THE IMPACT OF CLIMATE ON URBAN TRANSPORTATION: A CASE STUDY OF EKPOMA AND ENVIRONS, ESAN WEST LOCAL GOVERNMENT AREA, EDO STATE

Title page

Certification

Dedication

Acknowledgment

Table of contents

CHAPTER ONE

Introduction

1.1      Background to the study

1.2      Statement of the problem

1.3      Aim and objectives of the study

1.4      Research hypothesis

1.5      The study area

1.5.1 Location and size

1.5.2 Geology and relief

1.5.3 Drainage

1.5.4 Climate

1.5.5 Vegetation and biological characteristics

1.5.6 Soils

1.5.7 Population and socio economic activities  

1.6 Plan of the study

1.7 Significance of the study

CHAPTER TWO

Conceptual framework and literature review

2.1 Introduction

2.2 Conceptual framework (discuss the theories you intend to use)

2.3 Literature review

CHAPTER THREE

Research materials and methods

3.1 Introduction

3.2 Types and sources of data used in the study

3.3 Methods of data collection

3.4 Problems of data collection

3.5 methods of data analysis

CHAPTER FOUR

Results and discussion

Discuss all you know about the project itself. Show the tables and other statistical explanations

CHAPTER FIVE

Conclusion and recommendation

5.1 Summary of the study

5.2 Policy recommendations

5.3 Conclusion

References

Appendix 1 Research questionnaire

Appendix II statistical computations.

CHAPTER ONE

INTRODUCTION

1.1 BACKGROUND TO THE STUDY

        The concern of man over his comfort-ability and safety on the earth’s surface as regards his means and system of transportation is reflected on a number of studies which have and are still being carried out in the area of applied climatology as well as in the number of weather stations established in an attempt to tackle the various problems emanating from the malevolent effects of climate and weather on human activities.

        Human activities such as agriculture, commerce industry, transportation and communication are all vulnerable to the effect of weather and climatic condition prevalent at a particular point in time.

        It is well know that weather climate are the most important natural phenomenon that affect man positively or negatively either socially, culturally or economically.

Attempts have been made by various authors to define the terms ‘weather’ and ‘climate’ Ayoude (1988) define climate as a synthesis of weather at a given location over a period of about 30-35 years. He also referred to weather as ‘the state of the atmosphere at a given point in time at a given location.

The Oxford English Dictionary defines weather as ‘the condition of the atmosphere (at a given place and time) with respect to heat or cold quantity of sunshine pressure or absence of rain hail, snow, thunder, fog, violence or gentleness of the winds. Also the condition of the atmosphere regarded as subject to vicissiadies’.

Generally, the weather condition of an area is determined after a careful observation of temperature, humidity, pressure, rainfall, wind direction. Thus the climate of an area simply refers to the atmospheric characteristic of an area deduced from repeated observations of while weather refer to the atmospheric characteristics exhibited or prevalent at a given point in time.

The word ‘transportation’ implies and the type of movement we are referring to is the movement of people, goods and services from one place to another for a particular purpose.

The transportation of people arises from the need for individuals to go from one place to another to satisfy some need, whether connected with business or related to social, cultural or recreational interest, while the need for the conveyance of goods arise from the fact that they are often produced in one place and desired at another. Transportation today constitutes one of the major features of the economic development of an area. In recent years, Ekpoma has experienced an unprecedented generally economic boom which has led to the increased diversification in industrial and commercial activities.

Thus, this movement of goods and people has become crucial to the continuous development of the economy of Ekpoma. As the level of development of an area advances, the provision of transportation network becomes important as an effective and safe transportation system is crucial in determining the performance of that economy. Hence, the need to study weather and climate in order to ensure non disruption of the socio-cultural and economic growth of an area become necessary.

The mobility of man increases with technical, economic, social and educational progress. We needs specialized means of transport to assist his effective communication socio-cultural and economic has developed various system of transportation tramps and tubes. Unfortunately, all these transportation system are vulnerable to areas where they are in use.

1.2 STATEMENT OF THE PROBLEM

        The importance of road transportation cannot be overemphasized as it relates to the economic development of Nigeria. Apart from facilitating the quick movement of people and goods it has also helped in the flow of information between regions and countries.

        Ogundana (1969) asserted that with economic and increasing diversification of in industrial and commercial activities, the Nigeria economy has become almost dependent on transportation of goods and services. As this happened, more and more people are becoming increasingly involved in such transport services such as mail, air, water, and pipeline. Therefore, the transport industry is one that can no longer be pushed aside in the country’s development processes.

        Road transportation without doubt is not affective in the country at the moment and Ekpoma is not left out. State of the roads and safety requirements are still below standards and expectation.

        And transportation apart from facilitating the movement of goods and people between urban and rural area, it has also helped in the flow of information between these different areas.

        It is in view of this fact that this study wants to study the effect of weather and climate on urban transportation within the study area- Ekpoma and its environs.

        Climate is perhaps the most important component of the natural environment. It affects geomorphologies soil formation processes and plant growth and development (Ayoade, 1988). As a result of man’s discovery of the fact that his essentials of life are climate dependent, there is the need to understand climate more intimately so as to ensure a harmonious relationship between him and climate.

Climate affect man’s socio-cultural and economic activities in various degrees positively or negatively. Weather elements such as rainfall, frost, blizzards, haze and fog in the proper proportions of time, place and intensity could serve as a term of blessing or course of urban transportation with in a given area. Heavily rainfall sometimes result in flood, erosion and sedimentation of urban roads while fog reduces visibility thus hindering the movement of people goods and services as well as the movement of motor vehicles, motor cycles and bicycles.

Climate does not only affect the system of transportation it also affects the means of transportation through rusting or corrosion of metals (iron) which are used int eh construction within the study area, the rusting of metals results from the combined action of atmospheric oxygen and water. It is accelerated by the presence of carbon (iv) oxide and gaseous pollutants like sulpph (iv) oxide in dueain.

The corrosion of iron is commonly known as RUSTING. Iron rusts by combining with oxygen in the presence of water to form brown hydrated iron (iii) oxide (commonly known as RUST) as show in due equation below.

_S4FE (S) X 30₂ (g) + 2 X N₂0 (I) = 2fex x H₂0 (S)

Rust is soft and breaks off easily and when from is exposed to moist air long enough it will rust completely. Thus, climatic elements accelerate the rate if rusting of iron parts installed in any form of vehicles.

Ekpoma has more than 60% of the total road network in the study area coupled with function serves as growth point for the socio-economic and physical development of the surrounding areas. Within Ekpoma and its environs, the major system of transportation is road transportation through the use of motor cars, motor-cycles, bicycles as well as human potages. As a result of the vulnerability of road transportation to the malevolent effects of weather and climate, there arose the need to study and understand the weather condition prevalent in Ekpoma and environs so as to ensure a safe and effective transportation system. For a safe and effective transportation system is perhaps one of the most importation criteria needed in the quest of man for confortability through socio-economic development.

        It is well know fact hat climate and weather in flounce transportation activities of man often in paring their efficiency and usability. Adverse weather condition could cause accidents, delays diversions and at times out might cancellations of journeys with resultant loss in human lives and revenue from economic activities. Thus, there is the need to ensure an effective and safe transportation system through adequate scientific research efforts geared towards ameliorating the effect of weather and climate on road transportation within the study area.

Finally, the focus of this study will be on the effect of climate on these different means of transportation viz: motor vehicle, motor cycle and human portage and climatic elements which will be considered in the study area are precipitation, temperature and humidity.

1.3 OBJECTIVES OF THE STUDY

        The basic objectives of this study are:

i.            To examine the factors of  climate affecting urban transportation in the study area.

ii.          To determine the extent to which   climate affect the road transportation system in Ekpoma and environs.

iii.        To examine the effect of climate on urban road transportation in the study area.

iv.         To make recommendations that would improve transportation within Ekpoma and environs.

1.4 HYPOTHESIS

        The hypotheses to be tested in this study are:

1.      Ho: There is no significant relationship between climate and road safety in the study area

2.      Ho: There is no significant relationship between climate and urban transportation development

1.5 STUDY AREA

1.5.1 Location and Size

        Esan west is geographically located within the rainforest belt of Nigeria. It is bounded in between latitude 6‑⁰ 20 and 6⁰ 50 north and longitude 6⁰ 00 and 6⁰ 15 est. It shares common boundaries in the north with Owan west and Etsako west local government in the south west Uhumwade south-east Igueben local government area. Ekpoma occupies a very crucial position in Esan west considering it high rate of commercial development by virtue of function. It has a good network of routes serving both local and national traffics. This has enhances its rapid rate of development.

        The traditional occupation of the people is farming but today small scale industries are fast springing up among which are post and telecommunication facilities, and post primary school, banks of various forms. The size of Esan west has a mindul size with small scale industries.

-Geology and Relief

- Climate

        Temperature has not been a strong factor in determining population distribution in Africa. However population is highly concentrated where rainfall is abundant and reliable, or where there is enough water supply for agriculture.

        Generally, areas with them 38cm annual rainfall cannot support many crops because of constant high temperature and the high rate of evaporation in Africa. The result is that the vast area of the Sahara, the Namih and Kalahari, the semi desert regions of Somalia and the Nyika regions of central and southern Kenya are very sparsely populated.

        Other areas with high population density are those with over 60cm of rainfall and these include the east of crast of east Africa and southern African and the west Africa coast lands.

- Vegetation

        Before 1976 Ekpoma was characteristically rural with isolated settlements, few houses, health educational, commercial and transportation facilities. Road were untarred and were mainly minor road and foot parts.

        Road surface and drains have become buried and blocked with sediment. There appears to be a fundamental conflict between natural drainage network and the artificial drainage system over 90 percent of Ekpoma populace are aware of the sediment problem. These problem is as follows:

-      Surface water flow

-      Sediment hazard perception survey

-      Bare surfaces

- Soil

        Ekpoma experiences the humid tropical as a using the koppen climatic classification scheme. The annual rain fall in the area exceed 2000mm with a bimodal distribution. The first peak occurs in July with monthly precipitation of 344.7mm and second in September with 457.2. Most of the storms are convective outburst and they have short term intensities. The highest mean monthly temperature of 291.1E is recorded in March and the lowest 24.4E in June. The soils have been classified as ferallitic being highly weathered, leached and having high proportion of kaolinite and free iron oxide, but generally without a lateritic iron pan layer (Arelke 1990) according to the Nigeria soil map, prepared by the federal survey (1967) the soil type can be categorized as feral soil on loss sandy sediment. The topography is undulating which has given the advantage to easy construction and connectivity of roads.

        The sediment problem in Ekpoma

1.  Blocking of artificial and natural drainage ways

2.  Drainage to city highways

3.  Traffic accidents after rainfall

4.  Flash flood incidence

5.  Increase in cost and frequency of street maintenance.

Population

        Since 1976 when Ekpoma was made a local government headquarter, it has grown into a urban center. The location of Edo State University (previously called Bendel State University) and other major investment has taken place in Ekpoma. There investment to a great extent have propelled growth in population socio economic activities, employment physical growth and expansion in the area. For instance, while the population of Ekpoma was 13,036 by 1975, it rose to 45,488 in 1991 (national population commission Ekpoma 1992) with only 8.62km² of the total 62km² of land area use for physical growth in 1979.

1.5.2 SOCIAL ECONOMIC ACTIVITIES

        Ekpoma occupies a very crucial position in Esan West considering its high rate of commercial development its high rate of commercial development by virtue of its function as an administrative and educational town (University town).

        It has a good network of routes serving both local and national traffics. This has further enhanced its rapid rate of development.

        The traditional occupation of the people is farming but today small scale industries are fast springing up among which are the metal industry, gas filing, plant, wood works, leather works, water factories, food processing industry and block industries.

        Post and telecommunication facilities re equally available there are also a host of primary and post-primary school, banks and various firms, health and medical services in the area, ample of modernized hospital, annex mobile clinics (geo of Ekpoma, 2005).

        The busiest and most commercial part of the town are the area along the major roads especially Royal Market Road, Ukpenu Road, Upoji Junction Express Way, Alli Square, Ujeolen Road Areas.

1.5.3 HISTORICAL REVIEW OF THE DEVELOPMENT OF NIGERIA ROAD SYSTEM

        Since the beginning of this century there have been periods of vigorous construction of roads across the entire landscape of Nigeria. The first main trunk main road was constructed in 1905 from Ibadan to Oyo. Immediately after this roads were built very extensively. They were inferior roads, but in those days traffic was lighter and they serve to open up the interior (Iloeje, 1976).

        There are over 80,000 kilometer of road in Nigeria of these, over 24,000km are major roads; some 9,500km are surfaced with bitumen and 12,750km with good laterite.

        Road in Nigeria can be divided into three types

i.            A Trunk federal government road

ii.          B Trunk: state government road

iii.        C Trunk minor roads and local government roads.

Road in Nigeria can further be sub-divided based on quality.

        The two types recognized are the all0season roads which are several meters wide, surfaced with laterite or bitumen and open all the years round.

        The second types of road is the dry season laterite surface road. In the dry season moving vehicles on this type of raises cloud of dust behinds them and in the wet season the roads id deeply gullied by storms, the culverts are often carried away by flood water, and it is thus rendered impassable (Iloeje 1976).

        It is a thing of joy to see today that the nation is crisps crossed by large networks of roads of several million kilometers, surfaced with bitumen is compared to those of the early 19^th century.

CHAPTER TWO

CONCEPTUAL FRAMEWORK AND LITERATURE REVIEW

2.1 INTRODUCTION

        The importance of climate as it affects human activities in such areas like agriculture, health, transportation, commerce among others have been dressed by various scholars.

        The effect of   climate on urban transportation the impact and consequences of these climatic factors on urban or surface transportation.

        These have attracted many scholars from various fields, especially geography with an ultimate aim of finding lasting solution to the effect of weather and climate on transportation.

        In reviewing existing literature, it was observed that the study of weather and climate problems with regard to their effects on various human activities have not been dealt with extensively in Ekpoma and environs. 

2.2 CONCEPTUAL FRAMEWORK

        In an attempt to explain the movement of goods mankind and space geographers adopted the gravity model so as to aid them in their explanation. The gravity model was derived from the physics laid of universal gravity propoceded by Newton in 1687. The law stated that ‘two bodies in the universe attract each other in proportion to the project of their masses and inversely with the square of their distance.

        In this definition two words are of paramount importance. These are the body and mass, as used in geography the element of body denotes geographic area with specific location of eh earth surface of or some other spatial unit such as zone, ward urban traffic system of an area body called by used to denote an area of concentration of a particular activity within the area.

        On other hand, the element ‘mass’ signifies a measure of relative attractiveness of specific units considered as a destination of trips from other zone. Attractiveness varies depending on the type of attractiveness of potential destination for sloping for books and material purpose could be measure in absolute number of shops or time taken. Thus, putting all these element together and relating them to urban travel; the gravity model postulated that the number of trips originating in a given part of an area which terminates in each of the relevant potential destinations will be directly proportional to the attractiveness of the zone destination and inversely related to their distance from the zone of origin. The mathematical statistical models is as follows

Iij = pipj   G

       Dijo

Where;

Iij = the number (volume of trips in zone  I and terminating zone j

G = a constant derived from the set of constraints in the problem

Pi = The population or mass of zone i

Pj = The population or mass of zone j

B = an empirically determined exponent which expresses the average area wide effect of spatial separation between zone on trip interchange.

Dij= spatial separation or distance between zone I and j expressed as total time traveled between zone I and J.

THE OPPORTUNITY THEORY OF TRAVEL

        Greighton (1970) presented the opportunity theory of travel, a modified vision of gravity model and itemized clearly how real life behaves within the context of the gravity model which is more of a theory of an analogy.

        The first of this idea is that people want to minimize cost, danger, times, unpleasantness and other adverse factors connected with travel.

        Second, that every person who set out to make a trip is surrounded by a field of opportunities from which he can select one which best meets the need which compelled him to make due trip in the first place.

        Thirdly, that while the ability of finding greater regards or satisfaction increases by traveling further, the rate of increase decline with distance.

        Fourthly, is that there is an adjustment of the location of peoples activities or land use to meet the realities of the cost of traveling and of people’s different needs. The first idea of Greiguts opportunity theory of travel is of direct relevance to the study of the effect of weather and climate on the urban transportation system of Ekpoma and environs.

        The gravity model is perhaps the oldest and most widely use of all travel models of transportation flow analysis. The gravity model and its many variations have been applied in an attempt to answer question involving inter city travels; accessibility and the general concept of interaction.

THE ROAD TRAFFIC ACCIDENT MODEL  

        Road traffic in a simplified form can be said to be made up of three broad components, which operationally are interrelated, vehicles road users on roads. Like any other system, road traffic has its output and is in fact not a sigle product system.

        Accidents occurs as a result of improper of components, when one or more of the component are defective, which usually result in damages to one or more of the components.

        The road traffic accident model proposed by Adamu and Iyaniwura (1977) is bound to influence by the structure of a system and the way the process occur and how it is observed like any other system, there is no unique model yet developed for explaining road traffic accidents.

        Accident characteristics are observed for a certain period of time and after interval, say one moth, these characteristics now termed data will be reduced. The observation parameters or variables in the model are then grouped into three categories then the variables are defined and brought together as relations. The model thus development becomes a regression model in the sense that each equation formed will be defined by linear parameters and a set of regression equation is then defined since the cases are qualitative the procedure adopted in estimating this model is now affected by its tractors and way the variable have been defined.

2.3 LITERATURE REVIEW

        Acheampong’s (1988) study of the climatic implication of environmental development stressed that the safety, efficiency and smooth operations of all types of transportation in the country, be it road, railway water or air transportation are directly or in directly affected or influenced by the weather. Extremes that include indivisibility may cause inconvenience and sometimes bring about increase in accident rate.

        Ayoade (1988) was of the opinion that poor visibility may cause accident delays or cancellations of journeys which may results in finance losses, passenger frustration and loss of lives in some cases.

        One of the important features of national transport development in Nigeria is the attendant increase in road networks and also incident of accident resulting from behaviour a factors, mechanical factors, institutional factors and road environmental factors (Jegede 1988). An examination of police records on road traffic accident produce staggering relations.

        He total number of reported road traffic accidents increased by 87% between 1970-1974 and number of persons killed from 3,313 in 1970 to 4,635 in 1974.

        Ottong (1977) stated that road accidents in Nigeria have been on the increase in the last few years and continued neglect or pretended ignorance of this said fact will result in serious economic and social cost not only on the government, but the nation at large.

        The World Health Organization (WHO 1984) stated further that more people die on Nigeria roads, than through malaria which was once nation’s greater killer. Road traffic accidents in Nigeria revealed a serious growing problem with death rate relative to either population or number of vehicles. However, the concern and attempt bring made b the federal, sate and local government, private organizations and individual, hitherto on the menace of road accidents seems to be n the increase.

        Iloeje (1976) put forward that climatic hazard present difficulties to urban transportation in the country storms wash away laterite roads, erode the edges of tarred roads, break bridges and close some roads in the rainy season. He further asserted that constant use and exposure to weather cause pot-holes and laternal corrugation of roads and the heat melt the far so that it collect in lumps on the surface this affecting both the system and means of urban transportation directly and indirectly.

        Generally, the meteorological or climatic element which can affect or restrict horizontal visibility are fog, izeze and any other form of precipitation, a restriction of horizontal visibility by either of these meteorological element could result in an accident or loss of lives and properties.

        Horizontal visibility is one of the most important meteorological element used to indicate the magnitude of the degree of transparency of the air. The international meteorological organization (IMO) in 1973 adopted a definition of visibility as ‘the ability of the observer to see objects clearly against its background’.

        This is one of the most important problem of urban transportation in most part of the world.

        In Nigeria, the transparency of the atmosphere may be affected by the following process.

i.            The presence of fine liquid droplets in the form of fog for which visivility is below 1km (1000m)

ii.          The presence of dry opalescent soil- derived particle which is referred to as dust haze (harmattan).

For is visibility restricting suspension of tiny liquid droplets of water or ice-crystals in an air layer next to the earth surface. Simply put fog is a cloud in contact with the ground, fog develops when air become saturated through radiation cooling, advections cooling, the addition of water vapour or extensional cooling. It inhabits clarity in the path of a fast moving vehicle where present as weather this portending a grave danger to urban transportation.

    Kalu (1977) defined harmattan as the dry but cold wind blowing across the Sahara Desert into the equator through over west Africa during the winter months (November – March) and the harmattan dust haze as ‘the weather associated with the reduction of visibility by the presence of fine opalescent dust particles constituting a dustily atmospheres’ it is further defined as ‘the fine gravitationally sieved non-aqueus dust particles in suspension in the atmosphere which generally reduces visibility ‘the harmattan dust haze mainly affect the movement of large vehicles involved in haulage activities between the northern and southern parts of Nigeria thereby affecting the speed (efficiency) and safety of such means of transportation. The danger portaged to urban transportation was exposed by Agundo (1992) who said that ‘in intese spell situations visibility can come down to 100 meters.

    Furthermore, Adjugo (1996), stated that another adverse and climatic element which affects urban transportation are wind storm and rainstorm. He comprehensively defined windstorm as ‘when the velocity of the wind as between 100-120kmlh (60-75mph)’ wind and rainstorms causes a lot of accidents or adverse effects to road, rail and water transports. With respect to road and water transport they reduce visibility and causes heavy flooding which lead to accidents. They also causes trees to fell across the roads and vehicles do run into such trees, most especially when it is night.

    This might be accounted for by the effect of atmospheric disturbance associated with the movement of the inter-tropical convergence zone (ITCZ), whose southern most limit is about 5⁰ 7 N (Ayoade 1988).

Moran and Morgan (1991); in their analysis of air pollution impact on weather ere of the opinion that certain air pollutions usually founds in urban air, including a variety of dust particles and acid droplets can influence the development of clouds and precipitation within and downward from city. These pollutants may of which are hygroscopic, serve as nuclei for cloud droplets and thus accelerate condensation. The influence of urban air pollution on condensation and precipitation is illustrated by the typical climatic contrast between urban and rural areas.

        Winter fogs occur about twice as frequently in cities than as in the surrounding countryside. Downward from cities, rainfall may be enhanced by 5 to 10%. The greater contrast trend to occur on week days. When urban/industrial activities are of its peak, suggests, increased precipitation is at least partially then to urban/industrial pollution. They were of the view therefore that because precipitation, fog and cloudiness in urban areas often have adverse on botta surface and air transportation, any artificial increase in these conditions is potentially, trouble some as they reduces visivility, slows down traffic and contribute to auto accidents.

CHAPTER THREE

 RESEARCH METHOD

3.1 INTRODUCTION

        Generally, a researcher derives the necessary data for an in-depth research exercise from two broad sources; these are the primary and secondary sources. Although the entire surface of the earth constitutes the geographers researcher domain, yet for any particular researcher problems, a researcher cannot possible survey the entire world. Hence, modern trend is in favour of micro-scale resources in order to achieve a great depth of knowledge.

        And a correct identification of essential sources of data is crucial to data collection, therefore great care need to be taken in identifying relevant data so as to save one from the burden of perusing through voluminous materials which would later turn out to be irrelevant to the research problem. Thus waiting the precious time which could have been used in working on other aspect of the research exercise.

3.2 NATURE AND SOURCES OF DATA

        The data required for this study include the socioeconomic characteristics of motorcycle passengers and operators. It also includes data in the type, causes and affects of climate on urban transportation.

        There were two major sources of data for this work viz: the primary source and secondary sources of data. The primary source involved the researchers going to the field to acquire relevant information through questionnaire administration, the random sampling method was applied during the questionnaire administration to avoid being biased.

        A total of 250 questionnaires were given our for administration with only 200 retrieved and the researcher also made use of oral interview of data collection from un-educated respondents.

        The secondary sources of data include newspaper, journal, textbooks, periodical and other relevant material which were published and also those UN-published relating to the subject matter being investigated were consulted in the course of this work. Other sources include the Nigeria police force (motor traffic division), Ekpoma and the federal road safety commission Benin City.

3.3 METHODS OF DATA COLLECTION

        The researchers used questionnaires to collect from the required population in the study area. The use of the questionnaire is a primary method of data collection.

        The questionnaire was divided into two sections. Section 1 dealt with personal data of the respondent, while section II dealt generally on information relating to the effect of climate on urban transportation.

        For each of the selected areas a total of 50 questionnaires were administered for each area respectively. Out of the 250 questionnaires administered, a total of 200 questionnaires were recovered, which represents 80% of the total population.

3.4 METHOD OF DATA ANALYSIS

        During the course of this research the researcher employed various techniques for the analysis of the data collected from the field. Data work first collected and the table of frequencies drawn for each component and the pie-chart was used for diagrammatic illustration as well as histogram.

        The testing of the hypothesis was carried out using the spearman’s mark correlation coefficient. The reason for the adaptation of these techniques is due to the fact that it is a non parametric test; which can be used to determine the relationship between variable. Also, it measures the extent to which another variable x determines the variation in variable y.

        The computational formula for the spearman rank correlation co-efficient is expressed as

IS = I - -  6∑ (d²)

                N³ – N

Where;

di² = the square of the difference between ranks

N = The number of items

∑ = the summation of the difference between the rank which has been squared

The formula for testing/calculation the level of significance is the student ‘t’ test which is expressed as:

 

Where;

t = test of significance

r^s = computes spearman’s ranks correlation value

N = number of items

3.5 PROBLEMS OF DATA COLLECTION  

        It will be an under statement to assume that a research of this nature was not without problems emanated from personal to general. The first problem was the entirely to the researchers limited fund as regards the acquisition of materials, transport as well as meeting other research needs.

        The second problem was as a result of unco-operative attitude of some respondents and official in charge of some very relevant documents, in the form of asking for gratification from the researcher before making the materials available. Also, the problem of time was another limiting factor and as such the researcher had to work within the available time period.

        There was the problem of scanty materials relating to the above topic as such a lot of money had to be spent in Photostatting the necessary materials from books, journals, and newspapers.

Finally, there was also the problem of climate data as to researcher discovered was no function within the study area (Ekpoma).

CHAPTER FOUR

RESULTS AND DISCUSSION

4.1 INTRODUCTION

        In this chapter, the data collected through primary and secondary sources were presented and analyzed. The initial hypotheses that were set aide at the beginning of this research were also verified in this chapter using spearman’s rank correlation co-efficient technique of data analysis. The data collected in the field and from documentary sources relating to urban transportation in Ekpoma and environs are presented in the table below.

4.2 EDUCATIONAL LEVELS OF RESPONDENTS

        There were variations in the level of education of respondents. These educational levels varied from primary, secondary, polytechnics and university as shows in table 4.1 below

Table 4.1: Education levels of respondents

Qualifications	No of respondents	Percentage (%)
Primary/standard	67	33.5
Secondary	47	23.5
Polytechnics	15	7.5
University	51	25.5
Non at all	20	10
Total	200	100

Source: field work 2011

        The highest percentage of respondents had primary/standard 6 level of education this accounted for about 33.5% with 67 respondents. The next group are those with university degree, this accounted for about 25.5% with 51 respondents. These groups of people are qualified in different fields, most of them are from Nigeria universities, while a few are from aborad. The next group is those with secondary school qualification, they constituted 23.5% with 47 respondents. The least constituted 23.5% with 47 respondents. The least number of people which constituted 7.5% with 15 respondents are those with polytechnics diplomas and its equivalent.

4.3 OCCUPATIONAL STATUS OF RESPONDENTS

        There were variations in the occupational status of the respondents; these are shown in the table 4.2 below

Table 4.2: Occupational status of respondents

Qualifications	No of respondents	Percentage (%)
Farmers	11	5.5
Civil servant	25	12
Traders	40	20
Drivers	45	22.5
Motor cycle	45	22.5
Students	35	17.5
Total	201	100%

Source: field work 2011

        From the table above, we observed that the occupational status with equal number of respondents with 40 each and percentage of 22.5% were drivers and motor cyclist. The next group is those who are trading which constituted 20% with 20 respondents. They ere followed by the students which accounted for 17.5% with 35 respondents the least number of respondents which constituted 5.5% with 11 respondents are farmers.

4.4 CLIMATIC CONDITIONS MOSTLY EXPERIENCED 

        There were marked variations in the weather conditions which the respondents mostly experienced in their course of movement. These are show in

Table 4.3: Climate conditions mostly experienced

Climate conditions	No of respondents	Percentage (%)
Fog	36	18
Heavy rainfall	136	68
Violent storms	4	2
Wind	9	4.5
Non response	15	100
Total	200	100

Source: field work 2011.

        The table above shows that respondents mostly experience the weather conditions was heavy rainfall which constituted 68% with 186 respondents. The next group of climate condition was frog which constituted 18% with 36 respondents, this was drastically followed by the observation of wind by only a respondents thus accounting for 4.5% violent storm which constituted 2% with 4 respondents was followed by non response which accounted for 7.5% with is respondents.

4.5 SEASONAL OBSERVATION OF CLIMATE RESPONSES

        There were also variations in the seasons in which these claimite conditions were observed by the respondents. The table blow shows that the season with the highest respondents was the rainy season which accounted for 74.5% with 149 respondents. The followed by the harmattan which accounted for 14.5% with 29 respondents the next was non response from 19 respondent which accounted for 9.5% and the season during which such climate conditions were least experienced was the dry season which accounted for 1.5% with 3 respondents.

Table 4.4: Seasonal observation of climate responses

Seasons	No of respondents	Percentage (%)
Dry season	3	1.5
Harmattan	29	14.5
Rainy season	149	74.5
Others	0	0
Non response	19	9.5
Total	200	100

Source: field work 2011

4.6 CLIMATIC CONDITION THAT MAINLY CAUSES ACCIDENT

        We also observed there were marked variations is in the climate conditions that mainly cause accident as observed by respondents, this is shown in the table below

Table 4.5 climate conditions that mainly cause accident

Climatic conditions	No of respondents	Percentage (%)
Heavy rainfall	140	70
Fog	29	14.5
Violent storm	9	4.5
Wind	10	5
Non response	12	6
Total	200	100

Source: field work 2011

        From the table above, heavy rainfall was indicated as the greatest causection factor of road accidents it constituted 70% with 140 respondents. The next climatic condition was fog which constituted 14.5% with 29 respondents, wind accounted for 145% with 29 respondents. Violent accounted for 5% with 10 respondents and non response was with 12 respondents.

4.7 EFFECT OF CLIMATIC CONDITIONS ON THE MOVEMENT OF RESPONDENTS

        There were variations in the effect of climatic condition on the daily movement of respondents this table below:

Table 4.7: Effect of climatic condition on the movement of respondents

Climatic condition	No of respondent	Percentage (%)	Degree (00)
Delay	115	57.5	207
Accident	40	20	72
Cancellation	35	17.5	63
Others	0	0	0
Non response	10	5	18
Total	200	100	360

Source: field work 2011

        The table above shows that the main effect of the observed weather conditions on respondents movemtn wad delay which accounted for 57.5% with 115 respondents. The next effect was the occurrence of accident which constituted 20% with 40 respondents while the cancellation of such  journeys accounted for 17.5% with 35 respondents and 10 respondents which constitutes 5% accounted for non response

 

4.8 EFFECT OF CLIMATIC CONDITIONS ON ECONOMIC ACTIVITIES IN EKPOMA

        There were also variation on the effect of climatic conditions as observed by the respondents on the economic as activities/life of Ekpoma and environs we observed that the major effect of the climatic conditions on the economic life was the reductions in daily sales, which accounted for 71% with 142 respondents. The next was the lack of infrastructures, which accounted for 12.5% with 25 respondents, others effects accounted for 15% were indicated thus forming non-response. These are show in the table below.

TABLE 4.8: EFFECT OF CLIMATIC CONDITIONS ECONOMIC ACTIVITIES IN EKPOMA

Effects	No of respondents	Percentage %	Degree (00)
Reduction stales	142	N71	255.6
Lack of infrastructure	25	12.5	45
Others	3	1.5	5.4
Non response	30	15	54
Total	200	100	360

    Source: Field work 2011.

4.9   EFFECT OF CLIMATE ON TRANSPORTATION SYSTEM IN EKPOMA AND ENVIRONS

There were also marked variations in the affect of climatic conditions on the transportation system in Ekpoma and environs. This is shown in the table blow.

Table 4.9 Effect of Climatic on the Transportation System in Ekpoma and Environs. 

Effect	No of respondent	Percentage (%)
Fog	8	4
Traffic jam	45	22.5
Flirting	49	24.5
Heavy rainfall	70	35
Violent station	5	2.5
Other	5	2.5
Non response	18	9
Total	200	100

Source: Field work 2011

The above shows the differences in the level in climatic effects on transportation system.

        The effect with the lowest number of respondents were violent storms and others which had 5 respondents each thus also constituting2.5% each.  The next effect was traffic jam which constituted 22.5% with 45 respondent and fog which was also an observed effect constituted 4% with 8 respondents. Heavy rainfall constituted 35% with 70 respondents and the non-response was 9% from 18 respondents.

4.10 EFFECT OF CLIMATIC CONDITION ON VEHICLES AND MOTORCYCLES.

After careful collation and analysis, the researcher observed that there were variations on the effects of the observed climatic conditions are observed by respondents. These are shown in the table below.

Table 4.10 Effect on Climatic Condition on Vehicles and Motorcycles.

Effect	No: of Respondents	Percentage (%)	Degree (00)
Rusting	95	47.5	171
Burrstone	20	10	136
Damaged break pads	38	14	68.4
Damaged stock absorbers	27	13.5	48.6
Non-response	20	10	36
Total	200	100	360

  Source: Field work 2011

From the table above, we observed that the major effect of climatic conditions on vehicles and motor-cycles over a long periods of time was rusting which accounted for 47.5% with 95 accounted for 68.4% with 38 respondents.

Damaged shock- absorbers constituted 13.5% with 27 respondents while burst-types and non-response each constituted 36% with respondents each respectively.

 

4.11 EFFECT OF CLIMATIC ON THE TRANSPORTATION DEVELOPMENT ON EKPOMA AND ENVIRONS

        There were variation in the effect of climatic on the transportation development of Ekpoma and environs. These table are shown in the table below.

Table 4.11 effect of climatic on the transportation development in Ekpoma and environs

Effect	No: of Respondents	Percentage (%)	Degree (00)
Erosion	86	43	154.8
Traffic jam	30	15	54
Flooding	64	32	115.2
Other	0	0	0
Non-response	20	10	36
Total	200	100	360

Source: field work 2011

        From the above, we observed that the major effect of climatic on the transportation development of Ekpoma and environs was erosion, which accounted for 43% with 86 respondents, flooding was next with 32% and 64 respondents and non response was 10% with 20 respondents.

4.12 EFFECT OF CLIMATIC ON THE SAFETY LEVEL OF THE MEANS OF URBAN TRANSPORTATION IN EKPOMA AND ENVIRONS

        Also, there were variation in the safety level of the various means of transportation in Ekpoma and environs. These are shown in the table below

Table 4.12 Effect of climatic on the safety level of the means of urban transportation in Ekpoma and environ

Safety level	No: of Respondents	Percentage (%)	Degree (00)
Safe	36	18	64.8
Very safe	15	7.5	27
Not very safe	85	42.5	153
Not safe	39	19.5	70.2
Non-response	25	12.5	45
Total	200	100	360

Source: field work 2011

        From the table above, we observed that the major effect of climatic on safety level of Ekpoma and environs was making it not to be very safe as observed by this 39 respondents 39 respondents observed that the transportation means were safe, thus constituting 18% and 15 respondents observed is an very safe thus constituting 7.5% which the remaining 12.5% was constituted by 2.5 respondents who were non responsive to ask question asked.

CHAPTER FIVE

SUMMARY OF FINDINGS, RECOMMENDATIONS AND CONCLUSION

5.1 SUMMARY

        The main focus of this research work was to examine the effect of climate as it affects the urban transportation system of Ekpoma and environs with regard to its development and level of safety. This was done not only to provide the necessary literature and data pertaining to the product but also serve as an aid to further research since little research work has been on the topic.

        The first hypothesis in the research work after been subjected to statistical analysis has a result of 0.35 as computed value and 3.18 as tabulated or table value. And since the tabulated value (3.18) was greater than the computed value (0.35), the null hypothesis (Ho) was accepted. Thus, showing that the climate of Ekpoma and environs has no significant effect on the development of the urban transportation system of Ekpoma and environs. For it is a well known fact that, it is the financial conditions existing in any particular area that can determine the level of her transportation system development. Hence, it is only a well balanced financial base on the part of both the government agencies to which the necessary infrastructures needed for effective transportation system operations and development can be provided.

        The second hypothesis in the research work after testing has a final result of -3.58 as its computed value and a table value of 3.18 also, since the table value was greater than the computed value the null hypothesis (Ho) was accepted while the alternative of research hypothesis (Hi) was rejected. This shows that the climatic condition has no significant role or effect on the level of safety in the road transportation system of Ekpoma and environs.

        This emanates the fact that climate on its own cannot directly affect the level of safety in the road transportation system but it can only have a direct effect when it combines with the other causative factors of road accidents. It is through the effect of climate on the sense of judgment of the driver with regards to the best precautionary measures to adopt while driving in an hazardous so as to avert road accident that climate can have effect on safety.

        Hence, in this regard it climate needs a medium on which to act on before it can affect or have a significant effect on the road transportation system of Ekpoma and environs with regard to its level of safety. The result of the second hypothesis can be regarded as an INVERSE RELATIONSHIP.

        The result of the second hypothesis is further validated by the data colleted from the Nigeria police fierce (motor traffic division) Ekpoma this was demonstrated in chapter four, in which bad climate was classified with other factors such as drivers inaccurate judgment due to inexperience, inattention, nembusiness and alcoholic influence and generally referred to as DRIVER FACTOR. Thus further buttressing the fact that climate condition per sec had an insignificant on safety level but can only have a significant effect while acting in conjunction with acting in conjunction with other road accident causative factors.

        Other findings that were made for further studies based on the research topic due to its importance to the socio-economic development of Ekpoma and environs in particular and the country in general since a clear understanding of climatic conditions as its affects urban transportation will enable the government agencies in change of the development and enhancement of safety in the transport industry to plan effectively and as such road accidents resulting from bad or poor climatic conditions can be drastically reduced or minimized ad the properties and lives lost due to road accidents from bad climatic conditions couple with human and technical factors is also reduced to the barest minimum and also income accruing for that would have been lost will be gained.

5.2 RECOMMENDATIONS

        The rising tide of road accidents within Ekpoma and environs raises a lot of questions and not only in the existing methods of accidents prevention but also our knowledge and understanding of the causative factors of accidents on our urban roads. Deliberately planned strategies to minimize road accidents is necessary to this effect, results from this research work impress the following recommendations:

i.        More studies should be carried out by both government agencies and individuals due to the importance of the topic to the nation transportation industry in particular and the socio-economic development of Ekpoma and environs.

ii.      Both the Nigeria police force and the federal road safety commission should also try to make available the necessary information pertaining to road accident causation distribution since the result of the studies conducted based on the topic will be of immense benefit to them.

iii.    The need for a general orientation of the whole society especially the motor vehicle drivers and motor cyclists on the best precautionary manses to adopt in different hazardous or bad climatic conditions and which will also raise the level of awareness on the socio economic and psychological effects of road accidents is highly recommended.

iv.     Owners of motor vehicles and motor cycles should ensure that they are always in good working conditions before putting them on the road. Motorcyclists should also protect their eyes from adverse effects of bad climatic conditions like intense sunlight, breeze and heavy rainfall so as to avoid road accident.

v.       The government should ensure proper maintenance of urban roads by clearing bushy road junctions to aid visibility, carried out repair works on bad roads regularly and installing road signs at strategic locations.

vi.     Another recommendation is that the federal government should enact a law that will help researchers gain access to some of the information relating to road accident causative factors for research purpose. However, information pertaining to security should remain classified and inaccessible to researchers.

vii.   Due to the importance of the study topic to the development of the country’s transportation industry, researchers should be encouraged to undertake further studies on the topic giving research grants especially through agencies.

5.3 CONCLUSION

        The result of this study shows that climatic condition on its exert an insignificant effect on urban transportation system of Ekpoma and environs except in conjunction with other road-accident causative factors, which are generally referred to as DRIVER FACTOR. The two hypotheses were tested using the spearman rank, correlation co-efficient and the student ‘t’ test.

        Finally, in this research work after careful analysis of collected data, the following findings were made:

i.        Climatic condition on its own can only exert on insignificant effect on the urban transportation system of Ekpoma and environs with regard to safety or level of safety except when on conjunction with other factors such as driver’s inaccurate judgment due to inexperience, inattention, inembussness and alcoholic influence which are generally classified as DRIVER FACTOR, only then can it exert a significant effect on the level of safety of the urban transportation system of Ekpoma and environs.

ii.      That over taking, mechanical defects, over-speeding, obstruction, road defect emanating from animal crossing are other factors which can effect the level of safety in road transportation.

Based on the findings of this research work and the recommendations specified thereof, the government transport operations and other individuals will benefits immensely from its recommendations the way they are addressed.