural areas in respect of development that F.C Okafor, 1988 could not resist the view of the importance of road transport in the rural areas. He advised that it is essential that road transport facilities should be fairly distributed among the people irrespective of their area of residence and occupation.

In order to achieve the set goals in this research project, the researcher is highly interested in roads connectivity, the structure and nature of road in the rural areas of Irrua in Esan central local government area. The researchers is also interested in the relationship that exist between road networks and agricultural production in the rural area.

Map showing modes of transportation in both commercial subsistence farming as surveyed in the study area

CHAPTER FOUR

4.1 TRANSPORT PATTERNS AND AGRICULTURAL PRODUCTION IN THE STUDY AREA

In various research works, it has been shown that provision of good road network lead to the development of agriculture. Basically, road transportation is an important factor of the geographical and agricultural landscape. Road transportation development may be regarded as a set of inter-connected routed ways, along which movements can take place such movement may include the flow of commodities. Transportation is thus considered as an integral part of a development process because a commodity is of no use useless if gets to its point of consumption. It has led to the change in pattern of economic activities such as agriculture and its density which effects the extent of agriculture as all the process involved in the controlled production of plant and animal materials which are of use to man. The ability to agricultural freight to absorb transport cost varies according to the purpose of production. Commercial farmers are abler to pay for transportation currently than the subsistence farmers.

Conclusively, these factors mentioned above simply illustrates the impact of road transportation on the flow of agricultural products from areas of cultivation which is usually the rural areas to market centre in urban areas where they are normally consumed. This flow of agricultural products are influenced or hindered by the pattern in which these products are transport by road which in turn is as a result of the condition of roads in the study area.

The study area is well known for the production of peculiar agricultural products. From the survey carried out by interviews and the administration of questionnaires, major food crops like cassava, yam, banana, plantain, rice, cocoyam and melon are produced in the various parts of Irrua, some in commercial quantity and some for subsistence use. Irrua is know as the major market centre where the various other settlements market their products.

From surveys carried out in the study area, it is observed that the various road linking Irrua and these other settlements, majority of which are in bad condition and desperately in need of repairs. The condition of these roads has infruced the pattern of transportation of these agricultural products. This also has affected the quantity cultivated and amount transported to the various market centres.

In areas like Usugbenu which is well know for the production of yam and rice, have to transport their product with the use of motor cycles popularly known as “Okada”, this no doubt is as a result of the rough road liking Irrua to Usugbenu, which are dead traps to motor vehicles. The road is only accessible to motor-cycle only because they are capable of maneuvering their way through the potholes.

Also, in Uwessan which comprise Ujabhole, Ibhaohulu and Ohe are completely cut-off during the raining season because of flooded roads, in such periods human portage in the only means of transportation. Even in the dry season, because of the hill nature of the road, motor vehicle are relevant to ply such routes. This as a result had caused most agricultural produce to be diverted to other nearby towns like Uromi, Ebu and Idegun.

Table VI

Table showing various crops and quantity cultivate) sold in two (2) settlements

Crops	Approximate quantity of crops
	Cultivation in Jute gas/basins	%	Transported to market centre in June bags	%
Cassava	400	20	350	19.6
Yams	300	15	290	16.2
Rice	500	25	450	25.2
Plantain	600	30	500	28
Cocoa	200	10	190	28
			1780

Field work 2011 (source: Interview and questionnaire) problems associated with transportation of agricultural products.

It known fact that agricultural produce which are brought to market centres are not easily transported. The transportation of these products are associated with some problems which are very much discouraging to the farmers, these problem has hindered the free flow of these products, which has resulted in the transportation of reduced quality as with as these quality of these products, also is the low productivity of these products.

These problem are no far fetched, they include

1. Transport Cost: Farmers have been to pay exorbitant prices for the transportation of their products from to market centres, according to investigation, these exorbitant payment is as a result of bad and untarred roads, even where tarred they are very rough, thesy include: Irrua-Usugbenu road, Irrua-Opoji road, Akho-Ileh and Urhi-Illeh road are untarred and very bad condition. This has truly affected the transportation of these products, because of this payment which is needed by the transporters for the maintenance of their vehicle, farmers are discouraged. High fares are rarely paid on the quantity of goods being transported.

2. Terrain Nature: The nature of the terrain in some parts of Irrua has inhabited road construction in such areas. It could be as a result of the hilly nature or the general topography of the land, example is the road leading to Uwessan. Also, because of the poor condition of soil, tarred roads after some time start to develop potholes which obliterate the smooth flow of vehicles. Also, because of the heavy and seasonal rainfall which characters Irrua, has made it difficult for the maintenance of tense roads.

3. Problem of Maintenance: Due to insufficient capital for development, the local authority finds difficulty in the maintenance of the available roads takless of constructing new ones, this issue has brought about the abandoning of some route ways even if they are of shorter distance. The transporters on their own do not get enough funds to maintain their vehicles, which results in break down of these vehicles thereby bringing about a shortage in the number of vehicles plying such routes.

These major problems ad discovered personally and from investigations do doubt being about a hindrance in the free flow of agricultural products, as regards both in quantity cultivated and quantity transported or sold.

CHAPTER FIVE

5.0 RECOMMENDATION, SUMMARY AND CONCLUSION

Many scholars have examined the importance of transportation network in improving the accessibility of the people that are in inhibited in the various parts of Nigeria to essential public services such as health, education among others. This project work has particularly dealt with the effect of road transportation on the distribution of agricultural products in Irrua, Esan central local government area, of Edo state.

Naturally, the rural areas have been known to be the major source of food production and agricultural raw materials for utilization in the urban centres. Therefore, there is the need to have a good communication and road network, liking both area because of this important factor, it has become imperative on how these produce are being transported by road in the study area. Put differently, it is now an important issue on the pattern in which these agricultural products are being transported by road.

The government realizing this importance, should naturally provide funds and massive training of engineers to look into the rehabilitation or the construction of roads. This will help improve the quality and type of roads of the effective flow of agricultural products in the study area. This will encourage transporter to ply such routes with good roads and in turn reduce transport cost of these products.

After the rehabilitation of these roads, regular funds should be allocated for the maintenance of tense roads in order to help its quality and flow of these agricultural products.

These road linking settlements where these products are cultivated are untarred such roads should be tarred to encouraged farmers in the production of their crops in high quantities. Transporters too would be encourage to ply such roads. Farmers on the other hand should be provided with agricultural incentives like improved seedlings, fertilizers, generally, loans and agricultural extension services. This definitely will help boost their agricultural produced and also stimulate development in the study area.

5.1 SUMMARY

This project work has simply laid emphasis on the effects of road transportation on the distribution of agricultural products in Irrua-Esan central local government area of Edo state.

Transportation here has been seen by many scholars as having as essential and crucial impact of various levels of production process in agricultural areas as regards linking up the rural areas where there products (raw materials are being cultivated with the urban centres where the market for the raw materials is.

The various hypothesis have been tested and data acquired have been analyzed. This was done through field works and the use of statistical techniques where necessary to show the relations between road patterns and agricultural produce. The various problems hindering this free flow has been dealt with and solutions offered to ameliorate these problem.

In conclusion, it is obvious that the greatest obstacles of the flow of agricultural products from areas of cultivation to urban centres where they are consumed is as a result of poor quality roads. The multiple effect of their ranges from the discouragement of farmers who cultivate these crops to transporters who are responsible for the transportation of these products brining about a low productivity in agricultural produces.

Although, as already analyzed in this project work transportation problem in Irrua, Esan central local government area, have battered greatly the free flow of agricultural produce. It is important to note that the condition is not irredeemable if appropriate development policies especially on roads are genuinely adopted and monitored, abundant agricultural produce will be a thing not to worry about due to better or improved patterns of road transportation.

APPENDIX 1

In order to analyze the quantity of crops cultivate in relations to quantity sold, the product movement correlation co-efficient is used to determined the relationship between quantity sold and quantity cultivated for five (5) crops.

Quantity cultivated in bag (X)	Quantity transported in bags (Y)
40	35
30	29
50	45
60	50
20	19

There is no significant relationship between quantity cultivated and that transported (stating the null hypothesis)

R = n∑ x Y = ∑ x ∑y

(n∑x² – (∑x)² (n∑y² - ∑y)²

X	Y	XY	X²	Y²
40	35	1410	1600	1225
30	29	870	900	841
50	45	2250	2500	2025
60	50	3000	3000	2500
20	19	380	400	361
200	178	7900	9000	6952

r = 5 (7900) – 200 (178)

5 (900 – 4000 5 (6452 – 31684

= 3900 = 0.994

3921.7 = 0.99

To test the significance of the r value

T = r N-2 = 5-2

1 – r²= 0.99 1-(0.99)²

= 3

0.019

0.99 x 12.56 = 12.43

= 12.4

Degree of freedom = 5-2 = 3

N – 2

Level of significance (x) 1 = 0.005

At 1% level of probability = 5.84 tabulated

There is a direct relationship between quantity cultivated and quantity transported (we reject the null hypothesis)

APPENDIX II

In order to ascertain whether cycle differs from motor vehicle, the t-test is used to compute these differences

X MC – 10, 10, 50, 50, 80, 30, 10, 20

Y MV – 10, 15, 50, 45, 0, 30, 10, 20

T = 1 x –y1 Ho: The cost of transportation with motorcycles

ax² + ay²

nx ny

Does not duffer from motor vehicles

x = 32.5

y = 22.5

X	Y	X-X	(X-X)²	Y-Y	(Y-Y)²
10	10	-22.4	506.25	-12.5	156.25
10	15	-22.5	506.25	-7.5	56.25
50	50	17.5	306.25	-27.5	756.25
50	45	17.5	306.25	22.5	506.25
80	0	47.5	225.25	-22.5	506.25
30	30	-2.5	6.25	7.5	56.25
10	10	-22.5	506.25	12.5	156.25
20	20	12.5	156.25	-2.5	6.25
			4550		968.75

Calculated the variance

a² = ∑ (x-x)²

Variance for x = 4550 = 568.75

Variance for y = 965.75 = 121.09

/32.5-22.5/

T = 568.75 + 121.09 = 10

8 8 86.23

= 10 = 1.077

9.28

2 1.0 (computed)

d.f = (x-1) + (y-1) = (8-1) (8-1)

a = 0.005

7 +7 = 14

At 1% level of probability = 2.97 (tabulated) we accepted the null hypothesis because tabulated is higher than the computed. That is the cost of transportation with motorcycle does not differ with the cost of transportation with motor vehicle.

APPENDIX III

To determine whether there are variation in the different models of transportation in the study area, the analysis of variance (f-test) is used.

(A) Human porterage	(B) Bicycle/motorcycle	(C) Motor vehicle
30	40	16
25	47	14
51	40	10
52	38	9
50	35	11
30	28	30
40	35	43
37	41	40

K = number of transport mode variance = equation of standard deviation

xI = total n

x = Total mean

F = vm/vk where vm = nE (x1-x)²

k-1

vk = Eai2/k

n = 8

x A = 39.4 x B = 38 = C = 21.6 x =33

Variance = a² E(x-x)²

There are no significant variation between the three (3) modes of transport

CAUSES AND EFFECTS OF ROAD TRANSPORTATION ON THE DISTRIBUTION OF AGRICULTURAL PRODUCT A CASE STUDY OF IRRUA

2 comments: