An Assessment of Rail Transport Service on Iddo-Ijoko Corridor

Olayiwola, K.O.1, Okesoto, J.O.1 and Akinpelu, A.A.2

1. Lecturer, Department of Urban and Regional Planning, Yaba College of Technology, Yaba, Lagos State2. Principal Consultant, Strategic Management Consulting, Lagos State

AbstractTransportation is important to any settlement, it enhances productivity, provides time and space utility. Public transportation in Nigeria has been lopsided, with much emphasis on road transport both in terms of policy formulation and project implementation to the detriment of other modes. This has created huge pressure on road transport system with resultant traffic congestion among other villain. There is therefore the need to diversify the means of moving people and goods; and rail transport service offers a vital alternative. Iddo – Ijoko rail service route is a vital link that connects major residential settlements and neigbourhoods within the Lagos Megacity region. The study examined rail traffic characteristics; management; operational efficiency vis-à-vis the level of service. Systematic random sampling was adopted to elicit information from rail passengers, using quota sample size of 10% of each of the ten coaches, which runs the morning and evening shift operations of the rail service along the corridor. In all, a total of 120 questionnaires were administered on rail passengers. Questions raised include passenger’s waiting time at train stations, level and quality of service enjoyed among other issues. The study revealed general poor quality and condition of rail service characterized by ineffective rail time operation schedule; poor interior condition and deplorable state of conveniences coupled with incessant breakdown of coaches among others. The study recommends overall rehabilitation of the rail service, emphasing the need for effective time schedule as well as improved infrastructure facilities and services among others.

Keywords: Transportation, Rail Transportation, Operational Efficiency

1

Introduction

Transportation is important to any settlement, it enhances productivity, provides time and

space utility and also efficient urban economy depends on efficient transportation of goods

and people. Movement of people and goods is paramount for effective human interaction and

settlement administration. Effective mobility enables people to meet their travel needs and

effective mobility to a large extent is determined by ease in the means of transportation.

Present transportation system in Nigeria has not been able to effectively meet the mobility

needs of the people; so far travel demand has far outstripped the capacity of the transportation

system. Furthermore, transportation system in Nigeria faces varying degree of challenges

which has impedes the effective performance of the system.

Public transportation in Nigeria has been lopsided, with much emphasis on road transport

both in terms of policy formulation and project implementation to the detriment of other

modes. According to Igbokwe (2009) road transport is the most commonly used mode of

transportation in Nigeria and accounts for more than 90% of Nigeria’s transport sub-sector’s

activities. As noted by Olayiwola (2007) Lagos is the main economic hub of Nigeria and

focal point of population concentration with different modes of transportation such as road,

water, rail and air. However like the general picture depicted in Nigeria, transportation in

Lagos has been lopsided with much emphasis on road transport and this has created huge

pressure on road transport system with resultant traffic congestion among other challenges.

There is therefore the need to diversify the means of moving people and goods; and rail

transport service offers a vital alternative. Iddo – Ijoko rail service route is a vital link that

connects major residential settlements and neigbourhoods within the Lagos Megacity region

Review of Related Literature

Adeoti (2009) opined that transport stands out as the major pre-requite of efficient function of

an area and to further buttress this, Badejo (2009) stated that level of economic development

attained by nations is often measure by the level and attainment of its transport infrastructure

development process. It will definitely not be out of place if we suggest that in Nigeria’s

development quest characterized by preparation of plans such as Vision 20:2020, 7 Point

Agenda, Transformation Agenda, transport should occupy a prominent place. Transportation

is characterized by different modes such as road; rail; water; air and viewing transportation as

a system; these modes are expected to be complimentary to better meet the increasing

2

mobility of fast growing urban area like Lagos Mega-city. However, contrary seem to be the

case.

Adeniji (2000) opined that 90 percent of internal passenger and freight movement in Nigeria

is carried out through road mode of transport, but based on NISER estimation this slightly

higher, as NISER (2003) noted that road transport in Nigeria accounts for over 95% of

overland movement of passengers and freight. The huge emphasis on road has led the neglect

of other modes of transport with resultant effect of infrastructure under utilization. Rail

transport has been identified as a viable alternative to mass movement of people and good

within the Lagos Megacity. Oyesiku (2004) noted that the advantages of rail over other

modes of transport is in its ability to move tremendously large numbers of people commuters

at short intervals and a relatively cheaper rate with a very high degree of safety and added to

this is the fact that rail transport is unaffected by extraneous factor as traffic congestion

(Okanlawon, 2008). Furthermore, Ezeocha (2011) was of the view that railways can provide

cost-effective, affordable, energy saving and environmentally friendly form of transport

Agunloye and Oduwaye (2011) noted that railway system comprises of two components; the

rolling stocks (locomotive, passenger carrying vehicle [coaches], freight carrying vehicle

[goods wagon] and infrastructures (tracks, buildings, stations), often refer to as moving and

fixed stocks. Rail system in Nigeria is operated and managed by the Nigeria Railway

Corporation. The Lagos district of Nigeria Railway Corporation through an initiative

launched in 2001 termed ‘Lagos Metropolitan Mass Transit Train Service’ run rail service

from Iddo - Ifo junction including Ebute Metta Junction to Apapa and Ifo to Idogo branch

lines giving a total of 94km (Okanlawon, 2008). However, presently the rail service

terminates at Ijoko rail station.

Various studies have identified challenges of rail service operation in Lagos. Agunloye and

Oduwaye (2011) in their study on rail transport services in metropolitan Lagos concluded that

rail transport services operation is ineffective and inadequate. Okanlawon (2008) in her study

on operational constraints of Lagos Mass Transit Train concluded that commuters are not

benefitting from the rail service because of operational constraints such as use of makeshift

facilities; insufficient locomotives and rolling stocks; low speed of trains; over-crowding of

passenger coaches at peak periods; lack of connection between mainland and island and lack

of coordination between transport modes; delays; schedules not being followed among others

as rendered the rail service inefficient. Olusola-Obasa (2012) in an article in a national daily

3

on rail reforms noted that conveniences (fan and air conditioners) in the trains were not

functioning and passengers went through different inconveniences such as rail passengers

having to wriggle their way through each other.

Study Area

The study area is the rail transport corridor from Iddo to Ijoko. Iddo to Ijoko railway line falls

within Lagos megacity region (figure 1). Lagos Mega City Region is the continuous built-up

area of Lagos starting from the Atlantic Ocean spreading eastwards, westwards, and

northwards beyond boundary of Lagos into Ogun State (Federal Government of Nigeria,

2006). Iddo is within Lagos Mainland local government in Lagos State while Ijoko is in

Ado-Odo/Ota Local Government in Ogun State. The rail service runs morning and afternoon

shift, with morning shift taking off from Ijoko and afternoon shift taking from Iddo with flat

fare charge of N120 per trip either way regardless of the boarding station. Rail stations along

this corridor include Ijoko, Itoki, Agbada Oja, Iju Crossing, Agege, Ikeja, Shogunle, Oshodi,

Mushin, Yaba and Iddo. The rail track is noted for human activities mostly trading, though

this has reduce drastically with the closure of the second hand market at Yaba, however, this

phenomenon still occurs at Ikeja, Agege and Mushin rail route.

Figure 1: Iddo – Ijoko Rail Route

4

Ijoko Rail Station

Iddo Rail Station

Source: Federal Government of Nigeria (2006) Report on Lagos Redevelopment of Lagos Mega-City Region

Methods

The study examined rail traffic characteristics; management; operational efficiency vis-à-vis

the level of service. The data types collected were primary and secondary data. Primary data

was collected by administration of structured questionnaires. For the distribution of

questionnaire, systematic random sampling was adopted to elicit information from rail

passengers, using quota sample size of 10% of each of the ten coaches in a wagon. Each

wagon has ten coaches, with a sitting capacity of 90 passengers per coach and an estimated

30 standing passengers per coach, thus each coach comprises of 120 passengers, with quota

sample of 10% per coach, this amount to sample size of 12 passengers per coach. Based on

this the study sample size is 120 passengers, a total of 120 questionnaires were administered

on rail passengers and questions asked include passenger’s waiting time at train stations, level

and quality of service enjoyed among other issues. Descriptive statistics was used to present

the study findings.

Results and Discussion

This study was carried out to assess rail transport service on Iddo – Ijoko rail transport

corridor from Iddo in Lagos State to Ijoko in Ogun State. Data were collected from sample

(rail passengers) and the rail service operators were all interview, data collected include rail

traffic characteristics; management; operational efficiency vis-à-vis the level of service.

1. Travelling by Train

1.1 Frequency of Trip/Journey (Weekly)

From the responses, 8 passengers (6.66%) use the train for their trip 1-3 times per week; 17

respondents (14.16%) use the train 3-6 times per week, while 95 respondents (79.16%) use

the train more than 6 times in a week (Table 1), this represent more than three quarter of the

total respondents. This implies that there is more patronage for the service render by the rail

corporation.

Table 1: Train Trip Frequency

Frequency of Trip/Journey Frequency Percent

1-3 times per week 8 6.66

4-6 times per week 17 14.16

7 – 9 times per week 34 28.33

9 times above per week 61 50.83

Total 120 100

Source: Field Survey, 2012

5

1.2 Purpose of Trip

When asked why they make use of the train for trip (purpose), 3 respondents (2.5%) claimed

it is for leisure, 111 respondents (92.5%) stated that their trip is for work and business, while

6 respondents (5%) stated that they embark on trip on the train for purpose other than leisure

or business/work. This implies that respondents who claimed to use the train for

work/business trip were likely to be the most frequent users, since most office and businesses

open 5 days in a week (weekdays). The train runs only on weekdays.

Table 2: Trip Purpose

Purpose of Trip Frequency Percent

Leisure 3 2.5

Work/Business Trip 111 92.5

Others 6 5

Total 120 100

Source: Field Survey, 2012

2. Satisfaction with Railway Stations

The study respondents were asked their level of satisfaction on series of features relating to

the state and services render in the railway stations, questions asked are: ease of buying

tickets; provision of information about train schedule; security/safety at station; connection

with other modes of public transport; cleanliness and good maintenance of station facilities;

quality of conveniences (toilet, lounge etc); facilities for car parking and easy accessible

compliant handling mechanism. 99 respondents (82.5%) were dissatisfied and very

dissatisfied with the mode of buying tickets at the rail station; only 21 respondents indicated

that they were okay with ticketing at the station. This implies that ticketing is not effective

and do not meet the needs of the rail passengers. In the area of information provision about

train schedule no respondent indicated satisfaction with the process, the implication of this is

that it will often become difficult to determine forehand when a train will arrive or leave and

this will make rail passengers to come to station in some case earlier and have to wait for

some time before train comes, this waiting hours could have be channel to other productive

tasks.

On the issues of security and safety at stations, the study reveal that 48 respondents (40%)

and 34 respondents (28.33%) feel insecure at the rail stations, while 38 respondents claimed

6

that they are satisfied with security arrangement at the rail stations. This implies that people

might not like to stay within the rail stations and this may result to under utilization of any

provided infrastructures in the rail stations. Connection with other modes of public transport,

as indicated in the survey, most of the rail passengers were of the opinion that rail line service

along the study corridor (Iddo – Ijoko) is well connected to other modes of public

transportation; this set of respondents represent 66.66% of the total sample rail passengers.

Cleanliness and good maintenance of station facilities is virtually in non existence, only 14

respondents (11.66%) were satisfied with the level of cleanliness within the rail stations. It is

pathetic that the quality level of conveniences (toilet, lounge etc) within the rail stations is

abysmally low, this was the opinion of 108 respondents (94.99%) of the total sample rail

passengers, this implies that most of the stations is not fit for human patronage, as

conveniences such as toilet is basic to human health and lack of such encourage passengers to

defecate indiscriminately around the stations most especially where there grown grass and

this constitute environmental nuisance and health hazards to other rail passengers.

Car parking facilities is not is not adequate or non existence in rails stations along this rail

service corridor, as indicated by the responses of the study sample, only 6 respondents

(3.99%) were of the conviction that car parking facilities is satisfactory, all other respondents

think otherwise. This implies that some rail user might be discourage to patronize the rail

service for lack of car parking space, as some might prefer to park and ride the train. The

generality of the respondents opined that complaints handling process in the rail stations is

poor as shown by the claim of 108 respondents that this feature is not satisfactory (table 3 and

figure 2).

Table 3: Satisfaction with Railway Stations

Options

Ease of buying tickets

Provision of information about train schedule

Security/safety

at station

Connection with other modes of

public transport

Cleanliness and good

maintenance of station facilities

Quality of conveniences

(toilet, lounge etc)

Facilities for car

parking

Easy accessible

compliant handling

mechanismVery Satisfied 6 0 15 44 5 4 2 3Satisfied 15 0 23 36 9 8 4 9

Dissatisfied 78 83 48 26 47 23 59 36

Very Dissatisfied 21 37 34 14 59 85 55 72

Total 120 120 120 120 120 120 120 120

7

Source: Field Survey, 2012

Figure 2: Satisfaction with Railway Stations

Source: Field Survey, 2012

3. Satisfaction with Rail Services and Facilities on Train

The study respondents were asked their level of satisfaction on series of features relating to

rail services and facilities on train, questions asked are: personal security on train; length of

time the journey was schedule to take (speed); comfort of the seating area; frequency of the

trains; punctuality/reliability (i.e. departing and arriving on time); availability of staff on

train; cleanliness and good maintenance of convenience (i.e. toilet, fan etc); assistance and

information for disabled or elderly people (boarding & train) and smoothness of train ride.

From the survey, 14 respondents (11.66%) were very dissatisfied with personal security on

train and 64 respondents (53.33) were also dissatisfied. 42 respondents (34.99%) were of the

opinion that personal security on train is satisfactory. Respondents totaling 75 (62.56%)

believed that time scheduling in the rail service operation is dissatisfactory, while 45

respondents think otherwise. The seating arrangement and seats available within the train

were adjudged to be dissatisfactory by 95 respondents (79.16%), while 4 and 21 respondents

opined that seating and sitting arrangement is okay. This implies that large number of the rail

passengers endure through their trips and this might likely impact negatively on their health.

Out the sampled 120, 108 respondents (90%) believed that the frequency of train is

satisfactory, only few think otherwise. This implies that though the rail passengers are not

8

satisfied with the timing of the train operation (arrival and departure), most are in agreement

that the trains run frequently. 98 respondents (81.66%) are not comfortable with the timing of

train arrival and departure while 22 respondents were of the opinion that train arrival and

departure is satisfactory.

Availability of rail service staff on the train is not satisfactory as indicated by 85 respondents

(70.83%). This implies that passengers would not have anyone to complain to if any thing

goes wrong or there is need to attend to any issue urgently, this portend a challenges if

situation of urgency arises during any trip. Cleanliness on train is poor as generally depicted

by the respondents, all respondents claimed not to be satisfy with cleanliness on train, the

implication is that there is situation of poor sanitation on train, this portends a great health

hazards noting the fact that often time the train is always full to the brim and passengers

would not be able to use basic convenience such as toilet, this might warrant indiscriminate

defecation, urination on train with its negative attendant health implication. As noted by the

respondents, there is little assistance render to disable and elderly passengers on train, 111

respondents (92.49) respondents were of this opinion. This implies that the rail service do not

give adequate consideration to all cadres of users, also this might act as a source of

discouragement to elderly passengers and disable passengers. Also, this increase may

increase the occurrence of bodily harm among the elderly and disable passengers when they

intend to carry out tasks unaided. Smoothness of ride in terms of unhindered train trip was

perceived satisfactory by 42 respondents (35%) and 78 respondent were of the opinion that

train ride is not that smooth (table 4 and figure 3).

Table 4: Satisfaction with Rail Services and Facilities on Train

Personal security on train

Length of time the journey was schedule to take (speed)

Comfort of the seating area

Frequency of the trains

Punctuality/reliability (i.e. departing and arriving on time)

Availability of staff on train

Cleanliness and good maintenance of convenience (i.e. toilet, fan etc)

Assistance and

information for disabled or elderly people (boarding & train)

Smoothness of Train Ride

Very Satisfied 13 7 4 92 15 6 0 3 13

Satisfied 29 38 21 16 7 29 0 6 29

Dissatisfied 64 44 56 7 61 53 48 64 53

Very Dissatisfied

14 31 39 5 37 32 72 47 25

Total 120 120 120 120 120 120 120 120 120

Source: Field Survey, 2012

9

Figure 3: Satisfaction with Rail Services and Facilities on Train

Source: Field Survey, 2012

Conclusion

Transport was identify as vital to the nation’s development quest as indicated in review

literature and that there are vast challenges with the operations of rail services in Lagos State.

The study revealed general poor quality and condition of rail service characterized by

ineffective rail time operation schedule; poor interior condition and deplorable state of

conveniences. Furthermore, the study confirmed that rail service operation do not consider

the plight of the vulnerable group (elderly, disable). Generally, the study pointed to the fact

that rail service operation along Iddo – Ijoko is faced lot of challenges which has hinder

effective operation of rail transport services and has not allow the rail transport service to

effectively complement other modes of public transportation. To improve the quality of rail

transport service along this route, the study recommends the following measures.

Recommendations

The study recommends overall rehabilitation of the rail service, emphasing the need for

effective time schedule as well as improved infrastructure facilities and services among

others. The different rail stations along this Iddo-Ijoko rail route need to be rehabilitated and

provision made for necessary conveniences such as toilet, lounge etc this ensure that people

are comfortable and at ease why waiting for train arrival or on the train. The paper

10

recommends that the rail service should embrace real-time scheduling for train operation

along this route through the use of necessary information technology tools. In this, passengers

will be have prior knowledge of the train operation regarding days operation, arrival and

departure time, also this will help to pass out necessary information to the user of the train

service. Also, the study recommends that there is need to have fixed arrival and departure

time of train with less variation. Cleanliness of trains and rail stations should be taken as

paramount issue by the rail service operator; this will further enhance the quality of rail

transport service. The rail service operator need to devise a more convenient way of ticketing

and the need to control the number of passengers on board to avoid overcrowding which

could create negative health implication. From the responses from the study respondents, it

was identified that the rail transport service do not take the plight of some vulnerable group

into consideration, this study recommends that there is need to fashion out a way to give

adequate attention to the aged and disable passengers.

11

ReferencesAdeniji, K. (2000). Transport Challenges in Nigeria in the next Two Decades. Keynote

Address delivered at the 5th National Council on Transport Meeting organised by the Federal Ministry of Transport held at the ECOWAS Secretariat, Asokoro, Abuja between 29th – 31st August 2000.

Adeoti, S. (2009). Effective Transport System: A Panacea for Sustainable Tourism. The Yaba Journal of Environmental Research, Vol. 1, No. 2, September 2009.

Agunloye, O. O. and Oduwaye, L. (2011). Factors influencing the quality of rail transport services in metropolitan Lagos. Journal of Geography and Regional Planning Vol. 4, No. 2, February 2011.

Badejo, M. (2009) Unbundling the Challenges of Transportation and Development in Nigeria: The Lagos State Example. University of Ibadan 60 th Anniversary Lecture, University of Ibadan, 2009.

Ezeocha I. A. (2011). Sustainable Urban Transportation Systems. www.archibuilt.org/ sustainable urban transportation.htm

Federal Government of Nigeria (2006) Report of the Presidential Committee on Redevelopment of Lagos Mega-City Region. Abuja. FMH&UD,.

Igbokwe, O. (2009). Nigeria: A 12 Steps Recovery Programme From Oil Addiction Turning Africa’s Sleeping Giant into a Roaring African Economy. www.sterlingandgreenback.com

NISER (2003). Understanding Poverty In Nigeria. NISER Review of Nigerian Development 2001/2002. NISER and SISERA.

Olayiwola, K. O. (2007). Towards Effective Public Transportation in Lagos Metropolis. Journal of Sustainable Development, Vol. 1, No. 2, October 2007.

Okanlawon, K. R. (2008). Operational Constraints of the Lagos Mass Transit Train. JES-2008-23

Olusola-Obasa (2012, June 9). Queuing Endlessly for Promised Rail Reform. Saturday Punch

Oyesiku, O. K. (2004), “Policy Directions in Urban Transport” in Perspectives on Urban Transportation in Nigeria, `Vandu-Chikolo I. et al (eds.), Zaria. Nigerian Institute of Transport Technology,

12