[Ademola et. al., Vol.5 (Iss.4): April 2018]
ISSN: 2454-1907
DOI: 10.5281/zenodo.1250532
THE INFLUENCE OF COMMUTERS SOCIO-ECONOMIC
CHARACTERISTICS ON BUS SERVICE AFFORDABILITY AND USAGE
IN KADUNA METROPOLIS, NIGERIA
Ojekunle Joel Ademola *1, Akinola John 2, Oluseyi 1, Owoeye Adelanke Samuel 1
*1
Department of Transport Management Technology. School of Entrepreneurship and
Management Technology, Federal University of Technology, Minna, Nigeria
2
Department of Geography, Faculty of Social Science, Ahmadu Bello Univerity, Zaria, Nigeria
Abstract:
This study examines the influence of socio-economic characteristics of commuters on their level
of bus accessibility and usage in Kaduna metropolis, Nigeria. Structured questionnaires and
past literature were used as sources of data. This study used systematic random sampling to
select eight major bus terminals from which 324 bus commuters were purposively selected for
interview. Correlation and multiple regression models were used to analyze the data collected.
The study revealed that trip frequency is positively correlated to the income of commuters with
value (0.324)). This implies that as commuters’ income increases so also is their bus service
accessibility increases. Trip frequency is also found to be negatively correlated to gender with
value of (-0.190) which implies that women travel less frequently than men and they also travel
shorter distances than men. The study further reveals that women rely more on bus services
than men. The regression model also shows that marital status and monthly income are found
to be positively significant with P-value of (0.001) and (0.000) at 5% significant level
respectively. The study therefore recommends that a public transportation system that is
responsive to meet gender differentials in transport needs of commuters should be introduced
in Kaduna City.
Keywords: Bus Service; Public Transport; Affordability; Trips; Accessibility; Commuters.
Cite This Article: Ojekunle Joel Ademola, Akinola John, Oluseyi, and Owoeye Adelanke Samuel.
(2018). “THE INFLUENCE OF COMMUTERS SOCIO-ECONOMIC CHARACTERISTICS
ON BUS SERVICE AFFORDABILITY AND USAGE IN KADUNA METROPOLIS,
NIGERIA.” International Journal of Engineering Technologies and Management Research, 5(4),
123-137. DOI: 10.5281/zenodo.1250532.
1. Introduction
Transport is the life wire of urban life. It is one of the factors which determine the form and pattern
of socio-economic development of a city. Mobility and accessibility provided by the transport
system have been playing a major role in shaping countries, influencing the location of social and
economic activity as well as the form and size of cities. Transport also facilitates trade, permitting
access to people and resources, and enables greater economies of scale, worldwide (Zuidgeest,
2005). Public transport is a collection of modes of transport which are available to the public
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irrespective of ownership (White, 2002). It include road-based modes like conventional buses,
Para-transit vehicles, human and animal powered vehicles, cycles and walking; rail-based models
like heavy rail system, light rail transit, street tramway; and rapid transit systems (Iles, 2005). The
main function of the public transport system differs depending on its operating area. In sparsely
populated areas, the purpose is to supply the basic transportation needs, while it in larger cities is
to decrease traffic congestion and to improve the environment. On a regional scale the purpose is
to create opportunities for education and increase the job market (Hydén et al., 2008).
Although the primary objectives may be different, there is an increasing demand for improvement
of the performance of public transport both in developing and developed countries. In the
developed world, the primary objective of improving the performance of this system is to shift
modal share away from private car to reduce the negative side effects of transportation on quality
of life as proposed by actors such as European Commission (Geerlings et al 2006). In developing
countries however, the primary importance of public transport is to move large numbers of people
with considerable flexibility in order to meet mobility demand, particularly access for employment
throughout the city (Armstrong – Wright et al 1987). However, existing public transport capacities
in developing countries do not satisfy the demand for a number of reasons: the quality of travel on
public transport is poor; roads are badly maintained and managed; and cost of travel is high for the
poor, making it difficult to access the public transport as often as possible (Armstrong – Wright et
al 1987). Public transport in developing countries is characterized with so many problems. The
problems include long and chaotic queues at bus stops, badly maintained old rickety vehicles and
poor attention to passenger comfort (Vasconcellos, 2001). In addition, other problems are
inefficient operations, unreliability of service, poor safety; poor enforcement of rules and
regulations guiding public transport operations (Oluwole and Ojekunle 2016).
The dominant mode of public transport in developing countries is road based transport using
conventional passengers buses with capacity ranging from 10-50 seaters. It has wider social and
environmental benefits. It is the only affordable to the urban poor (Armstrong – Wright et al 1987).
It is most flexible as it satisfies short and long distance mobility demands. It needs less investment
on infrastructure, feasible economically to all groups and environmentally friendly system.
However, the demand for this service particularly during peak hours is beyond its capacity and the
quality of service is poor. Moreover, the general prevailing traffic congestion and inadequate street
network constrain the level of service (Oluwole and Ojekunle 2016).
Measuring the effectiveness of public bus transportation performance is critical in assessing policy
goals as well as planning for the future improvement (Murray et al 1998). Access and accessibility
can be used to measure the performance of public transport system. Access is the opportunity to
use system based on proximity and cost. Geur et al (2001) define accessibility of transport system
as the extent to which the system facilitates people’s participation in activities. Mobility, proximity
and connectivity have been incorporated in accessibility by arguing that it is a function of land use
configuration (which gives the idea of proximity), transportation networks and services (issue of
connectivity between activities), and system performance, or quality of movement (notion of
mobility). Access and accessibility of public transport therefore, improves accessibility of other
basic services.
Accessibility involves aspects related to frequency of service, travel time and reliability. It also
includes the adequate provision for passengers with special needs due to different kinds of
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disabilities. Convenience involves comfort aspects on board the vehicle as well as at the bus stop,
possibilities to change transport means and the road standard to and from the bus stop. The
keyword for safety includes traffic safety but also safety concerning violence and abuse on board
and when waiting at the bus stop. The most important factors in public transport are travel time,
accessibility, reliability, comfort, security, price and information (Berge & Amundsen, 2001).
Public transport particularly bus service in Kaduna metropolis is associated with long distance
walking from residences to bus stops and from bus stops to final destinations. In newly built-up
areas of the city, where there is inadequate good road network the use of personal cars and walking
is more prevalent. The city does not have separate bus lane, so it has to compete for space with
other traffic in the busy and narrow road network. The distance between bus stops is longer which
makes the travel time longer and the system less flexible. It also takes longer time in loading and
unloading passengers at stops. Due to congested traffic on one hand and poor performance of the
operators on the other hand the headway is long, hence people wait longer than necessary at the
stops. The current chaotic situation of public transport system in Kaduna requires that we have
adequate knowledge of the segment of the urban population that mostly depend on the use of the
public transport particularly the bus service. The understanding will help transport policy makers
and city transport planners to identify the area of need and how to meet it.
It is on this note, that this study tries provide this critical information for transport policy
formulation and planning by trying to investigate the influence of socio-economic characteristic
of commuters on their access to bus service in Kaduna Metropolis. In other words, this study
therefore attempts to assess the level of bus service affordability among commuters and how their
socio-economic characteristics influence their demand for bus service in the City.
1.1. Conceptual Issues and Literature Review
In the past few decades of research regarding accessibility, four main types of measures have
emerged. Each type of measure highlights different ways to characterize the interaction between
the transportation system and land use as well as a range of complexity.
1) Spatial Separation
This is the simplest form of an accessibility measure and it represents spatial separation in terms
of distance or travel time between the origin and the destination. This form of measure does not
account for the attraction level (e.g. land use intensity) at the destination end, nor does it reflect
the sensitivity and needs of users with different characteristics.
2) Cumulative Opportunities
This is another simple accessibility measure that takes account of both distance and the objective
of a trip. It defines a travel time or distance threshold and uses the number of potential activities
within that threshold as the accessibility for that spatial unit. The only information needed for this
measure is the location of all the destinations (e.g., jobs or hospitals) within the desired threshold.
An argument for this method is that it bypasses the zonal aggregation problem of other methods
(Wachs and Kumagi 1973, Hanson and Schwab 1987). Because attractions are counted
individually, there is no loss of information due to averaging. The main criticism of this measure
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is that there is no behavioral dimension, and near and far opportunities are treated equally (Voges
and Naudé 1983).
3) Gravity Based Measure
Are derived from the denominator of the gravity model used to predict trip distribution; these
measures weight the amount of the activity at different destinations by the cost, time, or distance
to get there. Several researchers criticize the ability of gravity-based accessibility measures to
accurately reflect accessibility. Many measures assign the same level of accessibility to all
individuals in a zone; however, this does not reflect the possibility that two people in the same
place may face different levels of accessibility. (Ben-Akiva and Lerman 1979, Handy and
Niemeier 1997). A final criticism is that the general form of the gravity model implies a trade-off
between attraction and distance. One unit of attraction is equal to one unit of distance (Whitbread
as quoted in Morris et al. 1979).
4) Utility Measures
This type of measure is based on an individual’s perceived utility for different travel choices. One
criticism of the utility approach to measuring accessibility is that not all options are available to
all individuals, and there are no natural constraints for the choice set (Ben-Akiva and Lerman
1979). Similarly, researchers need to be aware of including irrelevant alternatives in the choice
set and the consequences thereof, such as decreasing the probability of viable choices (Ben-Akiva
and Lerman 1979). And, an accessibility measure based on utility will only reflect observed
behavior and not reflect the benefit of increased choices (Morris et al. 1979).
In the last few years, researchers showed great interest in customer satisfaction and accessibility
measurements. The aspects generally describing transit services can be distinguished into
characteristics that more properly describe the service (e.g. frequency of runs) and characteristics
depending more on customer tastes and less easily measurable (e.g. comfort). Starting from the
various studies regarding accessibility determinants in public transportation the aspects mainly
characterizing bus services are: service availability, services reliability, comfort, cleanliness,
safety and security, fare, information, customer care and environmental impacts. Each of these
aspects can be measured in many ways by considering different indicators.
5) Service Availability
The attributes belonging to these categories of service aspects are represented by characteristics of
the route of the bus line in terms of path and coverage, number of bus stops, distance between bus
stops, location of bus stops, and characteristics of the service, like frequency, span of service, travel
time, need for transfer. Eboli and Mazzullla (2011) evaluated the indicator regarding line path on
the basis of the travel speed of the runs observed during a survey period. Also, in Friman and
Fellesson (2009) travel speed is introduced as indicator of the line path, the author highlight that
in public transport travel speed corresponds to the perceived travel time. Nathanail (2008)
introduces an indicator of the itinerary accuracy calculated as the average delay estimated for the
considered network, weighted out by the number of offered seats, passenger occupancy, and
itinerary length.
Another indicator regarding route characteristics refers to the stop spacing, or the distance between
adjoining service stops of a path. Eboli and Mazzulla (2011) suggest as indicator of the bus stop
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location the walking distance (or time) from home to the access bus stop. In fact, the time spent in
walking for reaching the bus stop defines the level of accessibility to the transit services. Therefore,
a transit stop must be located within walking distance, and the pedestrian environmental in the area
should not discourage walking (Transportation Research Board, 2003a).
Among service characteristics, service frequency is the most distinctive aspect. Service frequency
measures how often transit service is provided. It is an important factor in commuter’s decision to
use transit; in fact, the more frequent the service, the shorter the waiting time when the bus is
missed, and the greater the flexibility that customers have in selecting travel times (Transportation
Research Board, 2003a). Tyrinopoulos and Antoniou (2008) found that service frequency is the
most important attribute across transit operators.
Service reliability is one of the most investigated transit service aspects and it is considered as a
very important aspect for transit users. Turnquist and Blume (1980) define transit reliability as the
ability of the transit system to adhere to schedule or maintain regular headways and a consistent
travel time. Strathman et al, (1999) and kimpel (2001) agree that reliability is mostly related to
schedule adherence, as well as Beirao and Sarsfield-Cabral (2007), who state that the jack of
control due to the uncertainty of the vehicle arrival makes the service unreliable. Unreliable service
results in additional travel and waiting time for passengers (Wilson et al, 1992; Strathman et al,
2003). As a consequence, service unreliability can lead to loss of passengers, while improvements
in reliability can lead to attraction of more passengers (EJ- Geneidy et al, 2007).
Comfort during the journey is important for transit user, both the physical comfort regarding
vehicles and comfort regarding ambient conditions on board or at stops. Comfort on board means
having soft and clean seats, comfortable temperature, not many people on board, smoothness of
the bus ride, low levels of noise and vibrations, not nasty odors. Some researchers have argued
that the term amenities implies something extra and not necessary required (Transportation
Research Board, 2003a). Iseki and Taylor (2008) found that stop and station area amenities were
ranked as the least important by the users; however, these elements provided at bus stops or stations
enhance also convenience and security. The indicator most frequently used for evaluating comfort
during the journey is linked to the degree of crowding on bus.
The indicators regarding cleanliness refers to the physical condition of vehicles and facilities, and
specifically the cleanliness of the bus interior and exterior, having buses and shelters clean of
graffiti, cleanliness of seating and windows, and so on. Clean buses tend to promote a good public
image and help to attract and maintain ridership (Transportation Research Board, 1995b).
The transport safety indicates the degree of safety from crime or accidents. Generally, the term
safety is used to indicate the possibility of being involved in a road accident, while the term security
refers to the possibility of becoming the victim of a crime. Safety during a journey may be
considered as not very relevant aspect in the modal choice decision; in fact, the probability of being
involved in accident or becoming the victim of a crime is not explicitly considered as a part of the
choice mechanism. However, when explicitly queried about the importance of safety, this factor
is given an extremely high rating of importance (Solomon et al, 1968). These findings are
confirmed by Iseki and Taylor (2008) in their study about safety and security at stops, and Eboli
and Mazzulla (2010) who explicitly investigated safety and security on board.
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The word ‘fare’ connotes the reward usually payable to transport operator/carrier for the carriage
of goods and people (Ndikcom 2008). Fare is the money paid by passengers as a partial or full
contribution to the operational cost of the transport system. It could be partial where government
is involved in subsidizing part of the cost of the operation. Where there is no subsidy, the end
users of the transport borne the total cost of the transport operation as well as profit margin of the
operators. Fare structure therefore is the system set up to determine how much is to be paid by
various passengers of a transit vehicle at any given time (Wikipedia the free Encyclopedia, 2013)..
It has been also observed that public transport fare is central to solving the problem of public
transport affordability (Slobodan and Rubin, 2005). Since the public transport fare is major
determinant of transport affordability index; research efforts should therefore be intensified in the
area of fare structure determination and collection methods. This is necessary because the more
affordable is the public transport fare the less is the percentage of household expenditure on
transport. Apart from the effects of fare on the level of patronage, the multiplying effects are quite
numerous. Its effects may be seen in the rate of urban travel, access to job and other social and
economic services as well as on the level of poverty. Provision of affordable transport service
could therefore go a long way to help in reducing poverty level in cities.
Another factor affecting transit service accessibility is linked to the availability of information
pertinent to the planning and execution of a journey. Passengers need to know how to use transit
service, where the access is located, where to get off in the proximity of their destination, whether
any transfers are required, and when transit services are scheduled to depart and arrive. Without
this information, potential passengers will not be able to use transit service (Transportation
Research Board, 2003a). Beirao and Sarsfield-Cabral (2007) found that several respondents think
that the bus system is difficult to use and information is difficult to obtain; among bus users, the
main problem occurs when bus companies change timetables or routes and do not provide enough
information to users.
1.2. Study Area
Kaduna Metropolis is located between Latitude 10°25̍ 15" and 10° 36̍ 08" and longitude7° 23̍ 3"
and 7° 29̍ 3". The metropolis is the capital of Kaduna state and fourth largest city in the country.
It is also one of the most populous Millennium cities and serves as the important trade and
transportation center in northern Nigeria. The Metropolis is made up of two main local
governments areas; Kaduna north with population of 364,575 and Kaduna south with population
of 402,390 respectively (National Population Commission, 2009). It shares common boundaries
with Igabi local government area to the northwest and northeast, Chikun Local government area
to the southeast. Figure 1 shows the built-up area, the bus routes and various bus stops along the
bus routes in Kaduna Metropolis.
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Figure 1: showing maps of Nigeria and the Study Area
2. Materials and Methods
A reconnaissance survey was carried out, during which commercial bus routes and passengers
were identified. The purpose was to get the researcher familiarized with the environment in order
to have a general overview of the study area. Other activities that were carried out during the
preliminary field survey include physical inspections and observations that helped in gaining an
insight into the problems under investigation and determining the appropriate methodology to be
adopted for the study. After, the reconnaissance survey, the researchers collected primary data
through the use of questionnaire. A questionnaire was designed to contain the following items of
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question on travel characteristics of passengers such as travel times, travel purpose, waiting times,
safety of services, affordability modal travel available, travel cost, proximity of bus stops to
residences, and alternative modes.
For questionnaire administration, various sampling techniques were adopted. In selecting the
sample bus stops, systematic random sampling technique of one out of 4 four bus stops along the
bus routes was selected which makes a total of 8 bus stops. However, for administering the
questionnaires on commuters, purposive random sampling was used. Purposive sampling
technique was preferred in this work because it enabled the researchers to choose respondents who
were directly affected by accessibility problems and who are willing to respond appropriately and
quickly to the questionnaire. In each selected bus stop, commuters were interviewed while waiting
for the next available bus to be boarded. Information on socio-economic characteristics,
affordability, bus stops characteristics, seat comfortability, journey time, safety measures,
problems encountered by the bus users were obtained from the commuters. The interview was
conducted for a period of one week, (Monday- Sunday) along the identified bus routes. The data
were collected for morning peak period (6am-10am), afternoon off peak period (12pm-2pm) and
evening peak hours (4pm-6pm). Figure 2 Map of Kaduna City showing the bus routes and selected
bus stops. At the end of the survey, a total of 340 questionnaires were administered, but after
removing the defectives ones only 324 were used for analysis.
Figure 2: Map of Kaduna City showing the bus routes and selected bus stops
3. Result and Discussions
Transportation non-affordability is a significant economic and social problem. It constrains
people’s economic opportunities and forces households to spend an excessive portion of their
budgets on transport. It also limits their ability to purchase other essential goods. This section
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assess the bus service affordability among the passengers in Kaduna metropolis regardless of their
income class which help them achieve social equity objectives and increase productivity as well
as afford them access to basic services and activities, such as medical care, basic shopping,
education and work. The assessment of bus affordability was analyzed with percentage and T-test
respectively.
3.1. Passengers Level of Bus Service Affordability
A threshold level of transport affordability has been defined as the lower-income household’s
ability to spend less than 20% of their budgets on transport expenses, and less than 45% on
combined transport and housing expenditures (CTOD and CNT 2006). Different income groups
and their monthly transport cost are analyzed in Table 1.
Table 1: Comparism of Income Groups and Affordability Level
Average
Average
trip Average
daily Monthly
monthly income made per week
transport cost
transport cost
N18000
5
N100
N3000
N34500
9
N120
N3600
N75000
10
N125
N3690
N125000
10
N175
N5250
N150000
11
N125
N3700
Source: Field Survey, 2015
%
of
transport cost
16.67
10.43
4.9
4.2
2.5
Table 1 reveals that bus service affordability is high in Kaduna metropolis. The low income class
of N18, 000 and N150, 000 spent 16.67% and 2.5% of their income on transport expense. It can
be concluded that bus fare is affordable because none of the income group spend above 20% of
their monthly income transportation in the study area. The implication of this is that bus service in
Kaduna metropolis is affordable, which helps to increase economic productivity. The low
transportation cost has also encouraged people in attending schools, and increase mobility of city
dwellers.
Table 2: The Paired Samples Correlations
Paired samples
N Correlation Sig.
Average cost-average income 324 0.943
0.000
Source: T-test Out-put, May 2016
The paired sample correlation in Table 2 indicates the direction of the relationship with absolute
value indicating the strength. The larger the value the stronger is the relationship. The correlation
of 0.943 on Table 2 indicates a strong relationship between average monthly income of passengers
and average cost of transport as measure of bus service affordability in Kaduna metropolis. The
relationship is statistically significant at 5% with P-value of 0.000.
Table 3: The Paired Samples T-Test
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Pair Samples
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Paired Differences
Mean Std.
Std.
Deviation Error
Mean
Pair Average cost – .056 .329
1 Average income
Source: T-test Out-put
.018
t
df Sig. (2tailed)
95%
Confidence
Interval
of
the
Difference
Lower
Upper
.020
0.092
3.038 323 0.003
Table 3 shows the paired sample of the variables with average monthly income of passengers and
average cost of transport a t-test value of 3.038 and is significant at 0. 003 at 0.05 level of
significance In other words, this shows that there is a significant difference in the level of bus
service affordability among passengers of different income groups in the Kaduna metropolis.
3.1.1. Socio-economic Characteristics of Commuters on the Level of Bus Service Usage
This section attempts to estimate the influence of socio-economic characteristics of commuters on
the level of bus service usage in Kaduna metropolis using multiple regression models. The multiple
regression models have been used severally in the literature to estimate degree of fitness and also
forecast and determine the relationship between dependent variable and a number of independent
variables. It can therefore be conceptualized that there is a set of variables x1, x2, x3…..xn which
can be used to explain the influence of socio-economic characteristics of commuters on the level
of bus service usage in Kaduna metropolis.
This can be expressed mathematically as
Y = f(x1, x2, x2, xn). ----------------------------------------------------------------------------- eqn 1
As a result, equation can be written using multiple regression equation thus;
Y = a+b1x1 + b2x2 +. .. + bnxn+ c. -------------------------------------------------------------- eqn 2
Where the Y is dependent variable
a = constant
b1, b2, b3, ….bn= intercept
x1, x2, x2, xn= independent variables
c= error term.
In this study, the dependent variable (Y) is the weekly trip frequency of bus services on Ahmadu
Bello Way route denoted as (TF). The following have been identified as independent variables;
X1 = the gender comprises of male and female denoted by (G)
X2 = marital status denoted as (MS)
X3 = Age (in years) denoted as (AG)
X4 = Occupation denoted as (OCC)
X5 = Monthly income (in Naira) denoted as (INC)
The above variables are hereby operationalised as;
TF = a+b1G1+b2MS2+b3AG3+b4OCC4+b5INC5+c
Table 4: Correlation Matrix of Dependent and Independent Variables
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Correlations
Pearson Correlation Trip Frequency
Gender
Marital Status
Age
Occupation Type
Income
Source: Regression Out-put, March 2014
TF
1.000
-.190
.019
.198
.061
.324
G
-.190
1.000
.070
.020
.068
-.095
MS
.019
.070
1.000
.714
.172
.519
AG
.198
.020
.714
1.000
.277
.690
OCC
.061
.068
.172
.277
1.000
.163
INC
.324
-.095
.519
.690
.163
1.000
The first aspect of this analysis is the correlation analysis which is presented in Table 4. The table
shows how both dependent and independent variables are related to each other. The table shows
that Trip Frequency positively correlated to the Income (INC) with coefficient of (0.324).
It is also observed that Trip Frequency is positively correlated to Occupation Type with value
(0.061), this implies that the livelihood of most of the respondents lies within their ability to engage
in economic activities which is facilitated by their ability to move over space and interact using
different types of public transport. There is a low positive correlation between Trip Frequency and
Age (AG) with value of (0.198), this inferred that younger respondent makes more trips than older
ones because they are still economically active, unlike older respondents with less physical
strength and less viable economically. Trip frequency is also found to be negatively correlated to
gender with value of (-0.190) which implies that women travel less frequently than men and they
travel shorter distances than men do and rely on bus services to a greater extent than men.
Historically, transportation planning and engineering have been gender neutral. The needs and
responsibilities of women which now extend beyond the domestic sphere, due largely to the
increase in female labour force participation play an important role in shaping their travel activity
patterns, specifically, in their impact on trip purpose, frequency and distance travel, mode of
transportation used, and complexity of trip making. However, as observed in during the field
survey and response of respondent in the questionnaire, transportation planning models in the
metropolis was not designed to capture these differences.
Table 5: Regression Model
Model Summary
Mode
R
R Square
Adjusted R Square
Std. Error of the Estimate
.403a
.163
.149
.633
a. Predictors: (Constant), what is your income per month in naira?, what is your gender?,
occupational types, marital status, what is your age
Source: Regression Out-put, March 2014
Table 5 showing the model summary revealed that the R² for the amount of variance in the
regression table is 0.163 and the adjusted R² for the number of predictors added in the variable in
the variance 0.149, which is still positive and significant which still corroborate the significance
of socio-economic characteristics of commuters on the level of bus service usage in Kaduna
metropolis. In other words 16.3% of socio-economic characteristics of commuters on the level of
bus service usage responsible for trip frequency influence in the study area. This is very low for
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trip frequency forecast and prediction. Other factors that can influence the trip frequency include
spatial factors (land use and urban form, travel behavior), and public finance.
Table 6: Regression Model
Regression Coefficients
Model
Unstandardized
Coefficients
B
Std. Error
1 (Constant)
2.146
.132
Gender
-.201
.073
Marital status
-.230
.067
Age
.087
.056
Occupational
.009
.025
Types
Monthly Income
.239
.050
a. Dependent Variable: trip frequency
Standardized
Coefficients
Beta
T
Sig.
-.144
-.251
.138
.020
16.216
-2.766
-3.411
1.559
.378
.000
.006
.001
.120
.706
.343
4.766
.000
Table 6 shows the regression coefficient of five independent variables and their level of
significance. It shows the regression coefficient for the independent variables and the constant
term in the second column labelled “B”. The column shows a constant term (a) of 2.146, gender
is -0.201, marital status is -0.230, age is -0.087, occupational types is 0.009 and income is 0.239.
The level of significance in column 6 on Table 4.13 shows that marital status and income per
month are found to be positively significant with P- value of (0.001) and (0.000) at 5% significant
level respectively because their P- values are less than 0.05. It can be inferred from the table that
trip frequency by bus operators is positively related to marital status and income per month of the
passengers. The other three variables, gender, age and occupational types are not found significant
with their P- value of 0.006, 0.120 and 0.706 respectively at 5% significant level. The regression
model of bus services trip frequency is described thus:
Trip frequency = 2.146 + 0.87 (Age) + 0.009 (Occupation) + 0.239 (income) + (-0.201) Gender
+ (-0.230) Marital Status.
4. Conclusion and Recommendations
4.1. Conclusion
This study has confirmed that socio-economic characteristics of commuters have some influence
on their transport demand. The study therefore underscores the need to always consider
socioeconomic characteristics of city residents while planning for transportation system of cities.
The income of the commuters is a major factor that influences the level of bus usage, therefore,
bus service should not only be cheaper but must be made attractive in terms of its service quality.
It is believed that if recommendations made are also implemented it would no doubt improve
accessibility of commuters to public transportation in the study area.
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ISSN: 2454-1907
DOI: 10.5281/zenodo.1250532
4.2. Recommendations
From the above findings some policy recommendations could be made. The study reveals that bus
service in Kaduna is generally affordable. This implies that Kaduna State Government should
deliberately promote the use of bus service in the City to further lower the cost and reduce
dependence on private cars which is the major reason for traffic congestion in many cities in
Nigeria.
The study further reveals that there is gender differential in the demand for transportation. Women
use bus service more than men, government should therefore set operational standards for bus
operators that will make bus services more attractive to both men and women. In addition, bus
service quality should be improved upon to enable commuters’ access to their work places as easy
as possible. Transport service provision should consider occupational needs of the city commuters,
as it is revealed in the study that trip frequency of commuters is related to their occupation.
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*Corresponding author.
E-mail address: ojekun@ yahoo.com
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