An Evaluation of Urban Mass Transit Programme in Enugu State - A Case Study of Enugu State Transport Company Limited

University of Nigeria
Research Publications
Author
EZE, Hyacinth O.
PG/MURP/95/18287
An Evaluation of Urban Mass Transit Programme in

Title
Enugu State: A Case Study of Enugu State

Transport Company Limited
Environmental Studies
Faculty
Department
Urban & Regional Planning
November, 2000
Date
Signature
TITLE RAGE
UNIVERSITY OF NIGERIA, NSUKKA
(School of Postgraduate Studies)
AN EVALUATION OF URBAN MASS TRANSIT
PROGRAMME
IN ENUGU STATE: A CASE STUDY OF ENUGU STATE
TRANSPORT COMPANY LIMITED
EZE, HYACINTH 0.
PGIM.URPl95118287.
A DISSERTATION SUBMITTED IN PARTIAL FULFILMENT
OF THE REQUIREMENT FOR THE AWARD OF THE
DECREE OF MASTER OF URBAN AND REGIONAL
PLANNING (M.URP)
NOVEMBER, 2000.
ii.
CERTIFICATION
This is to certify that Eze Hyacinth Okafor, Reg. No. PG/MURP/95/18287 is a
postgraduate student of the Department of Urban and Regional Planning, University of
Nigeria, Enugu Campus. He has satisfactorily completed the requirements for the course work
and the research for the degree of Masters in Urban and Regional Planning (MURP).
' This dissertation embodies an original work, and has not been submitted in part or
wholly for any other degree of this or any other university.
MRS J.U. OGBAZI MRS J.U. OGBAZI

(Supervisor) (Chairman, Dept. of URP
Postgraduate Committee)
I
SURV .R. N. ASOEGWU PROF. S.B. AGBOLA-
(Chairman, Faculty of (External Examiner)
iii.
APPROVAL PAGE
THIS DISSERTATION HAS BEEN, APPROVED FOR THE DEPARTMENT OF URBAN
AND REGIONAL PLANNING, UNIVERSITY OF NIGERIA, ENUGU CAMPUS.
....
QGQ&e5=?. \., .....
MRS J.U. OGBAZI MRS J.U. OGBAZI
(Supervisor) (Chairman, Dept. of URP
................................... ...................................
SURV .R. N. ASOEGWU (Dean of Postgraduate Studies)
(Chairman, Faculty of
DEDICATION
This work is dedicated to the following Nephews and Nieces of mine: Joseph,
Uchenna, Amarachukwu and Kelechukwu, for the goodness I wish them in life.
ABSTRACT
The Federal Urban Mass Transit Programme was established with the
broad goal of easing transportation problem of commuters in the country. The
establishment of State Transport Corporations is a strategy of implementing the
programme as provided in Decree No. 67 of 1993. The extent to which the
commuters' transportation needs have been satisfied by the companies individually
or jointly are interesting issues for evaluation.
This research, therefore, aims at evaluating the implementation of Urban
Mass Transit Programme using Enugu State Transport Company (ENTRACO) as
a case study. The commuters' satisfaction attributes were applied to assess the
company's quality of service performance while its viability performance was
evaluated using net protit, income, operational cost and available buses. The
i, h
results of the study will put the programme in a better position to provide
improved services to commuters. To adequately guide the course of this study,
five research questions and three hypotheses were formulated.
Primary data formed the major thrust of testing two of the hypotheses
while secondary data were used in testing the third hypothesis. In carrying out the
primary data survey, multistage sampling and stratified random sampling
techniques were applied. A population size of 360 commuters were sampled
across the seven (7) routes of ENTRACO.
However, some 75.6 % success was recorded as 272 properly filled copies
of the questionnaire were returned, collated and used for the analyses.
vi
Four major quantitative tools were employed in this research. Principal
Component Analysis (PCA) was used to reduce the number of variables to
achieve a more meaningful analysis. Analysis of variance (NOVA) Technique was
later used to analyse the reduced variable. Relative Satisfaction Score Indices of
Commuters (RSSIC) Model was developed and applied to evaluate the relative
commuters' satisfaction of ENTRACO Services. Multiple Linear Regression
(MLR) was applied to the secondary data to determine the relationship between
the net profit of ENTRACO and its income, operational cost number of available
buses.
The research findings show that the performance of ENTRACO is not
impressive among its routes. However, scheduling shows signifitant difference
as contributing most to the poor performance level among other variables. It also
. .,b
shows that there is a very strong relationship'between the declining net profit of
the company and its limited number of buses, poor income generation, high
operational cost in this descending order of importance.
The main policy implication of this study includes the importance of
applying to rightly determined commuters satisfaction attributes in order to
provide mass transit services

. - that are responsive to the commuters desires. This
will increase patronage and invariably improve the viability of the mass transit
system . These attributes can adequately be provided and sustained through proper
financing, research, maintenance structure and developn~ent of adequate
manpower
vii
ACKNOWLEDGEMENT
]I gratefully acknowledge the efforts of those who contributed in various
ways towards accomplishing this work. My sincere gratitude goes to my
supervisor, J.U. Ogbazi (Mrs) for her invaluable contributions and guidance, and
to Dr. H.C. Mba, L.C. Umeh (Ichie) and other members of staff for their
wonderful assistance.
My special thanks also goes to Okey Ndubeze (Mr) for his tireless
contributions. I equally express my gratitude to Victor Onyebueke (Mr), K.C.
Ogboi (Mr) for their constructive criticism. I also thank my .special colleague,
A.E. Okosun (Mr) for being a wonderful companion in this struggle for success.
I am highly indebted to Mr Joseph Ezema (ASA), Francisca Eze,
Amaechi, and Chike Udeagha for assistingome

b
in distributing and collecting the
''
questionnaire. 1 am also very grateful to Mr Josephat Eze~nafor typing and
duplicating the questionnaire.
I also appreciate the contributions of the following staff of ENTRACO in
supply the relevant datalinformation. They include the General Manager, Mr.
Ambrose Egwuonwu, the Operation Manager, Mr Damian Udeagha and Emma
Onah. The members of staff of Rems Konsult are remembered in a special way
for the analysis and typing of the work.
To my immediate family, I will ever remain grateful for their support and
encouragement. Finally and most importantly, I glorify the Almighty God for my
success in achieving this academic feat.

viii
TABLE OF CONTENTS
LISTOFTABLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xiv
LIST OF FIGURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . xvi
CHAPTER ONE: INTRODUCTION ...................... 1
1.10 Background of the study . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1.20 Statement of Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
1.30 Goal and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
1.40 Research Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.50 Statement of Hypotheses . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
1.60 Scope of the study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

\
1.70 Limitation of the study . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.80 Definition of Terms . . . . . . . . . . ...*. . . . . . . . . . . . . . . . . . 7

P # hn
CHAPTER TWO: LITERATURE REVIEW .................. 9
2.10 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
2.20 The Origin and Development of Urban Mass Transportation: The Age
of the OMNIBUS and others . . . . . . . . . . . . . . . . . . . . . . . . 10
2.30 The American Experience of Urban Mass Transportation Policy . . . 13
2.40 The Nigerian Experience of Urban Mass Transportation Policy . . . 15
2.50 The Urban Mass Transit . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.60 Notable Mass Transit Users Attitude Studies . . . . . . . . . . . . . . . 27
2.61 The Acronym: "SCARCE" . . . . . . . . . . . . . . . . . . . . . . . . . 31
2.62 Conflict and Factors Affecting "SCARCE" . . . . . . . . . . . . . . . 33

ix
2.63 Personal Opinion About "SCARCE" . . . . . . . . . . . . . . . . . . . 34
CHAPTER THREE: ENUGU .THE STUDY AREA AND ENTRACO . 36

3.10 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3 -20 Geographical Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
3.30 Physical Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
3.40 Historical Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
3.50 Population . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
3.51 Age and sex classification of population . . . . . . . . . . . . . . . . . 44
3.60 Land uses of the City . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
3.70 The Composition of Work-Force . . . . . . . . . . . . . . . . . . . . . . 48
3.80 Housing and Transport . . . . . . . . . . . . . . . . . . . .' . . . . . . . . 51

3.81 Origin and Destination Characteristics . . . . . . . . . . . . . . . . . . . 52
5 .
3.82 Internal Road circulation System . . . . . . . . . . . . . . . . . . . . . . 55
3.90 The History and Growth of Bus Transit Services . . . . . . . . . . . . 58
3.91 The Federal Urban Mass Transit Programme . . . . . . . . . . . . . . 59
3.92 Establishment of FUMTA . . . . . . . . . . . . . . . . . . . . . . . . . . 61
3.93 Achievement of FUMTA . . . . . . . . . . . . . . . . . . . . . . . . . . 62

3.94 ENTRACO Nigeria Limited . . . . . . . . . . . . . . . . . . . . . . . .: 6 3
. .
CHAPTER FOUR: METHODS AND PROCEDURES . . . . . . . . . . . 72

4.10 Sources of Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
4.11 Secondary Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
4.12 Primary Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

X
4.13 Secondary Data from the management of ENTRACO . . . . . . . . . 77
4.20 Sample size and Sample Techniques . . . . . . . . . . . . . . . . . . . . 78
4.30 Statistical Tools used for Analysis . . . . . . . . . . . . . . . . . . . . . 83
4.3 1 Principal Component Analysis (CPA) . . . . . . . . . . . . . . . . . . . 83
4.32 Analysis of Variance (ANOVA) . . . . . . . . . . . . . . . . . . . . . . 84
4.33 Relative Satisfaction Score Indices of Commuters (RSSIC) . . . . . . 85
4.40 Viability Methods of the Study . . . . . . . . . . . . . . . . . . . . . . . 87
4.41 Multiple Linear Regression (MLR) . . . . . . . . . . . . . . . . . . . . 87
CHAPTER FIVE: DATA ANALYSES AND FINDINGS . . . . . . . . . . 90

5.10 Background and Overview of Respondents . . . . . . . . . . . . . . . . 90
5.11 Commuters use of ENTRACO . . . . . . . . . . . . . . . .' . . . . . . . 94
5.12 Improvement and Modernisation of . Mass Transit programme . . . . . 95
5.13
. ;h
Reduction of Hardship Suffered by Commuters . . . . . . . . . . . . . 96
5.20 Analysis of Commuters' Satisfaction Attributes . . . . . . . . . . . . . 97

5.21 Identification of Primary Satisfaction Variables . . . . . . . . . . . . . 98
5.22 Identification of Secondary Satisfaction Variables . . . . . . . . . . . . 99
5.23 The use and Computation of factor Scores . . . . . . . . . . . . . . . 103
5.24 The Groups of the Study . . . . . . . . . . . . . . . . . . . . . . . . . . 104

...
5.25 The Research Hypothesis One . . . . . . . . . . . . . . . . . . . . . . 104
5 -26 The Actual Test of Hypothesis One . . . . . . . . . . . . . . . . . . . 105
5.27 Quality of Service Performance . . . . . . . . . . . . . . . . . . . . . 106
5.28 The Research Hypothesis Two . . . . . . . . . . . . . . . . . . . . . . 109

xi
5.29 Scheduling and Other Factors as they influence the performance
of ENTKACO ..................................................................
112
Viability Performance of ENTRACO....................................... 116
Research Hypothesis Three . . . . . . . . . . . . . . . . . . . . . . . . 119
Administration of ENTRACO . . . . . . . . . . . . . . . . . . . . . . 122
Assignment of Routes . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Management and Maintenance of Buses . . . . . . . . . . . . . . . . . 123
Staff Strength of the Company . . . . . . . . . . . . . . . . . . . . . . 126
The management of ENTRACO . . . . . . . . . . . . . . . . . . . . . 127
Highlight of the Respondents' Observations . . . . . . . . . . . . . . 130
Observation of Time Schedule . . . . . . . . . . . . . . . : . . . . . . 130
5.52 Awareness of ENTRACO Routes and Suggestions for more Routes 132
!. . ;4
5.53 Transport Fare and its Comparison . . . . . . . . . . . . . . . . . . . 133
5.54 Condition and Type of Ruses . . . . . . . . . . . . . . . . . . . . . . . 134
5.55 What one values most in Choice of Transport Mode . . . . . . . . . 137
5.56 What Commuters like and Hate Most about the services of
ENTRACO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
5.57 The Nature of Journey being Embarked upon by each of the
Commuters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
CHAPTER SIX: RECOMMENDATIONS AND CONCLUSION . . . . 142

6.10 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
6.20 Recomnlendation for Qualitative Services . . . . . . . . . . . . . . . 142

xii
6.21 Recommendation for improvement of Availability of Buses at
ENTRACO Depots . . . . . . . . . . . . . . . . . . . . . . . . . 143
6.22 Recommendation for Achievement of High Regularity of Services . 144
6.23 Recommendation for a Better Condition of ENTRACO Buses .. 145
6.24 Recommendation for improving the Frequency of Bus Trips .... 145
6.30 Development of Qualitative Manpower .............. 146
6.40 Maintenance and Replace~nentof Public Property . . . . . . . 148
6.50 Research and Evaluation . . . . . . . . . . . . . . . . . : . . . . . 149
6.60 Adequate Financing ........................... 150
6.70 Conclusion ............................... 152

.h.
REFERENCES ................................ 154
APPENDICES
1A Questionnaire used in Collecting Primary Data . . . . . . . . . 161
B. Information Required from the Administrative Staff of ENTRACO . .169
2. F-Distribution Table . . . . . . . . . . . . . . . . . . . . . . . . . 174
3A . Mathematics of the Principal Component Analysis (PCA) . . 175
3B Factor Scores for Computation of (PCA) . . . . . . . . . . . . 176
3C The Actual Computation of the Principal Component
Analysis (PCA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178

xiii
Mathematics of the Analysis of Variance (ANOVA) . . . . . . 193
The Actual Computation of ANOVA For Hypothesis One . . 196
Mathematics of the Relative Satisfaction Score Indices of
Commuters, Model (RSSIC) . . . . . . . . . . . . . . . . . . . . 200
The Actual Computation and Result of ANOVA for Hypothesis
Two, using Factor One (Scheduling) . . . . . . . . . . . . . . . 204
Two, using Factor Two (Safety). . . . . . . . . . . . . . . . . . . .206
Two,. using factor Three (Comfort and Convenience) . . . . . 208

$ , 'b.
Two, using factor Four (Transport Fare) . . . . . . . . . . . . 210
Mathematics of Multiple Linear Regression (MLR). . . . . . . . . 212
The Actual Computation and Result of Multiple Linear
Regression (MLR) for Hypothesis Three. . . . . . . . . . . . . . . 2 14

xiv
LIST OF TABLES
Table 1 Estimated Projection of Enugu Urban Population . . . . . . . 43

Table 2 Age and Sex Distribution Percentage of various Cohort
Groups in Enugu . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Table 3 Projected Age and Sex Population Distribution in Enugu. 1999 46
Table 4 The Land uses in Enugu . . . . . . . . . . . . . . . . . . . . . . 47
Table 5 Composition of Work-force in Enugu. 1979 . . . . . . . . . . 49

Table 6 Intra-City Bus Services in Enugu (September to
December. 1988) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Table 7 Intra-City Bus Services in Enugu. Onitsha and Awka. 1989 . 66
Table 8 Inter-City Bus Services (From September December. 1988) . 67

Table 9 Increased Inter-City Routes . : . . . . . . . . . . . . . . . . . . . 68
I.,&
Table 10 Selected Commuters' Satisfaction Attributes . . . . . . . . . . . 76
Table 11 Sample size of the Routes . . . . . . . . . . . . . . . . . . . . . 79

Table 12 Survey Distribution of Questionnaire . . . . . . . . . . . . . . . 81
Table 13 Survey Distribution and Success among the Routes . . . . . . 82
Table 14 Age Distribution of the Respondents . . . . . . . . . . . . . . . 90
Table 15 Occupation of the Respondents . . . . . . . . . . . . . . . . . . 92
Table 16 Level of Education Attainment . . . . . . . . . . . . . . . . . . . 93
Table 17 IncomeIWage of Respondents . . . . . . . . . . . . . . . . . . . 93
Table 18 Frequency of Travelling by ENTRACO Buses . . . . . . . . . 95
Table 19 Improvement and Modernisation of Mass Transit Programme 96

xv
Table 20 Reduction of Commuters' Hardship . . . . . . . . . . . . . . . . 97
Table 21 The Four Factors in their Order of Importance through
Varimax Rotation and Factor Loadings . . . . . . . . . . . . . 100
Table 22 Factor Grouping of the Primary satisfacion variables . . . . 102
'Table 23 The Quality of Service Performance . . . . . . . . . . . . . . 107
Table 24 Relative Satisfaction Score Indices of Attributes (RSSIA)
of the Four Factors . . . . . . . . . . . . . . . . . . . . . . . 113
Table 25 Viability Data of ENTRACO . . . . . . . . . . . . . . . . . . 117
Table 26 Indexed Amout of Money of the Viability Data . . . . . . . 118
Table 27 Multiple Linear Regression Data . . . . . . . . . . . . . . . . 120
Table 28 Former EN'TRACO Depots and Routes . . . . . .'. . . . . . 123
Table 29 Staff Strength of EN'I'RACO . . . . . . . . . . . . . . . . . . . 126

..h,
i
a'
Table 30 Reasons for Lone Naiting ~ i m before

e Bus Departure . . . 131
Table 3 1 Suggestions for more Routes . . . . . . . . . . . . . . . . . . . 132
Table 32 Use of other Commercial Vehicles Apart from ENTRACO to
Travel this same Routes . . . . . . . . . . . . . . . . . . . . . . 133
Table 33 Frequent Break down of Buses while Travelling . . . . . . . 134
Table 34 The Type of Buses

. .
Considered Appropriate . . . . . . . . . . 135
Table 35 What One Values most in Choice of Transport Mode . . . . 137

Table 36 How far ENTRACO Satisfies the Attribute one values most 138
Table 37 What One Likes Most about the Services of ENTRACO .. 139
Table 38 What One Hates Most about the Services of ENTRACO . . 140
Table 39 Nature of the Commuters' Trip . . . . . . . . . . . . . . . . . 141

xv i
LIST OF FIGURES
Fig 1 Simple Model of Consumer Behaviour . . . . . . . . . . . . . . 26
Fig 2 Map of Nigeria indicating the 36 States, their Capital and the
Federal Capital Territory (FCT) . . . . . . . . . . . . . . . . . . 37

Fig 3 Administrative Map of Enugu State . . . . . . . . . . . . . . . . 39
Fig 4 Regional Origins Distribution of Vehicles . . . . . . . . . . . . 54
Fig 5 Map of Enugu Showing Existing Major Road Network . . . 56
Fig 6 A Picture Showing the Period of Orderly and Efficient Service . 70
Fig 7 A Picture Showing When Commuters Enjoyed Adequate
and Variety of ENTRACO Buses . . . . . . . . . . . . . . . . . . . . 7 1

\
Fig 8 Pictures Showing Some of the Abandoned Buses of ENTRACO. . 125
Fig 9 -
ENTRACO's Organograrn '. :,. ............ . . . . . 127
!* , k
FiglOa, b, & c. Type of Buses , . . . . . . . . . . . . . . . . . . . . . . . . . 136
CHAPTER ONE
INTRODUCTION
0 BACKGROUND OF THE STUDY
An efficient transportation system is universally recognised as an essential
ingredient for socio-economic development of any country. This has become one of
the major challenges confronting the modern urban centres or regions since the vitality
of an urban area relates directly to the quality of its transportation services (Bruton,
1976). It is in recognition of the importance attached to an efficient mass
transportation system that (Okpala, 1979) asserted that a city is said to be only as big
as its transportation facilities enable the people to go about their business, move and
distribute their goods. Hence, an American national transportation policy study
commission described this as supporting fundamental economic and social activities.
It involves the movement of persons, goods and services to bridge the gaps in time
and space.
Transport is, therefore. pervasive, influencing structure and location and
allowing alternative consumer choices - alternative schools, shopping center and places
for recreation and entestainment. Improvement in efficiency of transportation permits
more participation in community services, better comn~unicationwith others located
anywhere in the world, and more stimulation and enlightenment resulting from travel.
This transportation challenge appears to have its premise in mass transit

2
system. Mass transit systems are receiving increasing emphasis as the preferred mode
of urban transportation. Mass transit is normally referred to as any transportation
system in which a great number of passengers are moved at a time. It equally involves
operations regulated by time-table, fixed routes and stops (Okpala, 1977).
Mass transit systems comprise mainly of the rail system (consisting of
subways, underground railways, metros or rapid transit lines), trainways and of course
bus system. This study focuses on the development of bus system.. It has been
recognised that given our technological development and management problems, bus
services should be given priorities (Okpala, 1977; Umeh, 1988). The bus system is
emphasized because its equipment is relatively the easiest and simplest to procure,
operate and maintain of all other mass transit system. Its capital cost is lowest too and
it needs less investment in its infrastructure. In fact. given the above attributes, one
can conclude "that if bus system can not be implemented successfully and efficiently,
it will be open to question whether we can implement and operate any of the other
systems.
Mass transit has in recent times become a pressing problem among the rising
population of commuters all over the country. According to (Idife, 1996), official
input into improving the position seems like a drop of water in the ocean. A critical
analysis shows that unless the government and transportation agencies address the core
issues involved and tackle them courageously, the on - going sufferings of

3
commuters in the country will continue unabated. In addressing the core issues, it
is therefore becoming increasingly important to determine the factors that underlie
the essentials of an efficient mass transit in the study area. A meaningful result
could best be attained through behavioural responses from the public. Hence,
transit planning requires a high level of input from the public (T.R.B, 1976).
1.20 STATEMENT OF PROBLEM
The need for improved transportation system prior to the establishment of
the federal urban mass transit programme is still apparent. The need to tackle this
problem becomes more glaring when we realize that public owned corporations and
agencies that have attempted to get involved in mass transit activities have become
liquidated a few years after their inception.
It is obvious that non-availability of necessary information or data base affects
the attainment of an efficient mass transit system greatly. Unfortunately, this vital
aspect is grossly neglected in the nation's approach and efforts to improve the mass
transportation system. There is therefore, a need for evaluation of the mass transit
programme and to carry out a research into specific issues of concern that are
essential in controlling the transportation system in the country. These essentials of
an efficient transportation system include speed, adequacy, safety, frequency of
service, regularity, capacity, cheapness, comfort, reliability, etc. The extent of

4
commuters' satisfaction of the above basic attributes affect their choice of a particular
transport company and invariably their patronage.
1.30 GOALS AND OBJECTIVES
GOAL
This research is necessitated by the need to evaluate the performance of the
urban mass transit programmes, for instance in Enugu, towards providing an
efficient mass transportation system. The research will then form a solid data base
for providing an efficient and satisfactory mass transit rather than depending on
contemporary vague and subjective conjectures in programme implementation.

'The aim of this research, therefore, is to evaluate how far the establishment
of the transport cotnpany has helped in achieving the objectives of the Federal urban
mass transit programme.
OBJECTIVES
The following objectives have been formulated to achieve the following goals:
(i) Assess the performance of Enugu State transport company (ENTRACO)
among its routes;
(ii) Determine which of the commuters' satisfaction attributes are more prominent
in affecting the services of the company;
(iii) Determine the general performance level of ENTRACO in addressing the
sufferings of commuters;
(iv) Recommend appropriate and adequate ways of improving the efficiency

5
of the ENTRACO Nigeria Limited and the Federal Urban Mass Transit
Programme in general.
RESEARCH QUESTIONS
In an effort to effectively direct the course of this study in achieving the goal
of this research, the following research questions will be addressed:
What informed the formation of ENTRACO?
How far has ENTRACO contributed in reducing the sufferings of

commuters'?
Is there any significant difference in the performance of ENTRACO among its
routes?
Which factor(s) are more prominent in determining the commuters'
satisfaction'?
What is the general performance level of the transport company'?
Is the company still viable?
STATEMENT OF HYPOTHESES
In order to effectively address the research questions. this study seeks to
validate or nullify the understated hypotheses:
HYPOTHESIS 1
Null Hypothesis (Ho): There is no significant difference in the routes as measured by
the commuters' satisfaction factors.
Alternative Hypothesis(H,): There is a significant difference in the performance of

ENTRACO among its routes.
HYPOTHESIS 2
Null Hypothesis (H,): There is no significant difference in the satisfaction
attributes as measured by each of the factors separately among the ENTRACO routes.
Alternative Hypothesis (H,): There is a significant difference among the satisfaction
attributes.
HYPOTHESIS 3
Null Hypothesis (H,): There is no significant relationship between the declining net
profit of ENTRACO and its total income generation, total operational cost and
number of buses available.
Alternative Hypothesis (H,): There is a significant relationship between the declining
net profit of ENTRACO and its total income generation, total operational cost and
number of buses available.
1.60 SCOPE OF THE STUDY
This study is focused on the evaluation of the urban mass transit programme
with the objectives of the programme as a point of departure. However, the details of
this study are narrowed down to the evaluation of the services of Enugu State
Transport company limited as an agency. The basic essentials of an efficient mass
transportation system (satisfaction attributes) were assessed based on the commuters'
response. The derived variables from the respondents were used in testing the
hypotheses and other subsequent analyses quantitatively. Thus, this study made use
of various statistical tools to quantify the research findings.
It is equally expected that the generalizable area of coverage where the results
of this research could be applicable will include other major urban centres especially
of the Eastern Region of Nigeria.
1.70 LIMITATION OF THE STUDY
An academic research of this nature is definitely bound to be associated with
anticipated and unanticipated limitations. People's level of satisfaction and choice of
transport services are likely to be biased based on their current and previous life
experiences and level of literacy.
Acute dearth of secondary information and cognate empirical research work
in this study area definitely became a limiting factor. Besides, the study is limited to
establishment of the company as an aspect of strategies in addressing objectives of the
nation's urban mass transit programme.
1.80 DEFINITION OF TERMS
"Essentials of an efficient mass transit system" will be interpreted in this study
as the qualities of a satisfactory transportation system.
"Satisfaction" in this study will mean the sum total of the extent to which the
qualities of an efficient mass transit system or attribute(s) have met the commuters'
desires.
"Commuter" will be taken to mean one who travels frequently by bus services
provided by the company between one's work in a town and one's house in the suburb
or country.
"Passenger" means a person who is being conveyed by the bus in the context
of this study.
CHAPTER TWO
LITERATURE REVIEW
2.10 INTRODUCTION
The term "mass transit" has become a common feature in our recent
transportation system. However, the acute dearth of quantitative literature on mass
transit services is a reflection of the poor level of research. This should not be
allowed to continue when we consider the importance of such research toweards
achieving success in iniplemeriting public programmes. In fact, research should be
made a routine exercise to achieve the desired result.
This review tends to highlight the origin and development of mass
transportation, the American and Nigerian experience of urban transportation policy
as a foundation to an efficient urban mass transit programme and establishment of
transport companies, and outstanding studies in various countries. In reviewing the
literature, materials focused on include books. thesis or dissertations, technical
reports, journals, articles, conference or seminar papers. It is important to note that
apart from focusing only on some specific issues of commuters' satisfaction attributes,
21 reasonable attention will be given to other areas closely related to the study. This
is because a good understanting of the background of a problem is an essential
prerequisite for it solution.

10
2.20 THE ORIGIN AND DEVELOPMENT OF URBAN MASS
TRANSPORTATION: THE AGE OF THE OMNIBUS AND OTHERS
As long as urban areas remained small in scope, residents could move from
place to place on foot and goods could be carried or moved with relative ease.
However, with increased city size, getting about on foot became a different
proposition, greatly limiting the size of internal markets for goods and services, and
making difficult the process of gathering a labour force from throughout the whole
of the community. If a city grows large enough, limitations on the means of internal
circulation of people, as well as goods. can have a decided dampening effect on urban
growth and development. On the other hand, given good external and internal
transportation, growth is affected not only by transportation, but by other economic,
social, cultural, and geographic factors. Furthermore, the means of internal
transportation can have an impact on shaping the growth of an urban area over time,
Smerk George M. (1976).
The idea of providing a land-based public conveyance for passengers within
an urban area can be dated back at least 300 years (Ibid). In 1662, the eminent French
mathematician Pascal began to operate a horse-drawn omnibus line in Paris. In the
early period of its operation, the omnibus operated free of charge. Pascal's brainchild
became popular and it was quite the range for people of quality, as well as others of
less elegant status, to utilize the new means of urban transportation. When a fare was
11
finally introduced, after a time of free operation, the public rebelled and patronage
declined so sharply that Pascal was forced to quite the omnibus business.
As the industrial revolution came both with the rapid growth of cities and the
separation of home and work place, the workers no longer possessed the tools of a
trade that he applied at home, he worked at a machine in a factory, both of which
belonged to someone else. The need to travel regularly between home and factory
made the now familiar peak hour trip a conimon feature of urban life. As the leader
in industrialization, by the early 1800s London was awash with a tidal wave of
humanity at the beginning and end of each working day as tens of thousands of
working people, from the highest position to the lowest, crowded the street, walking
back and forth to work. This necessitated the introduction of mass transportation.
Mass transportation was finally introduced to British Capital in 1829. This was
when an enterprising coach builder call George Shillibeer introduced the first modern
omnibus. The vehicle was designed for the regular pickup and drop-off of passengers
and was operated by Shillibeer along a regular route from Paddington Green to the
Bank. Although Shillibeer's Company did not stay in business very long, the idea of
the omnibus caught on; soon these vehicles crowded the streets of the great cities of
the world, beginning with London and gaining popularity in Paris, New York, and
elsewhere during the 1830s.
The Omnibus was a high-wheeled wagon like vehicle, with the entrance at the
12
rear. Seats inside, for perhaps as many as 18 to 20 passengers, were arranged
longitudinally along the walls so that the passengers sat facing one another. The rear
entrance. with a step down to the ground level, made it possible to enter and exit with
relative ease compared to a stage coach.
There came the mass transportation age which included the ferries, commuter
railroads, inter-urban, and rapid transit. These were equally improved upon and led
to the mass transportation in the highway age: the motor bus and trolleybus in the
1920s. The motorbus and trolleybus were the major transit innovations of the
midtwentieth-century move away from the street railway. The motorbus was an
obvious offshoot of the development of the automobile and the truck. The first regular
use of the buses by an existing transit firm took place in New York in 1905 when the
Fifth Avenue Coach Company replaced some of its Omnibuses with imported motor
buses. Over the years, bus design and reliability improved greatly and by the late
1930s all the elements of the modern motorbus, with the exception of air conditioning
and air suspension systems, were brought together in a single vehicle. By 1939, the
tnotorbus that was to become typical was powered by a large, powerful diesel engine
mounted at the rear and driving the vehicle through an automatic transmission. Buses
by that time were produced up to a length of 12m (40ft) with a capacity of more than
50 seated passengers. Some gasoline-powered-and, later, propane-powered buses-
continued to be produced into the 1950, but the diesel soon became the standard.
13
An insight into the future of mass transit by Smerk (Ibid) a professor of
transportation, Indian University ended with a cheerful note. He concluded "that all
over the world, increased attention is being directed to upgrading and improving mass
transportation". And that "--- mass transit will once again become a potent force for
shaping cities as well as serving them".
2.30 AMERICAN EXPERIENCE OF URBAN TRANSPORTATION
POLICY
The proposal of President Kennedy for assistance to urban mass transportation
became reality in 1964 when President Johnson signed the urban mass Transportation
Act (Pegrum, 1973). The Doyle Report on National Transportation policy made an
extensive examination of the urban transportation situation but confined itself to the
matter of commuter services as the most pressing issue. It focused more on the
problem of conlmuter services provided by railroads, particularly in New York,
Chicago, Philadelphia, and Boston, at some considerable length. It concluded that:
(i) rail transportation services have seldom recovered the cost of the services, and
the deficits have been made up from freight profits, a situation which cannot
long continue;
(ii) the continuing loser from the suburban service have forced the rail roads to
discontinue many trains, in conflict with the needs of commuters of efficient
transportation;
14
(iii) enough alternative commuter transportation exists to reduce the proceeds
from fare increases because of the number of riders lost with each increase;
(iv) suburban rail service is primarily a local metropolitan area problem, and the
major efforts to continue the service must be local efforts.
However, the Federal involvement through credit, rate and services regulation,
taxes, and the federal aid highway program is so important that the Federal
Government must join in helping to resolve the difficulties. The report, therefore,
stated that the most important forces affecting the services were external to the
railroad and largely beyond the control of the management.
'The facts of' this study are enough to conclude that the problem of railway is
not peculiar to Nigeria. No wonder why it becomes pertinent to examine and explore
the opportunities available in bus transit services.
Apart from recommendations on rail system, the report proceeded to examine
the 20th century urban revolution in terms of the effects of the automobile on
residential patterns of the metropolitan area, and their impact on mass rapid transit.
Unfortunately, it confined its attention almost exclusively to this phase of metropolitan
transportation. It appraised the rapid growth of passenger traffic by automobile with
rather serious misgivings and expressed the opinion that the capacity which needs to
be added to the urban transportation systems to raise standards of service and to
reduce transportation cost could best be provided "by giving commuters free mass
15
transportation which would cost less than provicling the additional highway and
parking facilities needed for their autos" The feasibility and viability of this idea
remain questionable especially in a det. i( ?i g nation like Nigeria given the current
economic situation.
At the same time, however, the report emphasised that "planners and
administrators are going to have to rationalize the financing of urban transportation
and more in the direction of making the entire operation self-sustaining". These are
contradicting positions and nc, attempt was made to reconcile them.
2.40 THE NIGERIAN EXPERIENCE OF URBAN TRANSPORTATION
POLICY
It is unf~rtun:~.(e
that Nigerians have always proffered solutions without policy.
Today. there is no existing transportation policy for the country. Urban transportation
planning and p l i c y have been carried out on project-to-project basis and what is
normally called transportation system simply evolved from the unsystematic
accu~nr~,lation
of public projects and policies.
The only handy material on transportation policy is a mere "statement of policy
OD transport", sessional paper No.1 of 1965. As old as this statement is, no real
policy has developed through this effort.
The purpose of the white paper is to briefly set out government policy on how
16
transport needs of the country should be met with minimum expenditure of economic
resources. With the tremendous denlands upon its relatively limited resources of
capital and of foreign exchange, Nigeria must avoid excessive investment in transport,
whether in duplicating facilities or in excess capacity. Besides, in making its
investments in transport, Nigeria must watch the alternative uses of resources in
transport and non-transport activities such as education, hospitals and defence, in the
various forms of transport (roads, railway, airways and inland, coastal, and overseas
shipping), and internal co~nmunicationsrelative overland connections with nearby
Republics. It also emphasized the following towards improving the transport
situation:
Nigeria must also ensure that her transport services are

fast, dependable and up-to-date as well as economical.
These objectives can be reached only if each agency of
transport operates in the most efficient way and if all
are co-ordinated with each other in the most effective
manner.
This precise emphasis is a welcome idea and direct to the topic of this study.
However, it is surprising that the available paper work is far from what is obtainable
in our contemporary transportation system.
2.50 URBAN MASS TRANSIT
The much written about urban mass transit have a lot of inadequacies. The
17
major inadequacies of such available information lies on the quantification and
substance of empirical study.
In considering the necessity for mass transit priorities, Okpala (1977) stated
that "if the mass transit level of service (frequency and reliability, good speed and
safety. and a fair degree of comfort and convenience) is improved sufficiently enough
and the car user is taxed heavily enough, many car users will abandon their car at
home and use the urban mass transit mode for transportation". This is a statement of
fact but then. the satisfactory level of the service and the recommendable taxation for
the cars were not hypothetically put to test.
In a similar study, Umeh (1988) addressed need for bus service priorities. He
discussed elaborately on the service priorities. However, due to the fact that the paper
was prepared at the introductory stage of the mass transit programme in Nigeria, it
was short of quantitative background.
According to Ogbazi (1992), mass transit is an alternative and a supplement
to private automobile transport. It is a system in which a greater number of people are
moved at a time along principal corridors. She considered mass transit as the major
policy thrust of the then Military Government to alleviate the sufferings of commuters
due to gross inadequacy of existing transport facilities to meet current demands. This
inadequacy is not in doubt. However, probably because of the broad scope and nature
of the topic being addressed, it was not possible to present facts in figures.
Inter and Intra urban bus transit services in Nigeria was critically evaluated
18
by Mba (1992). He attempted a comprehensive study of the major problems inherent
in the provision of bus transit service by both private and public sectors in Nigeria.
He then suggested useful ways to policy makers in current efforts towards providing
effective and efficient public mass transit facilities in the urban and even rural areas
in Nigeria. Although this study was equally of verbal presentation of facts of
knowledge, the tabulated information on trends of urban mass transit services in
Nigeria represents a rare quality work.
Idife (1996) in his opinion on strategies for effective mass transit perceived the
problems so seriously that he considered the present approach by the government to
tackle them as a drop of water in an ocean. He called for caution on the federal
government's plan to involve the private sector actively in road maintenance. He felt
that roads are public assets owned, controlled and supervised by the government. It
will. therefore, be inadvisable to impose on the private entrepreneurship a
responsibility which rightly belongs to the government. This may lead private
operators to curtail their services and drastically increase their fares. Invariably, the
commuters will resent road taxes which are considered out of proportion or fares
which erode a large percentage of their resources. This and other management
problems have contributed to the poor performance of a number of transport
companies.
A study by Ubadiniru (1988) addressed the issues of urban mass transit in
Nigeria with bus service priorities as an alternative solution to the problem. He

19
recognised the importance of other modes of transportation but concluded that bus
priorities is the most practicable due to the relative low level of our economic and
technological development. This is an interesting topic to handle. Unfortunately, he
failed to prove his study with any known statistical tool.
Ani (1996) in his study attempted a research on the impact of government
assisted urban mass transit programme in Enugu State. However, his approach of
hypotheses testing was too elementary. He applied simple Chi-square (X2) method.
From the data analysed and hypotheses tested, he was able to conclude that the
contribution of ENTRACO in the economic development of Enugu State is not
commendable, and that ENTRACO has an effective and efficient management and
makes enough profit for its own sustenance. Besides, it was revealed that commuters
enjoy low fares of the company most, and that the "company has a not-too-good
relationship with the public. The study also expressed that company has not been able
to live up to the expectation of the people and that bad roads are affecting the scope
of the company's operations and the life-span of its vehicles.
Based on the foregoing findings, the researcher recommended that more buses
should be provided to the company by the powers that be, that its entire staff would
be properly trained and oriented, that reconstruction and construction of roads be
affected, that worker at the depots should be time conscious, and that the company
should be carrying out market research frequently.
Borno State mass transit company, Borno Express has shown that there is
20
much undiscovered about public mass transit companies. The company realised N60
million revenue from its services between April 1994 and October, 1995. According
to the general manager, Abba Yusuf, the company with about 40 vehicles in its fleet
and with effective and efficient maintenance, it was able to generate a daily revenue
of Fd 130,000.
There is no doubt that real marketing is necessary to shape transit services to
play an acceptable role for more people in urban areas and thus enlarge patronage
(Smerk, 1974). In doing this, transit planning requires a high level of input from the
public (Ibid, 1974). This calls for behavioural response which is a method of
validating public attitude (T.R.B., 1976). The Orange Country Transit District applied
this and had considerable success between 1972 and 1974 in effecting a large increase
in transit use in part, the success was attributed to the development of transit services
that was responsive to the consumers' desire. Indeed, creative system design lies in
the satisfaction of mankind's needs according to Drew (1968). Like Patrick Geddes
who theorised that physical planning could not improve urban living conditions unless
it were integrated with social and economic planning in the context of environmental
concern, urban mass transit programme cannot be considered successful unless the
concerned company's performance is able to meet the satisfaction attributes being
demanded by the commuters,
In pursuit of a comprehensive mass transit network, this must attain a large
scale regional converge. It must also involve a variety of bus types and also cover the
21
three major hierarchy of roads in a city. These include the inter state routes, the inter-
urban routes, and properly planned intra-urban bus routes. When these are properly
addressed. the performance will not only satisfy the viability of the company but also
improve the socio-economic concern of the commuters and indeed of the region.
These improve the environmental condition of the urban centres especially in traffic
congestion, over-crowding and wider choice of settlement by conquering long journey
to work, school and business as a barrier. This is a case of going to the root and
applying the satisfaction attributes to appropriate model for the purpose of attaining
a sustainable urban inass transit system.
According to Manheim (1979), far-reaching changes have occurred in urban
mansportation process and that such a new model of planning which emerged appeared
to have not been fully recognised or understood by even transportation professionals.
This new model of planning process is called a Model of Realistic Planning. It
originated from the "rational modei" and emerged since 1968 from substantial
research effort of Marvin L. Manheim and others in Transportation and Community
Values Project, Centre for Transportation Studies, Massachusetts Institute of
Technology. The inclusion of Section 134 in the 1962 Federal-Aid Highway Act of
the United States of America which required "a continuing comprehensive
transportation planning process carried on cooperatively by states and Local
Communities--" in all urban areas of greater than 50,000 population is an important
step in connection with the origin of the model. The resulting "3C" process for
22
"Continuing, " "Comprehensive, " and "Cooperative" created transportation planning
process which had an image consonant with that which arises out of a rational or
"synoptic" conception of decision making. This new model of planning process has
"six major features" which he explained as follows:
Programmatic-Multi Year Program Plan: The product of the planning is a
multi year program plan (MYPP), consisting of a program of actions staged over a
lnulti year period. from 1 to 25 (more or less) year. The first year of the plan is
firm and detailed. It is the set of specific implementable actions which will be taken
in the next year. That means the inclusion of an action in the first year of the MYPP
represents a decision to implement that project in the next year. Each succeeding year
of the plan is less firm and less detailed. The actions in the first few years (up to 3
or 5 ) of the MYPP constitute the "short range plan" those in the 6 to 15 year period
the "midrange plan". and those in the 16 to 25 year period the "long -range plan".
The MYPP Contains all significant transport actions proposed for the region: all
modes, and all types of transportation and related options - changes in facilities, in
vehicle fleets, in operating policies (routes, schedules, fares, classes of services,
restraints and other disincentive policies, etc,) and in organisations and institutions as
well as in transportation related actions.
Professionally Responsible: It is now coming to be widely accepted that there
is no rational, objective technical procedure for deciding what course of action is the
"best" for a complex society such as a metropolitan areas or a region. The society is
23
composed of many different groups with each group having different values, needs,
and objectives. They do not agree on the "values of society" at least not at the detailed
operational level required in choosing among alternative transport project programs,
and even the strategies to satisfy their needs. Thus. the satisfaction findings of this
research are essential guide for satisfying the needs of the commuters.
Performance Oriented: The periodic nature of the process makes it possible for
specific attention to be given to monitoring the performance of the planning process
in terms of results actually achieved:
- . Specific goals can be established about objectives to be achieved in the next
few years, for example, 2 percent increase in transit modal split or a fare
reduction of 50 percent for special group(s).
1.5 - Procedures that are specific can be implemented to monitor the 'actual
,.
, .
changes that occur in the transportation system and other urban activities
&b - like travel time, transit schedule adherence, etc.
-,--
--- ,
- .
L
Action that are implemented as a result of he MYPPs can be monitored,
IJsing the data from monitoring activities, the observed changes can be
analyzed, relative to earlier predictions and statements of objectives to evaluate
the effectiveness of implemented actions and revise programmed future
' actions.
Periodic: The MYPP is reviewed annually and revised in an explicit decision
process in this process, program is implementing actions in the first year of the
24
preceding year's MYPP is revised. This review is to comfirm its validity and
consistency with current transportation and land use conditions.
Planning - Informed Programming: In the periodic decision process, some of
the actions in the second year of the preceding year's MYPP may be advanced into
the first year of the new year MYPP, reflecting decisions to implement those actions.
Others may, however, be discarded altogether.
Participatory Yet Decisive: The regulation reflects very clearly the shared
power among the several transportation agencies and utilization of public opinions.
However, the regulations do not spelt out what process working arrangements are to
be as this must be determined by the unique structure and interest of the concerned
urb'an area.
A similar approach to the process explained above was put forward based on
Lancaster's proposal. According to Witson (1974) in explaining this idea, it was
senerally agreed that a suitable frame-work for behavioural modeling was provided
by the utility-maximizing theory of consumers' behaviour. The simplest response is
then to argue that each member of the population was a more-or-less identical utility
function. and then to derive a model based on this. The task of using a variety of
utility functions as well as a large number of independent variables (in the transport
case) has been made both easier and more interesting by the new formulation of
25
consumers' demand theory by Lacasters in 1965. This has led to a number of
approaches to transport modeling, many of which are described in the book edited by
Quandt (1970). Put simply, the essence of Lancasters' approach is that demand should
be a function of attributes and characteristics of the good (in this case the services of
the transport company) rather than the goods themselves.
The foregoing has shown that Protagoras (undated) was right when he
expressed that "man is the measure of all things". This idea was given a further
dimension when Drew (Ibid) stated that man has unique characteristics which must be
studied if the safe and efficient nlovement of vehicular traffic must be achieved.
Hence, Smerk (1979) stated that "regardless of the form of ownership, the key to
effective goal setting in transit today has to be consumer orientation". Continuing,
he expressed the idea that "it may not appear, at first blush, that consumers act
rationally. However, there is both motivation logic behind consumers' actions no
matter how erratic it may appear to the outside observer". This idea is illustrated in
a simple model of consumer behaviour as shown in figure 1. The researcher has every
cause to agree with Anatole France (undated) and emphasise strongly that slowly
but surely humanity achieves what its wise men have dreamed. Hence, it is
26
worthy of note that this achievement lies in realisation of the idea expressed by
Arnistrong (1989) when he stated that economic and operating efficiency of bus
undertakings is dependent upon a multiplicity of factors. And that bus operators and
policy makers must attain a flexible approach if they wish their services to remain
viable in the face of competition and external constraints.
6. FEEDBACK
- -
I
4. ALTERNATIVE
ACTIONS POSSIBLE 5. ACTION
Figure 1: Simple Model of Consumer Behaviour
Source: Originated from George M. Smerk

2.60 NOTABLE MASS TRANSIT USERS' ATTITUDE STUDLES
A number of studies have been made to identify and rank the factors which the
public considers important in using conventional fixed-route transit. A few of these
will be cited to illustrate the nature and broad coverage of study types and the result
obtained as follows:
INTERPLAN study, one of the more recent, identifies six general attribute
categories relative to mobility choice decision (Roman Krzyczkowski and others,
1973) as accessiblity , efficiency. reliability, comfort, safety, and cost. However, this
study made no attempt to rank these factors. A system to measure the effectiveness
of the transportation services of local government was developed for the U.S.
Department of Housing and Urban Development (HUD) by the urban institute
(Richard E.Winnie and Harry P. Hatry). The system uses the quality of transportation
as seen by the citizen- consumer, and cities the major objectives of a local
transportation system: "ease of access to the places people want to go, convenience,
travel time (reasonable speed) comfort, safety, economy, maintenance of a habitable
environment, and satisfaction among citizens with the overall adequacy of the
system".
. Attitudinal Research by a University of Maryland team, one of the most
comprehensive early studies conducted over a 3-year period. It included pilot studies
in Baltimore and Philadelphia (Allan N . Nash and Stanley, J. Hille, 1968). These
studies ranked variables in order of importance for both work and non-work trips and
28
found that the differences in relative importance were slight except for the travel-time
factor. They concluded that the following list of factors (in order of importance)
suggests the basic attributes of a generalised, ideal transit system:
Reliability of destination achievement (including elements of safety and
confidence in the vehicle).
Convenience and comfort
Travel time (but with large trip-purpose differences)
Cost
State of vehicle (with cleanliness overshadowing newness)
Self-esteem and autonomy (with emphasis on independence rather than pride)
Traffic and congestion (both in and out of the vehicle)
Diversions (including nature of travel companions, availability of radio, and
scenery).
Commuter Attitude study by F.J. Steptenson (1973): In this study, he carried
out research on the commuter attitudes of graduate students at the University of
Minnesota and came up with the following listing of the 10 top factors favouring the
auto:
. Reliability
Able to leave when you desire
Shortest door-to-door time
Able to stop when you wish

Weather protection
Adequate space to carry items
Transfer not needed
Independence
Clean vehicle
Able to travel at own speed.
A more recent study by Lovelock (1973) agrees substantially with the earlier
findings and recommends three basic strategies operators could use to stimulate
patronage: change physical attributes of vehicles and stations for comfort and safety,
change operational characteristics for better service, and use persuasive
communication to change non user attitudes and preferences.
A comprehensive study which yielded outstanding result in mass transit
operation was carried out for the Orange Country Transit District in California.
The study focused on identification and assessment of the relative importance of the
attributes of transit as conceived by the consumer and determination of the extent to
which consumers consider that existing modes satisfy their needs (TRB, 1976) and
Blankenship and Tardiff (1976). This study provides a good example of how results
can be used for policy guidance and management decisions. Thus, it revealed that in
the country, more effort is needed to market transit - an interested but largely
uninformed public was identified.

30
This study also disclosed that attitudes concerning other transportation services
are evidently not basically different from those focused on fixed-route transit. As part
of a program to increase auto occupancy through formulation of car pools, insight
into the reasons for basic modal choice decision was researched so that proposed
actions could address the identified reasons behind transportation mode choice. Each
person in the survey was asked to rate attribute of work travel as to importance in the
mode selection for work trip. A total of 11 factors were included. The four receiving
highest importance were reliability, safety from accidents, convenience, and safely
from crime, costs were not specifically identified as an attribute.
Battelle, Columbus Laboratories, in 1972 Report for the Urban Mass
Transportation Administration (UMTA), noted that there is no consenSus on what is
important arises mostly from differing definitions of the attributes themselves (Leis,
R.D.. Cheaney E.S., and Simon, N. JR, 1972). Battelle further noted that all
researchers, tend to include travel t h e , travel costs, comfort, convenience, and
safety.
A more recent review by Wachs, Martin (1976) of various studies indicate that
the relevant factors influencing modal choice are travel time, reliability, convenience,
comfort, safety, cost, and amenities.
The results of these various studies are far from being identical, or even
similar in some cases. That, however, does not detract from their value. According
31
to Gray, E. George (1979) attitudinal surveys similar to these are finding increasing
popularity and proving to be valuable in helping to determine the type of service that
should be considered in a particular area. They are also frequently used in planning
studies in ranking proposed alternatives for new systems.
2.61 THE ACRONYM: "SCARCE"
Analysis of the various surveys and reading in attitudes concerning public
transportation according to Gray (1979), suggests grouping the factors influencing use
of transit into the acronym "SCARCE" - Unfortunately, he observed this as a most
appropriate description of their present availability in some transit operations.
"SCARCE" stands for the following:
Safety
- Comfort
Accessibility
Reliability
Cost Comparative
Efficiency
These attributes cover all the major items listed in the cited studies as well as
many others not referenced. It is important to note that there is no rating of
importance implied in the acronym. It is obvious from a review of the numerous
studies that this is not practical. People just are not consistent enough. They have
32
different needs for different trips at different times in their life cycles. Besides, there
is lack of uniformity in the terminology used in the various studies or surveys.
There is need for the explanation of the elements constituting these various
attributes by Gray (Ibid) as follows:
Safety (on vehicle and at stops) includes not only safety from accidents but
also passenger safety from theft and physical violence, as well as vehicle safety from
vandalism.
Comfort: This embraces the physical comfort of the passenger within the
vehicles and at stops (ride quality, adequate environmental controls, effectual seating,
handholds, sufficient entrances and exists with easy fare collection, package
accommodations); the aesthetic qualities of the system (clean and pleasing designed
vehicles, attractive stops, terminals , guide ways, and other facilities); environmental
protection of the community (noise and exhaust emissions), facilities for the
handicapped; and pleasant, helpful operators.
Accessibility implies adequacy of route distribution over the area served,
vehicle capacity, service frequency and operating time span, identification of stops and
vehicles, and distribution of inforniation on fares, schedules, etc, as well as ease of
fare paying and well planned stops and terminals.
Reliability: This depends on how breakdown rate with special services
provided when break downs d o occur, adherence to schedules with adequate

information about any service changes, and guaranteed availability of transfer.
Cost Comparative means reasonable, guaranteed fares, with minimum zone
fares (if any), and easy transfer mechanisms and possibly cost reductions for passes
(weekly, daily, etc) and special groups (students, children, senior citizens, etc).
Efficiency: This includes high average speeds with minimum dwell times and
the absence of traffic delays , sufficient stops for minimum walking (but not too many
$0 as to increase travel time). coordinated schedules and transfer points with minimum
P
user discomfort, direct routing, and express and special event service when warranted.
Efficiency also requires an easily maintained system with adequate maintenance
tacilities, an efficient management systcm, and minimal staff necessary to sustain
efficient service.
2.62 CONFLICT AND FACTORS AFFECTING THE "SCARCE"
It should be recognised that the outlook towaids transits of the three most
involved groups (the user, the provider, and the community) towards these factors
varies. In some of these identified attributes, there is obvious conflict between the
goals of the various groups. For instance, the user and the provider have difficulty
agreeing on the amount of service to satisfy certain elements of accessibility, such as
adequacy of route distribution, vehicle capacity, and service frequency and time span.
The disparity of' interests is an example of why conventional transit often cannot
compete favourably in an open market with the auto-and also indicates why private
34
conventional transit system are rapidly disappearing from the scene. In order to attract
the choice rider, which is the main market for increased ridership, cost effective
service levels cannot be the sole determining criterion for establishing routings,
headway, etc.
In considering the factors affecting the "SCARCE" attributes, Krzyczkowski
(Ibid) of INTERPALN Corporation, on their study of "Integration of Transit
systems", identified seven factors as being the major causes of the deficiencies in
public transit. These factors are follows:
Finance
- , Transportation Policies
- Local Political factors
Technology
Labour
Management
- Lack of integration and coordination.
2.63 PERSONAL OPINION ABOUT "SCARCE"
Although the grouping appears reasonable, the idea of compressing the
attributes into only six in number could be dangerous and confusing especially at the
data collection level. In fact, it will be difficult for a lay man to understand what
efficiency entails as explained in the "SCARCE". The researcher is of the opinion that
35
efficiency should be split to form speedltiming and regularity. In the same manner,
accessibility should be split to form adequacy and frequency. Besides, capacity should
be included in the attribute. O n the other hand, the researcher agrees with the other
researchers that there is no justification for a generalised ordering of the attributes.
This is because their relative importance depends on the groups involved and the
circumstances surrounding them.

CHAPTER THREE
ENUGU - THE STUDY AREA AND ENTRACO
3.10 INTRODUCTION
The Enugu State transport company (ENTRACO) Limited has its head office
and main depot in Enugu. In fact, its head office is located along Abakaliki Road,
Eniene-Enugu while its main depot is almost opposite the office of Radio Nigeria
National Station. Enugu. Therefore, it is expedient that existing condition of the city
of Enugu and ENTRACO are highlighted.
Enugu, the capital of Enugu State has always been a regional capital. It was
not only the capital of the former Eastern Region of Nigeria, but also that of the
defunct Republic of Biafra, former East Central State, and former Anambra State
1
respectively. See the Map of Nigeria in figure 2: Showing Enugu and other States.
3.20 GEOGRAPHICAL LOCATION
Enugu lies about 112 Kilometers east of the Niger and is surrounded in the
Northern end by a number of undulating hills collectively known as the Udi-hills.
The City lies approximately between longitude 07" ~ G / Eand 07" 3 7 ' ~ and between
Latitude 26" 2 1/N and 06" 3 d N (Iloeje. 1981).

It has Nsukka at the far North, Nkanu and Awgu at the far South, Abakaliki at the far
East, and Udi 19th Mile Corner at the North - Western end. Thus, Enugu is located
at Udi escarpment. For clarity, the city-Enugu is shown in figure 3 with other areas
forming the administrative Map of Enugu State.
3.30 PHYSICAL FEATURES
Enugu covers an areas of about 79.2 square Kilometers. This has rural
environment covering an additional area of about 200 square Kilometers. The site lies
roughly 254.5 metres above sea level. The surface is punctuated with hills, hillocks,
ravines and rivulets. thus resulting to Asata, Ekulu. and Aria rivers.
The soil characteristically consists of hydroinorphic soil which is mineral soil
whose morphology is influenced by seasonal water-logging caused by underlying
impervious shales. The vegetation is that of tropical rain forest. However, the
vegetation has its concentration at the periphery, thereby keeping the inner city free
of green woods.
The weather conditions in Enugu are dictated by the Climate which consists
of two seasons. The dry season and the rainy season. The dry season is a period of
intense sunshine. The dry season is relatively dry, less humid and dusty. The season
begins in November and extends to March. But between December and February,
there is harmattan when there is intense cold. The atmosphere is often misty.
SOURCE: ENUGU STATE DIARY, 1999.
40
Malaria, cough, catarrh and head-ache are regular ailments at this period. The rainy
season falls between May and October with the heaviest rain in July and August.
During this season, the weather is cold and people complain of catarrh and fever. But
this is the time when the entire city is neatest because the town's topography makes
it easy for the rains to wash dirt down to the gutters and streams. The average annual
rainfall and temperature are 65.53 inches and 75 . O F respectively. It also has an annual
relative humidity of 75 percent.
3.40 HISTORICAL BACKGROUND
Enugu is anglicanised form of the word, Enugwu which in English means "hill
top". Many people consider the word Enugu as the name of the town as a misnomer
because the town is not located on the Udi hill but at its foot. This is 'true, going by
the physical location of Enugu. But it is also true that the town derives its name from
a village called Enugwu -Ngwo. It was at Enugwu -Ngwo that a geological
exploration team lead by a mining Engineer, Mr, Kitson, discovered coal.
The modern city of Enugu, therefore, dates backs to the discovery of coal in
1909 (ANSG-Undated). Hence, the town is equally called the Coal City. The
discovery of coal in 1909 by Mr. Kitson and his group led to the arrival of Engineer
W.J. Leck in 1914 with a group of labourers from Onitsha (Ibid). The labourers were
headed by a man called Alfred Inoma. While the white assistants settled in temporary
mud houses in a hitherto unoccupied area of Enugwu-Ngwo, the present Hill top site,
41
the indigenous labourers settled at the side of the hill. This settlement later became
known as Alfred Camp, named after Alfred Inoma, the head of the labourers. This
settlement still exists today and is popularly called "Ugwu Alfred".
Coal mining was commenced in 1915 at Udi Siding which is another
settlement at the foot of the Udi hills. When Sir Frederick Lugard, the then governor
of Nigeria visited the Coal mine in 1915, he decided "the general Layout of the
settlement growing up around the mine". A settlement was, therefore, found for the
whites at the foot of the hill, surveyed in 1916 and called European Quarters which
today is known as The "G.R.AW. that is Government Residential Area. Another
settlement was also established for the indigenous workers. This settlement formed the
mucleus of the present day Ogbete, popularly called "Coal Camp".
In 1917, Enugu attained township status with the name, Enugu -Ngwo.
However, in 1928 Ngwo was dropped and the township became known as Enugu
because expansion was moving rapidly downhill outside Enugwu-Ngwo to other areas
owned by other indigenous communities.
It was in 1916 that the first Coal train left Enugu for Port Harcourt. Then, in
1928 also a new railway line from Enugu to Northern Nigeria was opened. Coal
mining and the railway have ever since these periods played important role in the total
growth and development of the town.

3.50 POPULATION
The population of this city, like other urban centres in Nigeria, experiences
-qrowth based strongly on both natural increase and net migration. As far back as the
period of creation of three regions in the country when Enugu was made the
headquarter of Eastern Nigeria, it has been experiencing fairly rapid population
urowth. The population of its urban area was 138,457 in 1963. This increased to
3
350,000 in 1978 and was equally estimated to be 659, 976 in 1991. All these were
hased on 1963 population census. The entire population of Enugu urban from 1980
to 1991 has also been estimated and even projected to the year 2,000. These
population figures are shown sequentially in table 1. The population growth rate used
in the estimation was 5 per cent. It is relevant at this stage that simple exponential
population growth model is stated, viz:
P(n) = P(t) (1 + r)"
Where P (n) = Forecasted population
P (t) = Current Population
r = Rate of growth in percentage
n = Difference in number of year forecasted.

TABLE 1: ESTIMATED PROJECTION OF ENUGU URBAN POPULATION
Source: Concept Ecodesign International, Master plan for Enugu, 1979.

3.51 AGE AND SEX CLASSIFICATION OF POPULATION
The age and sex distribution of population is important in showing its growth
or changes. However, the details of the 1991 population census was only able to show
that out of 465,000 persons in the city, we have 234,000 males and 23 1,000 females.
'These result to 50.3 percent and 49.7 percent for male and female respectively.
A careful study of the 1963 census result, the official 1979 statistical
projection and the 1979 Concept Ecodesign International all in relation to the 1991
provisional census results were used to derive the percentage estimates of the cohort
grown in table2. Although the general population favours the males, it is worthy of
note that the situation is different for cohort (0-14 & 20-24). The high concentration
of the population within the lower cohort especially (0-19) is a sign of strong
,
potential population growth. The serious decline in the population of the dependents
particularly from 70 years and above is normal. It is common with our Igbo populace
for people to retire to their villages at old age.

TABLE 2: AGE AND SEX DISTRIBUTION PERCENTAGE OF VARIOUS
COHORT GROUPS IN ENUGU

-
MALE FEMALE TOTAL POP
COHORT
0-4 49.0 51.0 13.4
5-9 49.2 50.8 14.6
10-14 48.7 5 1.3 15.0
15-19 50.4 I 49.6 11.8
20-24 48.7 51.3 9.4
25-29 50.0 50.0 8.5
30-34 50.5 49.5 7.6
I
35-39 51.0 49.0 6.0
40-44 57 .O 43 - 0 4.0
45-49 57.0 43.0 3.6
50-54 55.0 45.0 1.9
55-59 55 .O -,45.0 1.3
60-64 55.0 45.0 1.1
65-69 56.0 44.0 1.O
70-74 59.1 40.9 0.4
75-79 62.8 37.2 0.3
80 & Above 65.0 35 .O 0.1
TOTAL 50.3 49.7 100
Source: Estimated from 1963 census. offic~al 1979 statistical projections, and'
Concept Ecodesign International of 1979.
It is based on the percentage estimate in the earlier table that the actual age and
sex population was calculated. This calculation is shown in table 3 for 1999.
46
TABLE 3: PROJECTED AGE AND SEX POPULATION DISTRIBUTION IN
ENUGU, 1999.
1 COHORT 1 MALE I FEMALE I TOTAL
1 80 & Above I 636 I 342 I 978

GRAND 49 1,694 485,829 977,523
, TOTAL
Source: Author projection based on percentage
3.60 LAND USES OF THE CITY
Available data from past studies reveal that the highest single land use in
Enugu is residential land use. In table 4. it is shown that this accounts for about 74.9
percent of the entire land use.
The next important land use is commercial or combination of residential and
commercial. While the combination uses 15.6 percent, commercial uses an addition
5.9, percent alone. It is interesting to note that industrial land use is the lowest with
only 0.6 percent. This confirms that Enugu is not a major industrial town but an
administrative urbar~centre.
TABLE 4: THE LAND USES IN ENUGU
LAND USE I PERCENTAGE
Residential 1 74.9
- -
Commercial 5.9
ResidentiallCommercial 15.6
Industrial 0.6
1 Public I 3 .O
1 TOTAL I 100
Source: Task Force. 1985.

48
3.70 THE COMPOSITION OF WORKFORCE
The discovery of oil in Nigeria Contributed seriously in relegating the job of
coal mining to the background. On the other hand, its political influence is equally
dwindling with successive creation of more states. This came to its highest peak with
the recent "state indigen" syndrome which requires the civil servants to retreat to their
state of origin.
All the same, the city still remains the largest commercial and industrial centre
in the state. The available governmental institutions and vital transportation facilities
such as the railway, airport and road have attracted sizable number of medium and
large firms which generate a reasonable economic opportunities. Besides, even the
"non-indigens" who no longer work in Enugu still have a great number of them
operating from Enugu. A11 these and more have very serious inlplication for mass
transit services.
I
It is a plain truth that concerted effort has not been made to fully exploit the
rudimentary infrastructure for industrial development in Enugu. In fact, its single
dominant economic function is state adrninistration and the commerce and retail-
distributive trade (Enugu Master plan, 1979). The details of the workforce is shown
in table 5. The government sector is a major employer in the city. This is because as
an administrative centre, it has a long-time established and well developed public
service. Unfortunately, the current effect of intlation and poor value for naira has
distabilised the economy. The situation is so serious that upward review of salary
has not provided
TABLE 5 COMPOSITION OF WORKFORCE IN ENUGU, 1979
TYPE OF ACTIVITY EMPLOYED (percent) LABOUR FORCE (percent)
Agriculture 5 .O 3.8
Urban Formal sector 11.5 8.9
(private)
Urban Formal Sector 2.1 1.6
(Public)
Government Service 21 .O 16.1
Education 8.4 6.5
Urban informal sector 52.0 40.0
Total Employment 100.00 76.9
Unemployment - 23.1
Source: Survey of 19'19 as shown in the Master plan
adequate solution to the fate of civil servants. The current exercise is even more
disturbing since most states are not capable of paying the minimum wage approved
by 'the Federal Government. This amounts to poor attitude to state civil service jobs
and the attendant reduction in productivity.
The urban informal sector employs 52 percent of the work force which is the
highest employing sector, this sector is made up of economic activities like small scale
trading, transport, construction, manufacturing, household and personal services
employing not more than five persons. According to Onakerhoraye (1982), this sector
is characterized by reliance on indigenous resources, ease of entry, family ownership
of enterprises, mall-scale operation, labour-intensive and adapted technology, skills

50
acquired outside the formal school system and unregulated. competitive market. This
sector seems to be receiving a special encouragement from the current adverse
economy. It is greatly absorbing the unemployed, and underemployed as part-time
iob The school leavers, graduates and working house-wives are special groups within
this sector. The government has done much to improve this sector by establishing
National Directorate Employment (NDE), People's Bank, community Bank etc.
However. the full utilization of the objectives of establishing these supportive
institutions are yet lo be achieved.
'The private urban formal sector is usually made up of manufacturing,
constructing, wholesale/retail, transportation, bankingIFinance, professional and other
miscellaneous services that employ more than five persons. This sector was employing
up to 11.5 percent in the 1970s as shown in the table. However, the distress state of
!
Nigeria economy can no longer permit it. The situation has placed serious hindrance
to the growth of existing big industries and discouraged the establishment of new
ones.
The public urban formal sector is made up of large manufacturing and other
services establishnlents including the utilities owned by the government. The current
privatization and commercialization efforts of the government is concerned with
reducing the institutions in this sector to the barest minimum and ensure high
productivity and profitability of the very essential ones. This sector as at now is facing
massive retrenchment, tenlporary lay oft', and non-recruitment of workers.
The agricultural sector which showed that 3.8 percent of the working force
were engaged in must be from rural communities. Other workers of this sector are
those who engage in farming as supplementary job while involved in other sector.
3.80 HOUSING AND TRANSPORT
Housing is the highest urban problem in Enugu. This is because the low rate
at which houses are constructed in the recent time are far from matching the ever
increasing urban population. Its scarcity nlakes the few available ones to attract very
high rent which forces the residents to overcrowding, living in slums, and other
substandard cnvironrnent.
Unfortunately, this problem is not going to end so soon since some people
who retired from the civit service years ago o r redeployed to other states still occupy
government quarters and other houses in Enugu. It is not surprising to see some
workers in Onitsha, Awka, Abakaliki, etc travelling to and from Enugu. Since
residential accommodation is out of reach for the common man and available to the
high income earners at unsatisfactory high rent, people come from Nsukka, Udi,
Agwu, Nkanu, and even from Orji River to work in Enugu daily. The fate of such
workers and their dedication to duty lies at the mercy of the urban mass transit
operators. Even those who inanage to live at the out sketch of Enugu still have public
52
transport as solution to their primary problems.
However. the consideration of mass transit services as a solution to spatial
problem is yet the beginning of another problem. The high cost of buying vehicles and
the spare parts, and the scarcity of some of the spare parts make public transport a
rare type of service. These have made the mode a matter of concern to the
transportation needs of the city and the country in general. With the combined effect
of inflation and frequent hiking of transport fare to match the current condition, the
commuters are over-stretched.
To worsen the situation, the perennial fuel scarcity and the exploitative manner
in which the fuel is sold where available is gradually dragging transportation to
imtimely disaster. The pump price of fuel which was fixed at N7.07 or 7k per litre in
1985 is currently fixed at official rate of R111 .OO per litre. Unfortunately, the
protracted scarcity of fuel has made mess of this official rate. This is so messed up
that at the peak of the scarcity of fuel in 1989, it was sold up to x80 per litre. On the
other hand, individuals who sold the fuel in cans to the public made equally brisk
business under the common tag name "black market". They sold at no fixed rate.
3.81 ORIGIN AND DESTINATION CHARACTERISTICS
The origin and distribution of vehicles terminating inter-city trips in Enugu is

53
illustrated in figure 4. It is shown that exactly 66.6 percent of all trips terminating in
Enugu arrive from either the north (Nsukka, Abuja, Maidurguri) or the West
(Onitsha, Benin, Lagos) and thus find access to the inner city only by the way of
Milliken Hill roads (Enugu master plan). The Milliken Hill By-pass being constructed
then was regarded as being in position to safely accommodate the larger vehicles used
for' intercity transportation.
Approxiniately 17.5 percent of all intercity trips to Enugu originate from the
~outli.and 12 percent from the east. This finding indicates that Enugu does not hold
a central position in relation to the regional or national trade vector. Therefore, traffic
originating from settlements to the south and east probably provide links mainly
between Enugu and its rural hinterland, rather than between the capital and other
,
major urban centres. It is based on this fact that it is projected that the percentage of
traffic entering the city from each regional quadrant will remain constant, or change
only marginally in response to either improved inter-city access or successful rural
development initiatives. This calls for reasonable attention to the major settlements of
the state and intra-urban routes in planning effective mass transit system for Enugu.
3.82 INrB'ERNALROAD CIRCULATION SYSTEM
The existing road network in Enugu urban consists mainly of narrow streets
without organized patterns and a few major roads. Available field surveys reveal that,
with the exception of Zik Avenue, Agbani, Ogui, Okpara, Abakaliki, O'Connor, and
Independence Roads. all streets and roads in Enugu are limited to two lane, see figure
5. And that most of these roads cannot be widened to handle more traffic without
acquiring additional right-of-way which in turn, would mean that numerous usable
buildings would have to be demolished. Those exceptional roads are the identifiable
roads for planning mass transit routes.
According to the final Report of Enugu Master plan, there existed
approximately 215 kilometers of tarred Trunk A roadways and 60 Kilometers of

9
untarred roadways of this type in Enugu. Approximately 100 kilometers of these roads
are four-lane carriage ways with lane widths of 3.6 meters, and the remaining 175
kilometers are two-lane roads with lane widths ranging from 3.6 to 5.5 meters. There
were 135 kilometers of tarred Trunk B roadways and 220 kilometers of untarred roads
of the same type in Enugu. Lane width of these one-to two-lane roads range from 2
to 3.6 meters.
SOURCE: ECODESIGN INTERNATIONAL
MASTER PLAN FOR ENUGU, 1070.
57
Enugu has serious vehicular and pedestrian traffic problems. Like many other
cities in Nigeria, Enugu's road network is not capable of handling heavy volume of
traffic. The road systems originated by common usage rather than design. The path
systems. very often the most direct route between two places, were gradually
converted to a radial network as automobile increase in popularity and became the
predominant mode of travel. As Enugu grew, radial roads extended from Enugu's
central areas to its outlying areas, and the land area between the two roads filled in
with residential. governmental. and commercial uses. Although streets were part of
new developments. most of them were narrow and did not provide adequately for
local and thorough traffic which came with increased use of the automobile. During
that same period, no improvements of any permanent significance were to the road
b
system. Roads had become congested with vehicles that a 15-minutes journey in 1974
increased, on average to 45 minutes in 1979. Today, the situation is intolerable when
we consider the fact that efficient movement of people and goods across the landscape
is the most important factor in the continued growth and orderly development of
Enugu. The contribution of well-planned transportation systems to sustained urban
economic growth is difficult to isolate specifically from the positive effects of other
factors of production and exchange assisted by transportation improvements.

58
3.90 THE HISTORY AND GROWTH OF BUS TRANSIT SERVICES
Bus transit history in Enugu as well as other urban centres in Nigeria is
associated with temporary success and failures of attempts at providing intra-city and
inter-city bus transit facilities. It has been noted that most of the mass transit services
by road have been undertaken niainly by the private sector. This is because of the
laissez-faire attitude of' operation in which the public sector has not been competitive
with the profit oriented mode of private sector enterprise. In fact, the public owned
operation and agencies that has attempted to get involved in mass transit activities
have liquidated a few years after their inception (Mba, 1992).
The pioneer efforts in the provision of intra-urban public municipal bus
facilities in Eastern part of the country included the Oriental Bus lines; and later the
Coal-City Bus services which was introduced in the 1970's (Ume.1977). In case of
inter-urban public transit service, it has been virtually of insignificant effect. Ones that
can easily be remembered were the Benue Plateau Bus service which plied the
Northern highways and some North-south highways, notably Jos -Enugu highways;
the mid west lines that plied Lagos - Asaba road and a number of other major road
in early 1970's.
Today, almost all the Local governments and state governments have mass
transit companies. These include Nsukka Local Government mass transit, Enugu
North mass transit, Onitsha south, and Orumba North mass transit Corporations,
59
Transport Corporation of Anambra State (TRACAS), Ebonyi Transport Service
(EBOTRANS), and Enugu State Transport Company (ENTRACO).
3.91 THE FEDERAL URBAN MASS TRANSIT PROGRAMME
The Federal. Urban Mass Transit Programme was announced by the then
president, General Ibrahim Babangida in his 1988 Budget speech. It was not only
undisputedly one of the first key measures taken by the Federal Government towards
alleviating the pains of the Structural Adjustment Programme (SAP) as observed by
(Mha, 1989) but also a potential approach to tackle the sufferings of the commuters
of this country at least in short and medium terms. People who had no transport
facilities of their own suffered considerable hardship moving about in the urban
centres. Workers had immense problems getting to their places of work and returning
home from such places of work. Before the introduction of the Federal Urban mass
'. 5,
Triosit, apart from private cars and few public opkrated transport services, the great
majority of the available services were not only sub-standard but grossly inefficient.
It was therefore, not surprising that the introduction of the Federal urban mass
transit programme attracted a sigh of relief to all and sundry. This presented the hope
for the poor masses. In fact, the objectives of the programme have all it takes to
achieve a successful mass transit system.
The broad goal of the programme was to reduce the sufferings of commuters
in the country. The specific objectives of the programme as stipulated in the 1988
budget speech were as follows:
"To reduce the hardship suffered by commuters, and improve traffic flows"
"To improve and modernise the urban transit services"
"To lay foundation for developing a comprehensive and integrated mass transit
system in Nigeria" These objectives, if qualitatively pursued will amount to an
efficient urban mass transit system.
Although the programme was first introduced to the nation in January, it did
not go into operation in many States until October 1988. Several passenger buses were
acquired by the Federal Government and distributed to the states, parastatals and the
Federal capital territory, Abuja. Thus, establishment of companies is a strategy for
achieving the objectives of the programme.
In an effort to ensure a co-ordinated programme, the federal government set
up a task force on urban mass transit in 1988 with mandate to advise on action to
improve urban mass transit . The task force set to work in march, 1988 and
recommended short. medium and long term programme of action on land based urban
transit services. Thereafter. a Mass Transit Implementation Committee (MTIC) under
the chairmanship of the Hon. Minister of Transport, Dr, Kalu I. Kalu was
immediately set up by the Federal Government. The MTIC was later replaced with
the Federal Urban Mass Transit Progranlme (FUMTP) under the sole Administrator
of Air Vice Marshal Mohammadu Yahaya (rtd).

61
3.92 ESTABLISHMENT OF FUMTA
By Decree No 67 of 1993, the Federal Urban Mass Transit Programme was
institutionalized as the Federal Urban Mass Transit Agency (FUMTA). Its mandate
is to co-ordinate the development of urban transportation and specifically implement
the Urban Mass Transit Programme of the Federal government.
The Decree provides that FUMTA should pursue the following:
Plan and advise the Federal Government on policy issues affecting urban
Transit planning, operation and management in Nigeria;
Formulate the overall transit to include regulation of fare structure, safety
standard and passenger's comfort :
Set Federal Government's objectives and priorities on urban mass transit on
a continuous basis and also convey to the public, the Federal Government's
policy on urban mass transit system development;
Implement Federal Government's directives on mass transit;
Monitor and supervise the operational activities of the state mass transit
agencies and promote urban transportation operations in relation to technical
assistance projects received from the agency;
Conduct or commission studies on all aspects of urban transit delivery system
in Nigeria:
(vii) Organise training, workshops. seminars, and conferences as it deems fit to

62
enhance the performance of its role and those of mass transit delivery system
in Nigeria;
(viii) Perform such other functions which may be assigned to it from time to time
by the President, Commander-in- Chief of the Armed Forces.
3.93 ACHIEVEMENTS OF FUMTA
It is interesting to note that in pursuit of the assigned roles and functions,
FUMTA has ernbarked on several mass transit projects on roads, rail and water modes
according to the Guardian (1989). For roads, these achievements include:
Operational guidelines and logistic support for states to establish their own
mass transit companies;
Procurement and distribution of over 4,000 units of buses to state mass transit
companies and other government agencies, private operators and trade unions,
etc.
Road infrastructural support facilities in the form of:
(a) Five interstate bus termini at Kaduna, Onitsha, Ibadan, Lagos and
Abuja;
(b) 19 units of mobile workshop tools and equipment to 19 states;
(c) Grant-aided workshop tools and equipment to 19 States;
Organisation of training courses/workshops for States and other transit
operators; traffic management studies in selected cities, etc;

63
(v) Expansion of transport services available in most states and the federal capital
territory (FCT);
(vi) Checking arbitrary fare increase and curtailing escalating transport costs;
(vii) Inlproving standard and safety of public transport services generally;
(viii) Enhancing productive use of available transport resources through appropriate
pricing.
Following the provided operational guide lines and logistic support, Enugu
State was not left out in the establishment of mass transit company which is very
essential in achieving the objectives of the Federal Mass Transit Programme in the
country.
3.94 ENTRACO NIGERIA LIMITED
The role of the Federal Government is supposed to be only complementary to

"
the efforts of the state government and private entrepreneurs. The implementation of
the details of the Mass Transit Programme is the responsibility of the state
-zovernment through the establishment of mass transit company.

ENTRACO is registered as a limited liability company under the companies
and Allied matters Decree of 1990. The transport company has undergone a number
of metamorphosis to assume its present name and status. The launching of the
Transport Corporation of Anambra State (TRACAS) on the 12th of September, 1988
is the genesis of the present day Enugu State Transport Company (ENTRACO). From
64
a very humble beginning, it grew to a level when it operated with about 49 fleet of
buses.
The services of the mass transit company included both intra-city and inter-city
modes. The two modes oper:~tedwith varying degrees of success. Evidence from past
research showed that there was more demand for inter-city than for intra-city bus
service. However. it was noted that this appeared contrary to the expected need
pattern.
Intra-city bus services first started in Enugu in September, 1988 and extended
to Onitsha and Awka in December, 1988 and January, 1989 respectively. The total
number of commuters for intra-city bus services in Enugu between September to
December, 1988 are shown in table 6. After sharing the assets of the two states on
the creation of Enugu State along with eight other states by an act of the Federal
,
Military Government on August 27, 1991, the new Company became Enugu State
Transport Company (EN'TRACO). .
ENTRACO equally experienced yet another disintegration due to the creation

of Ebonyi State out of the original Enugu State and Abia State. This stage of state
creation was carried out by Gen. Sani Abacha in the year 1996. When the assets
sharing was completed, part of the assets of the company formed the foundation of the
Ebonyi State Transport Services (EBOTRANS).
It is the services of this long established transport company that this study is
set out to evaluate.
65
TABLE 6: INTRA-CITY BUS SERVICES IN ENUGU (SEPTEMBER
TO DECEMBER, 1988)
SIN0 ROUTE SECTION TOTAL NO. O F
COMMUTERS
1 Emene-Ogui Road-New Mkt. 107,990
2. Abakaliki-Polo Road-New Mkt. 105,521
3. Abakpa-Coll iery Ave-New M kt. 102,111
4. NIHeaven-Ogui Rd-New Mkt. 63,577
1 5 I Abakpa-Ogui Rd-New Mkt. 1 101,285 1

6. Gariki-Uwani-New Mkt. 104,296
7. Gariki-Ind.LIOut-New Mkt. 201,331
8. Emene-Polo Rd-New Mkt. 107,266
9 Gariki-Coal Camp-New Mkt. 112,458

Source: Planning & Monitory Unit of TRACAS in Mba (1989)
The total commuters for each of the months witnessed decline. This resulted
to gradual withdrawal of buses from intra-city services to inter-city services where the
demand was found to be more. Commuters in urban centres appeared to have relative
better opportunities for intra-city services in alternative means of transportation like
taxi cabs and private sector operated bus services. Moreover, the transport fare for
intra-city services was and still remain only marginally less than the fare paid for
66
private sector bus services. This is a reverse case for inter-city transportation. Table
7 shows that intra-city bus services for Enugu, Onitsha and Awka from January to
July. 1989.
TABLE 7: INTRA- CITY BUS SERVICES IN ENUGU, ONITSHA AND
AWKA, 1989.
SIN TOWN JANUARY FEBURARY MARCH APRIL MAY JUNE
I ENUGU 85,299 67,468 69,503 46,737 47,209 49,146
2 ONITSHA 8,093 6,661 7,809 6,834 5,163 860
3 AWKA 8,200 8,611 3,825 3,794 482
TOTAL 95,392 82,325 85,923 57,396 56,166 50,488
Source: Planning & monitoring unit of TRACAS (Ibid)
The usual decline in intra-city services is equally noticeable here. Enugu had
up to 85,299 comn~utersin January and had only 46,737 commuters in April. A
similar experience was witnessed in Onitsha where 8,093 commuters were recorded
in January and lowered to 860 commuters in June. Awka started with 8,200
commuters in February and had 3,7941482 commuters for May and June respectively.
Although the inter-city bus services commenced at the same time with the
intra-city bus service, the former appears to have recorded more significant progress
in terms of competitiveness with the private sector operated mass transit services. The
67
demand for the inter-city bus services steadily increased in every respect (see table
8). This shows that the monthly passenger volume increased almost ten-fold from
8.151 in September to 80,591 in December,
TABLE 8: INTER-CITY BUS SERVICES (FROM SEPTEMBER-DECEMBER,1988)
-
SIN Routes Sept Oct Nov Dec Total
]I Enugu-Onitsha 4,860 11,032 26,142 46,465 88,499
2 Enugu-Awka 1,107 2,330 3,258 10,092 16,787
3 Enugu- 896 3.443 3,449 4,344 12,132

Abakaliki
4 Enugu-Nsukka 1,288 3,506 11,298 19,690 35,782
TOTAL 8,151 20,311 44,147 80,591 153,200

-
Source: Planning & Monitormg unit of TRACAS (hd)1988.
The number of passengers on Enugu - Onitsha route increased from 4,860 in

September to 46,465 in December, 1988. More significantly, the number of
passengers on the Enugu - Nsukka route increased from 1,288 in September to 19,690
in December, 1988. Therefore, the increase in the use of inter-city bus services is so
rapid that altogether some 153,200 passengers used the service during the four month
perjod above.
The noted increase in demand for the inter-city bus service did not only reflect
in the number of passengers but also in the route coverage. This is shown in table 9.
In 1989, four additional routes were added to the system. The Onitsha - Nuskka,
Enugu Awgu, and the Awka-Ekuluobia.
TABLE 9 INCREASED INTER-CITY ROUTES
'EB. MARCH APRIL MAY JUNE
5 1,470 66,409 58.635 58,768 46,216
Source: Planning & Monitoring unit of TRACAS (Ibid)

The monthly demand for each route increased steadily for instance, the
number of passengers on Onitsha-Abakaliki route increased from 711 in

69
February to 2,497 in June, 1989. Also in April, Awka-Ekwulobia route
increased from 3,652 to 12,441 in June, 1989.
However, the services of ENTRACO have witnessed a number of ups-
and downs. At a point, there was outstanding increase in the number of
available routes as well as the number and variety of buses available for the
commuters. During the period, commuters were enjoying orderly and efficient
services of ENTRACO workers and adequatelvariety of buses (see figure 6 and
figure 7) respectively.
The situation is not longer the same for the company have changed
greatly over time and hence the justification and need for this research. The
b
details and extent of the changes in the services of ENTRACO will be fully
addressed in the main analysis and findings of this work.

CHAWER FOUR
METHODS AND PROCEDURES
The methods and procedures are presented here in details within three major
sub-sections, viz: sources of data, sample size and sampling technique and description
of major statistical tools used in this study.
4.10 SOURCES OF DATA
Secondary and primary sources of data were applied in this study very
extensively.
4.11 SECONDARY DATA
There was extensive search for existing recorded information and data on
inass tratlsit programme especially as this concerns Enugu State Transpbrt
Company (ENTRACO). 'The need for serious search of this information includes
rhe following:
To be exposed more to the existing transport facilities and conditions in the
study area;
To identify the relevant attributes needed for the study;
iii. To review the necessary work required for being
versed in this subject matter;
iv. To determine the scope and nature of primary data required for the study.
These are some of the important areas consulted:

Enugu State Transport Company Limited.
Federal Urban Mass Transit Agency, Abuja.
University Libraries which included University of Nigeria Nsukka, Enugu
State University of Science and Technology.
Ministry of Works and Transport, Enugu.
Ministry of Finance and Economic Planning Enugu
(Library and statistics Division).
Federal office of statistics, Enugu and Lagos.
Some individuals knowledgeable in this area of research were not left out in
the consultation.
'These efforts made the researcher to acquire numerous ideas and materials
both published and unpublished. They include relevant government publications,
books, previous research reports, journals, periodicals, conference papers,
dissertationlthesis, etc. 1\11 these formed important foundation for adequate and
relevant primary data.
1.12 PRIMARY DATA
Extensive use of primary data was highly required and utilized in this study.
Therefore, questionnaire, interview, and personal observation were used. A
standardized instrument type of attitude test known as Relative Satisfaction
Attribute of Commuters (R.S.A.C) was developed and employed in the research.

CONTENTS OF THE QUESTIONNAIRE.
This questionnaire was designed to collect data on the
commuters'satisfaction attributes of the services of ENTRACO based on the
objectives of setting up the Federal Urban Mass Transit Programmr?.
The questionnaire was divided into two main sections (section A and :ection B)
with a total of 40 questions.
Section A was focused on the personal data of the respondents. This was
made up of 1-6 questions in the questionnaire. These were close -ended type of
questions.
Section B sought to elicit response from the commuters mostly orb the
satisfaction of the service attributes. This section was composed of both open - el ded
I
and close - ended questions. Out of 33 questions of this section, only 4 questions were
open - ended. These types of questions were meant to explore further the most
inherent sources of satisfaction and give reasons for some peculiar conditions and
suggest the required ways of bringing the best in the mass transit system. (See
Appendix 1).
THE CLOSE-ENDED QUESTIONS OF SATISFACTION ATTRIBUTES
These attributes were scaled of the opinions anticipated of the respondents'

75
attitudes. The scaling was carried out based on five-point Likert scale corresponding
to 5 for "very satisfactory " , 4 for "satisfactory " , 3 for "Barely satisfactory", 2 for
"unsatisfactory", and 1 for "very unsatisfactory". The number of questions within this
category that were later used for analysis of hypotheses' testing have been marked
asterisk for easier identification. There were yet other questions of this category not
marked asterisk because they were not analysed for testing of hypotheses. However,
they were analysed and highlighted to give credence to the former.
The identification and eventual selection of the commuters' satisfaction
attributes were based on a number of considerations. They are as follows:
ii) The previous studies related to this topic under study by notab12 researchers.
These include the studies of Smerk (1974), Wachs, Martin (1976), Gray
(1979), etc
(ii). The peculiar nature of this scl~dyas it relates to the commuters of this study
area;
(iii) The scope of this study.
The selected satisfaction attributes are shown in the table below.

TABLE 10: SELECTED COMMUTERS' SATISFACTION ATTRIBUTES
SELECTED ATTRIBUTES
Safety from accident
Safety from theft
Safety from physical violence
Observation of time schedule
Frequency of bus trips
Regularity of bus services
Transport fare
Comparative cost
Availability of buses
Condition of buses (Reliability)
Special service like guaranteed change of bus during break down
Size and type of buses
Comfort
Vehicle and Environmental Control
Responsibility for passengers' loads
Thus, these attributes were quantified as responded from the attitude of the
commuters and scaled accordingly. A matrix was produced of the scores of all the
77
respondents on all the attributes. The column contained the scaled score of the
attributes while the list of observation by respondents were presented in rows.
OPEN-ENDED QUESTIONS IN THE QUESTIONNAIRE
The open-ended questions in section B did not form part of the data for testing
hypothesis, yet they were part of important source of information for this study. This
afforded the respondents opportunity to provide the research with reliable extra
information through their own reasoning and freely commenting on such vital issues.
The information from this type of question is very important because it provides the
real situation response that ordinarily could not have been imagined by the researcher.
Thus, making such a question close-ended would have amounted to distorting or
concealing vital information. 4
Some important aspects of the open-ended questions include those concerned
with asking the respondents to mention what they "like " or "hate" most about the
services of the company. Another example is the type that required the respondents
to suggest more routes for ENTRACO based on their experience.
4.13 SECONDARY DATA FROM THE MANAGEMENT OF

ENTRACO
Some vital information questions (1-28) were type written and sent to the
78
management of ENTRACO. The relevant departments officers responsible for filling

different sections of the questions .were consulted and left to fill them at their
convenient times.
The idea of sending the questions in written form and leaving them with the
officers for a reasonable period of time is very essential because of the nature of the
questions. Apart from the fact that some of the questions require concentration, some
of them require digging into the company's archive for such information to be
retiieved. For example some questions like request for the supply of volume of
passengers across various routes between 1989 and 1979, number of buses, income
and operational cost within the same periods are typical of the nature of the questions
that justify this approach.
The details of questions involved in this are shown also as part of Appendix I .
4.20 SAMPLE SIZE AND SAMPLE TECHNIQUES
The research survey of primary data was sampled with due consideration to
ensure that the proportion of the population being sampled is a true representative of
the.population under study. In fact, extra care was taken to ensure that the sample size
of the commuters and the manner of sampling yield unbiased response. In order to
achieve all these, multi-stage sampling and stratified random sampling techniques were
employed. The sample size was arrived at through the formula:
n = Z2P(100-P)
X2
Where Z = Confidence level
x = Precision (percent)
p = Estimated Proportion
The sample size of 269 was computed. This was based on 1.64 confidence
level, 5 percent precision, 50 percent estimated proportion. However, the actual
sample size was increased from 269 to 360 in order to create allowance for sampling
failure (uncollected or wrongly filled)
The distribution proportion of the sample size was determined based on the
average volume of passengers per day in 1997. Table 11 shows the details of the
sample size according to the routes.
TABLE 11: SAMPLE SIZE OF THE ROUTES
SIN NAME O F ROUTE AVERAGE PASSENGER SAMPLE
PER DAY SIZE
1 EnuguINsukka 540 90
2 EnuguIAbakaliki 504 84
U
3 EnuguIOnitsha 223 37
4 EnugulPort Harcourt . . 288 48
5 NsukkaIOnitsha 180 30
6 AbakalikiIOnitsha 2 16 36
7' AbujaIEnugu 209 35
TOTAL 2,160 360
The sample size of 360 is about 16.7 percent of the average daily passengers
of 1997 as shown above. However, the same sample size is not less than 30 percent
80
of the daily passengers of ENTRACO in 1998. That shows the rapid rate at which the
activities of the company is declining.
In carrying out the real sampling through out the entire 7 routes of
ENTRACO, the commuters were stratified into "to" and "fro". By this, the
commuters, at either of the routes' terminals were given equal attention. The
commuters of other mass transit companies who are close competitors with
ENTRACO at the same location were accommodated in the distribution of the
questionnaire. This is very important in obtaining unbiased response. This is because
those who were familiar with the services of ENTRACO but refused to patronize it
for some reasons were given opportunity to express their feelings. The whole days in
the week were included as the company staff work even during week ends. The
choices of days for administering the questionnaire were randomly selected. The three
major periods of a day, namely, morning, afternoon and evening were covered for the
routes of short distance.
The questionnaire was mostly self-administered by the researcher. However,
two competent persons were at a point recruited and properly trained to assist the
researcher, There were face to face interview and close interaction with the
commuters at this stage of the study. A greater number of the respondents filled the
questionnaire themselves. Some preferred to have the contents of the questionnaire
read out for them while the researcher did the filling, some people refused to have
anything to d o with the questionnaire there by rejecting it totally. Abakaliki route was
81
more noticeable in this act of repulsiveness. It was noted to that students were more
responsive to the request of filling the questionnaire.
The respondents who were randomly selected from the number of vehicles
concerned were made to complete the questionnaire and return same before the
vehicles take off. Some were allowed to complete the filling while in transit especially
for the long journeys and return the filled questionnaire before reaching their
destinations.
The survey was eventually completed within three months of rigorous
encounter and travelling across various routes. At last, some 75.6 percent success
was recorded. The survey distribution is showed in table 12.
TABLE 12: SURVEY DISTRIBUTION OF QUESTIONNAIRE
1 DISTRIBUTION I NO OF RESPONDENTS I PERCENTAGE 1

I1 Successfully filled
Uncollected I
272
13 I
75.6
3.6
11
Incomplete 26 7.2
Contradictory 49 13.6
TOTAL 360 100
The quantity of the questionnaire rejected was 24.4 percent of the sample size,
The greatest number of the rejected ones were as a result of contradictory response.
This contributed 13.6 percent of the unsuccessful questionnaire. This was followed by
the incomplete and finally the uncollected ones which gave 7.2 and 3.6 percent
82
respectively. The highest number of contradictory responses was recorded from
AbakalikiIEnugu and NsukkaIEnugu routes. On the other hand, the majority of the
uncompleted copies of questionnaire were recorded along EnugulAbakaliki and Port
HarcourtIEnugu routes while the uncollected formed insignificant portion across the
entire routes.
The survey distribution of the successfully filled questionnaire recorded a high
success rate across the entire routes. See table 13 for the details.
TABLE 13: SURVEY DISTRIBUTION AND SUCCESS AMONG THE
ROUTES
SIN ROUTES SAMPLE SUCCESS NO OF SUCCESS

SIZE QUESTIONNAIRE RATE (%)
1 EnuguINsukka 90 75 83.3
2 EnuguIAbakaliki 84 64 76.2
3 EnuguIOnitsha 37 27 73.0
4 Enugu/PortHarcourt 48 36 75.0
5-
- -
NsukkaIOnitsha 30 22 -
73.3
6 AbakalikiIOnitsha 36 24 66.7
7 AbujaIEnugu 35 24 68.6
TOTAL 360 272 75.6 I
The high success rate in all the routes attested the fact that adequate efforts were made
to achieve unbiased response. The highest success rate was achieved within
93
EnuguJNsukka route at 83.3 percent while the lowest rate was recorded as 66.7
percent. This lowest success rate was obtained from AbakalikiIOnitsha route.
4.30 STATISTICAL T O O L S USED F O R ANALYSIS
The quantitative tools used for this study are the Principal Component Analysis
(RCA), Analysis of Variance (ANOVA), Relative Satisfaction Score Indices of
Commuters (RSSIC) Technique, and Multiple Linear Regression (MLR).
4.31 PRINCIPAL COMPONENT ANALYSIS (CPA)
The Principal Component Analysjs (PCA) is similar to Factor Analysis (FA).
, difference is that while PCA assumes that all the variations in a given
~ o k e v e r the
population are contained within the variables used for defining the population, FA
assumes that only part of the variations in a given population are containsd within the
variables used for defining the population. Therefore, CPA is a more deterministic
model and more importantly, its component(s) are independent or orthogonal to one
another.
The Principal Component Analysis (PCA) was used in this study to combine
and reduce the 15 identified variables (Commuters' satisfaction attributes) into 4 major
components.
The correlation matrix (R,,,,,) is obtained by transforming the data matrix (X,,)
into a matrix of standard scores (Z) where m is the number of variables while n is the
number of observations or cases. Its formula is given as:

The component/ factor scores (S,,,,) for the original n observation, on each of
p component are computed from the formula below:
S",, = (Znn1- LT,,,,J
The detailed mathematics of PCA model is shown in appendix 3A.
1.32 ANALYSIS O F VARIANCE (ANOVA)
This is an analytical arithmetic tool used for partitioning the total variation of
a set of data into components associated with recognizing the source of variation. In
other words, it is a process of partitioning total variance for the purpose of
determining sources of the variation.
Two major hypotheses were tested using Analysis of Varianie (ANOVA)
technique. The first test tried to find out if there was any significant difference in the
performance of ENTRACO among its routes using the aggregate satisfaction scores
of commuters froni various routes. The satisfaction scores used here are the 4
components (factors) computed froni the satisfaction attributes.
The second test attempted to determine the existence of significant difference
in the satisfaction level of the 4 component (factors) when tried individually anlong
the 7 routes of ENTRACO. This major test therefore generated 4 sub-tests using each
of the 4 factors to test for difference separately for the routes.

85
4.33 RELATIVE SATISFACTION SCORE INDICES OF COMMUTERS

(RSSIC)
S, = Z,,, . LT pm has earlier been given as the formula for component score.
Therefore.
S, = Lp Z1+b,Z2+ b, Z3+ ------- Lnip Zni
Where L,,, = factor score coefficient for variable m and factor p and Z, is the
case's standardized value on variable m.

Put differently, for each factor (p), a factor score was derived for each of the cases,
using the following equation:
S, = Lll Z,+ L12Z2+L13Z3- - - - - L~niZm
S2 = b1Z1+ b224+b3Z3- - - - - bni Zm

S,, = L,, z,+ L,, Z,+Ln3Z3-- - - - L,,,"Z, .
Where S, S2,S3- - - S,, = Factor Scores within a given factor.
Z,, Z,, Z, - - - - Z,, = Standardized scores opthe original variables in each
case or observation (n).
L,,, L,,, L,,, - - - ZllIl= Factor score coefficients of a given factor within the
score coefficient matrix.
It is interesting to note that these factors are interpreted in the same way as the
original variables which are the satisfaction attributes of commuters in this case.
For the purpose of deriving an aggregate set of satisfaction scores which is the sum
of the factor scores for each of the observations, the eigenvalues (A,) being a measure
of variance for each factor are used as weights to modify each factor score. Thus,
sn, = Sn,. A,
Where A, = eigenvalues of each factor.
Therefore, matrix S,, (agg) represents the actual satisfaction scores in weights
of each (n) observation of the (p) factors this means that the mean score of each of
the 7 routes (groups) represents the relative satisfaction of that particular route for the
concerned commuters.
Where a factor is described by positive (+ve) and negative (-ve) aggregate
factor score as applied in this analysis, they indicate the zones of satisfaction and
dissatisfaction respectively with a neutral point at 0.0.

The scores of this analysis were converted to percentage for better appreciation
of the level of satisfaction or dissatisfaction. In computing this, the neutral score of
0.000 being the mid-satisfaction point was taken as 50 percent satisfaction. The scores
that were converted in that manner passed through the process of being scaled against
potential score (maximum and minimum) derived fiwm this study.
Three methods of Relative Satisfaction Score Indices of commuters (RSSIC)
were developed and applied in the computation. These are Relative Aggregate
Satisfaction Score Index commuters (RASSIC), Total Relative Aggregate Satisfaction
Score Indices of Commuters (TRASSIC), and Relative Satisfaction Score Index of
Attributes. The mathematical Summary of these methods have been presented close
to their respective computation tables in the next chapter for clarity. However, the
detailed nlathematics of RASSIC model is shown in appendix 5.

1.40 VIABILITY METHODS O F T H E STUDY
The preliminary approaches in analysing the viability of the company included
using indexed figures which removes the effect of inflation, cost Benefit Analysis and
Profitability Ratio. Cost - Benefit Analysis in this case refers to the viability measures
which considers an enterprise viable once the (B-C > 0) that is the total income minus
the operational cost must be greater that zero (i.e. +) profitability Ratio on the other
hand indicates the efficiency of operation of a company or an enterprise thus, using
the profit margin which is an indicator measuring profitability Ratio, one determines
whether a company declared viable is declining or improving in its level of
efficiency. A simplified method of determining profit margin is stated below.
Profit Margin = Profit after tax

Sales
i.e. Net Profit

Total Income
Having used the above approaches to determine the viability direction of the
company, multiple Linear Regression (MLR) was used to achieve an in-dept statistical
analysis of its viability.
4.41 'MULTIPLE LINEAR REGRESSION (MLR)
The principal advantage of multiple regression is that it allows one to estimate
the dependent variable by utilizing more of the available. Sometimes the correlation
88
between two variables may be insufficient to determine a reliable estimating equation.
However, if data are added from more independent variables we may be able to
determine an estimating equation that describes the relationship with greater accuracy
(Levin, 1988).
Multiple Regression and Correlation analysis is a three-step process the same
way it is used in simple regression. The steps are as follows:
(i) Describe the Multiple regression equation. The Multiple Linear Regression
Model applied in the analysis is expressed as:
yi = 13, + n, xIi+n2xzi+n,xJi+ ti
Where 8, = Y intercept
01-83 = the slope of Y,.the slope of 8 , represents the unit change in Y per unit
change in X , , taking into account the effect of X7. X3 and is referred to as a
net regression coefficient.
ti = Random error in Y for observation i
(ii) Examine the multiple regression standard error of estimate.
(iii) Use the multiple correlation analysis to determine how well the regression
equation describes the observation data.
The adjusted figures of the company's income, expenditure and number of
buses from 1989 to 1997 were used in testing the third hypothesis. In this case, the
relationship between profit (dependent variable) and total income (x,), operational cost
(x,) and number of bus (x,), as independent variables were tested.

89
A 4 by 4 matrix and 4 by 1 matrix were used to determine the sample regression
coefficient (a,, b,,b2, b,) .
The interpretation of the regression coefficients is analogous to that of the
simple linear regression model (Berenson, 1979). When the regression model was
fitted to the set of data, it was determined whether there was a significant relationship
between the dependent variable and the set of independent variables. The null
hypothesis was tested by utilizing an F test. The F Test is usually used when testing
the.ratio of two variances. When testing the significance of the regression coefficients,
the measure of random error. is called error variance so that the F test is the ratio
of the Variance due to regression divided by the error variance as shown in the
. ,
syx2
In measuring association in the multiple regression model, the coefficient of
determination (R2) is computed. The R2 also expressed as the strength of
therelationship
is given by: R2 = SS,,
SS,a
The detailed mathematics of the multiple regression model is shown in the appendix
7A and partly in the next chapter.

CHAPTER FIVE
DATA ANALYSIS AND FINDINGS

This chapter used four stages of data sources in the analyses and presentation
of the findings. The stages are background and overview of the respondents.
satisfaction attributes response, information from the management of ENTRACO, and
other relevant opinions of the commuters.
5.10 BACKGROUND AND OVERVIEW OF RESPONDENTS

The successfully sampled population being 272 is composed of 64.7 percent
male and 35.3 per cent female. Out of this number, some 66.9 percent of the
respondents were married while 33.1 percent remained single.
The age distribution of the respondents was classified as shown in table 14.
The group of respondents within 21-30 years has the highest number which was 49.2
percent of the population.
TABLE 14: AGE DISTRIBUTION OF RESPONDENTS

AGE RANGE NO OF RESPONDENTS PERCENTAGE
0 - 10
6 1 Rr Above I 3 11.1 11
TOTAL 272 1 00
Source: Research Field Survey. 19%.

This group was followed by those between 31-40 years with 22.8 percent.
'The next were those between 11-20 and 41-50 years with 12.5 percent and 10.7
percent respectively. The group with the highest concentration seems to be the
most mobile group of the population. They are usually the youths concerned
rnostly with journeys to school, work and visitation. On the other hand, the
primary school age and aged people of above 60 years of age form insignificant
number of the respondents. This is normal because they usually have less need
and desire to travel.
The occupational distribution of the respondents recorded 40.4 percent for
the students as the highest. This is because of the concentration of important
institutions of learning of important institutions of learning at the terminals of
each of the major routes of ENTRACO. Besides, the students' attitudes of
l'requent travelling and being more agreeable to filling questionnaires are
contributing factors. Others with significant numbers are the civil servants and
those in business who contributed 29.00 percent and 13.6 percent respectively.
The unemployed came the least with 3.7 percent of the respondents. These
details are shown table 15.

TABLE 15: OCCUPATION OF THE RESPONDENTS
I NO OF RESPONENTS 1 PERCENTAGE
Civil Servant 79 29.0
Business PersonITrader 37 13.6
Self Employed
Consultant 14 5.2
I/ Private Employed I 22 1 8.1
1 Unemployed
- -
I 10 I 3.7
/I Student
TOTAL 272 100.0

Source: Research Field Survey, 1998.
The respondents were equally categorized aceording to their level of education
attainment. Those within HNDIDegree level formed 38.6 percent of the entire
number. The secondary school/l'eacher training category came next with 24.6 percent
followed by those in Ordinary National Diploma (0ND)INational Certificate in
Education (NCE) group. The levels of education attainment were covered. It is not
surprising that those who did not complete primary education contributed the least
with 1.1 percent. See table 16.

TABLE 16: LEVEL O F EDUCATION ATTAINMENT.
r
LEVEL OF EDUCATION NO OF PERCENTAGE

RESPONDENTS
1.1
Primary school not completed
Primary school completed
Secondary school/TC I1
56 0.6
OND / NCE
105 8.
HND/ 1st Degree
Above 1st Degree
TOTAL
The income/ wage of the respondents was dully considered. This is shown in table 17.
TABLE 17: INCOME1 WAGE O F RESPONDENTS
INCOMEIWAGE RANGE NO OF PERCENTAGE

RESPONDENTS *
1I/ Nil
Not more than N5.500
120
96
44.1
35.2
1I
$45,501 to N8.500 43 15.9
#8,501 and Above 13 4.8
'TOTAL 272 100.0

The respondents that do not earn any income or wage form the greatest number
thereby contributing 44.1 percent. These are mostly students and unemployed. The
94
next group is made up of the people who earn not more than N5,500 (Five thousand
five hundred naira) in a month and their number made a share of 35.2 percent. The
fact that these non- income/ wage earners and the least earners were contributing 79.9
percent goes a long way to prove that the less wealthy people are the target for mass
transit services. Those who earn above W8,500 (eight thousand five hundred naira)
made an impact of only 4.8 percent.
5.11 COMMUTERS' USE OF ENTRACO
Out of the 272 successfully sampled commuters, 93.4 percent admitted that
they have been using ENTRACO in travelling. However, 6.6 percent of the
respondents claimed that they have not been using ENTRACO. The 93.4 percent of
the respondents who are familiar with the services of ENTRACO are reasonable
.,
enough to give reliable and dependable assessment of the company's performance.
Even the remaining 6.6 percent still have useful assessment to make about what they
have been hearing about ENTRACO and their first impression of the company's
services. A more detailed breakdown of how frequent the respondents have been
using ENTRACO is shown in table 18.

TABLE 18: FREQUENCY OF TRAVELLING BY ENTRACO BUSES
FREQUENCY NO. OF RESPONDENTS PERCENTAGE
Always 72 26.5
Occasionally 152 55.9
As last resort 30 11
/ Not at all
- - -- - - -
I 18 1 6.6 1
Total 272 100
Source: Research Field Survey, 1998
It is shown that 55.9 percent use ENTRACO Occasionally while 26.5 and 11
percent use the services of ENTRACO vehicles always and as last resort respectively.
These are good enough to provide adequate information needed to adhieve effective
findings.
I : IMPROVEMENT AND MODERNIG~TION OF MASS TRANSIT
PROGRAMME.
There is need for overview of the respondents' impression about ENTRACO'S
improvement and modernization of mass transit programme. This method is a way of
giving credence to the issue in which much detailed analysis will be done later. See
table 19 for the response on how far this objective is satisfied.

96
TABLE 19: IMPROVEMENT AND MODERNIZATION OF MASS TRANSIT
PROGRAMME.
SATISFACTION LEVEL NO O F RESPONDENTS PERCENTAGE
(1 Very satisfactory 1 30 11.O
1 satisfactory I 104 I 38.2
-
Barely satisfactory 72 26.5
Unsatisfactory 48 17.7
1) Very unsatisfactory 18 6.6
This shows that 38.2 percent of the respondents feel that ENTRACO has
satisfactorily improved and modernised mass transit services. A good number of them,
"
26.5 percent considered same as being barely satisfactory. However. another
considerable number of the respondents feel otherwise. For example, 17.7 percent
considered the company's services as being unsatisfactory. All the same, the
percentage of the respondents that reason in favour of ENTRACO for out-weighs the
number that is against it. This addresses the first research question.
5.13. REDUCTION O F HARDSHIP SUFFERED BY COMMUTERS
This is another important overview of the services of ENTRACO before the
use of more objective method to analyse the situation. The commuters' view on this
is shown in table 20.
TABLE 20: REDUCTION OF COMMUTERS' HARDSHIP
I( LEVEL OF REDUCTION I NO OF RESPONDENTS I PERCENTAGE

I 1
II
Very Great
Great
69
89
25.4
32.7
I
Barely Great 75 27.6
Poor 36 13.2
Very Poor 3 1.1
L
TOTAL 272 100
About 85.7 percent of the respondents indicated that thk company's
contribution towards reduction of the commuters' hardship as being great while 14.3
I
percent considered it poor. For the fact that a greater percentage of them classify the
company's activities positively, there is no doubt that there is something good about
it. However, whether this goodness is in totality or fractional will be fully determined
in the proceeding analysis using the con~muters'satisfaction attributes. Meanwhile,
this has so far answered the second research question.
5.20 ANALYSIS OF COMMUTERS' SATISFACTION ATTRIBUTES
This section is concerned with using the identified variables in testing the
hypotheses. The stages of this exercise are shown in the sections that follow.
5.21 IDENTIFICATION OF PRIMARY SATISFACTION
VARIABLES
These are the initial satisfaction variables through which the commuters rated
the attributes. These primary variables were later transformed into a fewer orthogonal
secondary variables for the purpose of achieving more meaningful analyses.
The primary variables identified in this research are as follows:
Safety from accident

- Safety from theft
- Safety from physical violence
Observation of time schedule

- Frequency of bus trips
- Regularity of bus service
- Transport fare
- Comparative cost
- Availability of buses
- Condition of buses (Reliability)
- Special service (e.g. guaranteed change of bus during bus break down)
- Size and type of buses
- Comfort
Vehicle and environmental control
- Responsibility for passengers' loads.
5.22 IDENTIFICATION OF SECONDARY SATISFACTION VARIABLES
(Addressed the third Research Question)
Principal Component Analysis (PCA) was applied to reduce the 15 identified
primary satisfaction attributes into 4 orthogonal dimensions that summarized the
essential information in the primary variables. These 4 dimensions so derived form
the secondary variables (factors).
'The satisfaction attributes were evaluated on the five-point Linkert scale as a
way of attaining the factorial process. Thus, the evaluation carried out by the
respondents became transformed in a 272 by 15 data matrix.
The principal co~nponent(with varimax rotation was computed. Through the
initial 15 dimensions, some 4 critical dimensi'ons with greater than one ( > 1)
respective eigen-values were identified. Therefore, these 4 dimensions were selected
in their order of importance as presented in table 21. For more details, see Appendix
TABLE 21: THE FOUR FACTORS IN THEIR ORDER OF IMPORTANCE
THROUGH Varimax ROTATION AND FACTOR LOADINGS
Variable Identity Factor 1 Factor 2 Factor 3 Factor 4
X6 (.78725) .04043 - ,03231 -.25354
X4 (.45198) ,06389 .I9409 -.31047
X2 ,06053 (.79183) .06972 .08086
X1 .I1656 (.74796) .lo977 .00713
X3 .lo338 (.65042) -.00377 -. 1 1406

X15 .26968 (.38248) .35668 .08764
X 13 -. 10052 .I1729 (.80482) - .lo279

X 14 ,17197 .06264 (.66366) .00900
XI1 ,41559 -.04863 (.48432) -.02136
X12 ,24283 ,44051 (.47458) ,03163

X7 -. 12037 .lo096 ,04779 (.81759)
X8 .05565 .37995 .I2281 (- .42947)
Eigen-Value (A) 2.49 2.24 1.91 1.15

101
This implies that the 4 critical dimensions or components express the bulk of the
common variance among the earlier 15 primary variables. It is necessary to state at
this point that the 4 dimensions will continue to be referred to as commuters9
satisfaction factors or components.
Based on the loadings of the primary variables, the identified factor groupings
have been given component names. It is interesting to note that the primary variables
~ n ,each factor have high loadings (between f -40 and .82) approximately. This
g-ouping is shown in table 22.
The first component has 5 attributes in its sub-system. This component has
been named scheduling based on its basic attributes. The component (factor 1) is
made up of regularity of bus service, availability of buses, frequency of bus trips,
condition of the buses (reliability), and observation of time schedule. The next
component (factor 2) has 4 attributes. The group'was given safety as it cornpollent
name. This is because it has the following safety attributes in its sub-system: safety
from theft, safety from accident, safety from physical violence, and responsibility for
passengers' loads. The third component (factor 3) also has 4 attributes which are
comfort, vehicle and environmental control of the company, special service, size and
type of buses. It was, therefore, given comfort and convenience as its component
name. Factor 4, which is the fourth component was given transport fare because it is
composed of transport fare and comparative cost (only two attributes).

102
TABLE 22: FACTOR GROUPINGS OF THE PRIMARY SATISFACTION
VARIABLES
-- -- - - -
COMPONENT NAMES VARIABLE FACTOR

IDENTITY LOADINGS
FACTOR I : SCHEDULING
- Regularity of bus services .78725
- Availability of buses .72303
- Frequency of bus trips .66557
- Condition of buses (Reliability) 3612
- Observation of lime schedule .45 198
FACTOR '2: SAFETY

- Safety from heft
- Safety from accident
- Safety from physical violence
- Responsibility for Passenger's loads
FACTOR 3:COMFORT & CONVENIENCE

- Comfort
- Vehicle & environmental control of the
company
- Special service like guaranteed change of
I bus during bus breakdown
i - Size and type of buses
FACTOR 4: TRANSPORT FARE

- Transport fare
- Coniparative cost
This implies that the 15 commuters' satisfaction attributes (primary variables)

earlier identified were resolved into 4 components (factors). The factors are as
follows:
Scheduling
Safety
Comfort and convenience
Transport fare.
The identification of these 4 major satisfaction factors have addressed the third
research question. Thus, the groupings form the secondary variables (F,-F,) used in
subsequent analyses of this research.
5.23 THE USE AND COMPUTATION OF FACTOR SCORES
There was need to determine the new individual measures for the newly
identified variables. This was necessary for the purpose of using the secondary
variables for other analyses.

, ,
This led to the derivation of a factor score for each of the 272 un-weighted
case within each of the quantitatively identified secondary variables. Thus, a new data
matrix of 272 by 4 was developed for the satisfaction variables of the commuters'.
The factor scores are weighted averages of the variables which are weighted
according to the factor loadings. The general formula for their derivation is given
below:
Sp = LIP ZI + Lp2 2 + LIP2 3 + ---3 + Llrlp Znr

Where L,,,, = Factor Score Coefficient for the variable m and factor p
Z,,, = The case's standard value on variable m.
5.24 THE GROUPS OF THE STUDY

This research applied 7 groups which were made up of the ENTRACO routes
from where the respondents were sampled. The routes are as follows:
-Enugu/Nsukka (Grp 1)
-Enugu/Abakaliki (Grp 2)
-Enugu/Onitsha (Grp 3)
-EnugulPort Harcourt (Grp 4)
-Nsukka/Onitsha (Grp 5)
-Abakaliki/Onitsha (Grp 6)
-Abuja/Enugu (Grp 7)
. The groups were used in further analyses of the commuters' satisfaction factors
and eventual determination of the performance of the company. These take us to the
, .
real test of the research hypotheses.
5.25 THE RESEARCH HYPOTHESIS ONE

This hypothesis answers the research questions (iv) and (v) thereby using the
aggregate satisfaction factors to establish the performance of the company.
NULL HYPOTHESIS (H,):

There is no significant difference in the performance of ENTRACO as determined by
(F,-F,) being the satisfaction factors among the routes (Grp 1-Grp7).
This null hypothesis can be expressed mathematically as:
H,: M, = M, = M, = M, at 5 percent level of significance ( P > .05)

ALTERNATIVE HYPOTHESIS (H,):
There is a significant difference in the performance of ENTRACO-among the routes.
This can be expressed mathematically as follows:
H I : M, # Mz # M3 f Md
Where H, = Null hypothesis
H, = Alternative hypothesis
MI-, = Mean aggregate factor scores
DECISION ON THE HYPOTHESIS

The acceptance or rejection of the null hypothesis depends on the F-calculated
(F-cal.) when compared to the F - significance (F - sig.) For example, if the F - cal
is greater ( > ) than the (F-sig.) then the null hypothesis is rejected thereby accepting
the alternative hypothesis. However, if the F-cal is less (<) than tk F-sig., then
reverse becomes the case.
5.26 THE ACTUAL TEST OF HYPOTHESIS ONE
This was done using the aggregate satisfaction scores. The individual aggregate
satisfaction scores were calculated using the formula below:
SF (x) agg = F ( X , ) .~ A, + F (x,)~.A, + . . . .F(X,)~.A4

where (x) agg. = aggregate satisfaction score.
,
x, . = factor scores of cases 1-4 factors.
A,, = eigenvalues of the four factors respectively.

Note: A, = 2.49, A, = 2.24, A, = 1.91, and A, = 1.15
See Appendices 3B and 4B for details.

The derived aggregate satisfaction scores were transformed into an aggregate
satisfaction variables. Thus, these aggregate satisfaction variables were subjected to
Analysis of variance (ANOVA). Here, the new aggregate satisfaction variable was
used to determine the existence of non-significant difference in the quality of service
perfbrmance of the company. The result of this analysis of variance (ANOVA)
showed the following:
F - cal. = 1.8144
F - sig. = 2.10
Therefore, F - cal. < F - sig. at 0.05 significant level, and so, the null hypothesis
was accepted. This means that there is no significant difference in the performance
of ENTRACO among its routes.
5.27 QUALITY OF SERVICE PERFORMANCE

Having determined that there is no significant difference in the performance
of the company across its routes, there is need td compute the composite and
individual route performance. This enables one to appreciate the level of the
performance described already as not being significant in difference.
The mean of the aggregate factor scores in each route were transformed into
percentage. The performances so determined are between the range of 42.3 percent
to 51.2 percent for the entire routes. The routes involved in the given range are
NsukkalOnitsha (Grp,) and EnugulPortHarcourt (Grp,) respectively. The composite
performance of the company as a single unit was eventually computed which came up
to 48.82 percent. There is no doubt that this does not express an impressive
performance. The quality of service performance is shown in table 23
TABLE 23: THE QUALITY OF SERVICE PERFORMANCE
COUNT MEAN MINIMUM MAXIMUM I PERCENTAGE
Grp 4 1 -4244
I I
Grp 5 1 22 1 -5.41 1 1
. .
It could be noticed that from the table that &en the initial summary of the
aggregate scores in the group mean is a sure way to start appreciating their
satisfaction. The positive (+ve) and negative (-ve) satisfaction scores represent the
regions of satisfaction and dissatisfaction respectively. Therefore, in the process of
developing this model for conversion to percentage, a neutral score of 0.000 being the
mid-satisfaction point was taken to be 50 percent. It was thus assumed that groups
within the satisfaction region are those with performance of above 50 percent while
those with less than 50 percent belong to dissatisfaction region. In this case, the only
108
r o ~ ~ t that
e s attained satisfaction level are EnuguIPort Harcourt with 51.2 percent, and
EnuguINsukka with 49.9 percent (considered 50 percent by approximation). All other
routes are below satisfaction level. It is very clear that even the two considered as
performing at a satisfactory level are doing so at very low rates.
It is equally important to state that the scores that were being converted to
these indices (percentage) were scaled against their potential scores (minimum and
rnaxin~um scores) derived from the respondents satisfaction rating. This is an
interesting method because indices derived through this model is very realistic based
on attainable staildard of the study area instead of being based on non-existent
imaginative ideal.
The actual computation of the relative satisfaction score indices appliedXthreetypes of

this model. These are Relative Aggregate Satisfaction Score Indices of Commuters
(RASSIC), Total Relative Aggregate Satisfaction %core Indices of Commuters
(TRASSIC), and Relative Satisfaction Score Indices of Attributes (RSSIA). See
Appendix 5.
The Relative Aggregate Satisfaction Score Indices of Commuters (RASSIC) is

the measure of relative weights or satisfaction derived from aggregate satisfaction
factors within a given group.
For ail negative aggregate scores:
RASSIC = 5 0 - (the aggregate mean score x 50)
minimum aggregate score 1
For all positive aggregate scores:
RASSIC = 50 + (the aggregate mean score x 50)

maximum aggregate score 1
The Total, Relative Aggregate Satisfaction Score Indices of Commuters
(TRASSIC) is the measure of relative weights or satisfaction derived from the total
aggregate satisfaction factors for the entire routes.
For all negative total aggregate scores:
'I'RASSIC = 50 -(Total aggregate mean score x 50)

Overall minimum aggr. score 1
It is based on this TRASSIC that 48.82 percent was computed as the overall
performance of ENTRACO. On the other hand, the two proceeding iormulas were
used to determine the individual routes performance of the aggregate factor score. The
close range of performance among the routes (42.3 to 51.2 percent) explains more the
earlier proof that there is no significant difference in the performance among the
routes. In fact, they were performing relatively not satisfactory and at a very close
range.
5.28 THE RESEARCH HYPOTHESIS TWO
This hypothesis addressed the research question (vi) and used each of the
factors as satisfaction attributes individually to investigate the validity of the statement

of the hypothesis.
NULL HYPOTHESIS (HJ:
There is no significant difference in the satisfaction attributes as measured by each of
the factors (F,-F,) separately among the routes of the company.
There is a significant difference in the satisfaction attributes as measured by each of
the factors (F,-F,) separately among the routes. The four factors were subjected to test
one after the other. In the end, only the first factor (F,): Scheduling that proved
significantly different. This factor (scheduling) has the following attributes in its sub-
system:
Regularity of service
Availability of buses
Frequency of bus trips
Condition of buses(Reliabi1ity)
- Observation of time schedule.
The results and decision on these four hypothetical tests are as follows:
(i) Factor 1: SCHEDULING
F - cal = 9.3409
F - sig. = 2.80
Since F - cal (9.3409) > F - sig. (2.80) at P>0.01
Xull hypothesis was rejected: This implies that there is a significant difference in the
satisfaction of scheduling among the routes.
(ii) Factor 2: SAFETY
F-cal = 1.4429
Since F-cat (1.4429) < F-sig.(2.80) at P>0.01
Xu11 Hypothesis was accepted
Therefore, there is no significant difference in safety satisfaction among the routes.
(iii) Factors 3: COMFORT AND CONVENIENCE

. \
Since F-cal. (2.0756) < F-sig. (2.80) at P>0.01
Xu11 hypothesis was accepted.
This also means that there is no significant difference in this factor's satisfaction
among the routes.

(iv) Factor 4: TRANSPORT FARE
F-cal = 0.4088
F-sig. = 2.80
Since F-cal (0.4088) < F-sig. (2.80) at P > 0.01.
Null hypothesis was accepted
This implies that there is no significant difference in the satisfaction of transport fare
m o n 9 the routes.
5.29 SCHEDULING AND OTHER FACTORS AS THEY INFLUENCE THE
PERFORMANCE OF ENTRACO
Scheduling was identified as the worst factor responsible f o r the poor
performance of the company. In other words, the commuters' highest level of

' Y
dissatisfaction is associated with the attributes of scheduling.
Apart from derermining which of the factors that showed significant difference
by rejecting the nu1l hypothesis and non-significant difference by accepting the null
hypothesis, further important computation was done. Thus, Relative Satisfaction Score
lndices of Attributes (RSSIA) was applied to transform the individual factors into
percentage according to the routes (Grp I-Grp7). The computation is shown in table
113
24. This was computed based on the analysis of variance result of the research
hypothesis two which is shown in Appendix 6A.
TABLE 24: RELATIVE SATISFACTION SCORE INDICES OF
ATTRIBUTES (RSSIA) OF THE FOUR FACTORS.
I1
J
RELATIVE SA'fISFACTION IN PERCENTAGE
GROUP FACTOR FACTOR FACTOR FACTOR

I 2 3 4
Grp 2 43.9 50.1 51.8 48.4
Grp 3 48.3 66.4 42.2 53.5
Grp 4 66.5 49.0 47.2 49.3
Grp 5 26.1 46.2 5 1.2 46.9
Grp h 33.3 46.8 66.4 54.2
AVERAGE 42.2 1 49.8'. I 52.8 50.8
The computation of the table above was done using these formulas:
For all negative scores:
RSSIA = 50 - (mean factor score of the route x 50)

minimum factor score of the route 1
For all positive scores:
RSSIA = 50 + (mean factor score of the route x 50)

maximum factor score of the route 1
From the table, it is clearer why the first factor was accepted as having
114
significant difference. Scheduling has the lowest individual route relative satisfaction
01' 26.1 percent along NsukkaIOnitsha route while at the same, scoring as high as 66.5
percent for EnuguIPort Harcourt. Grp 1 (EnugulNsukka) and Grp 7 (AbujalEnugu)
are two other routes that were able to attain satisfactory performance level for
scheduling. The record indicates that scheduling was best achieved at the long distance
liters state routes as in the case of EnuguIPort Harcourt route. On the average, it is
outstandingly clear that factor 1 (scheduling) is the least satisfactory with 42.2
percent. The other three factors have the average of 49.8 percent, 53.8 and 50.8
percent respectively. Besides, none of [lie last three factors showed any significant
dif'l'el-ence among the routcs
SAFETY: 'This has tht: least average satisfaction after factor 1 . This factor 2
(Safety) recorded an average of 49.8 percent satisfaction. This factor*includes safety
from accidents, theft, and other dangers. ENTRACO enjoys safety attributed to its
past glory as sovernment owned establishment. Ibfact, a commuter ones said that even
if he was going to die while travelling. it was more dignified to die in government
vwned mass transit company.
Only three routes recorded satisfactory level of safety. These are
EnugulOnitsha route with 66.4 percent, EnuguIAbakaliki route with 50.1 percent and
EnugulNsukka roilte with 51.8 percent. AbujalEnugu route, however, recorded the
least level of r ,fl.ty satisfacrion of 38.2 percent. Probably, the absence of armed
m u r i t y escc tc lor such a long journey which is available in most private mass transit
conipaniec i responsible for the low expression of safety satisfaction. This is shown
111 Appendix 6B.
Comfort and Convenience: This factor 3 recorded the highest average
satisfaction of 52.8 percent. The impressive performance for comfort and convenience
could be attributed to the company's provision of amenities like video at the depots
~o entertain the commuters. level of music entertainment in their buses, and good
environment control and orderliness in the company premises.
The provision of comfort and convenience by the company is presently
declining. This is responsible for not having an average satisfaction of not greater than
52.8 percent for this factor. I-Iowever, there are variations recorded for the level of
provision of this factor. Four routes recorded satisfactory provision of this factor. The
routes are NsukkaIOnitsha with 5 1.2 percent, EnuguIAbakaliki with 5 1.8 percent,
EnuguINsukka with 65.3 percent, and AbakalikiIOnitsha route with 66:4 percent. The
level of provision of comfort and convenience is generally high to the extent that the
least satisfaction recorded was 42.6 percent obtaikd along EnuguIOnitsha route.
I'liese figures were derived from the computation in Appendix 6C.
Transport Fare: This factor 4 is another area where the company has recorded
an encouraging satisfaction by the commuters. This is because ENTRACO charges
cheap transport fare. In fact, its fare is either less or equal to the charge of any other
mass transit company.
The average satisfaction recorded for its fare is 50.8 percent. The three most
itnptessive' satisfaction record of this factor are 53.5 percent recorded along
116
E~~uguIOnitsharoute. 53.9 percent from AbujaIEnugu route, and 54.2 percent
I-ecordedalong AbakalikiIOnitsha route. The least satisfaction of this factor which was
46.4 percent got recorded from NsukkaIOnitsha route. See Appendix 6D.
In summary, the three factors with impressive satisfaction records (safety,
con~tixtand convenience, and transport fare) should not be allowed to decline.
However, scheduling which proved significantly different should be given adequate
attention in recommendation to reverse its contribution in the performance of the
company. This points to improving the attributes of scheduli~lgby tackling poor
re_gularityof service, inadequate availability of buses. poor frequency of bus trips, bad
condition of buses which makes them unreliable, and non-observation of time schedule
ro a satisfactory level in all the routes.
5.30 VIABILITY PERFORMANCE O F ENTRACO

' :.
(Addressed the Research Question V).
Satisfaction attributes are undoubtedly vital indices for evaluating the performance of
;i mass transit company. However, this can not be complete or achieve the desired
results without due considerations to its financial position. Hence, this research
evaluated not only the satisfaction attributes of commuters' but also the viability
performance of ENTRACO. Besides, bus facilities available were equally included the
evaluation in recognition of the fact that "a key determinant of the performance of the
company is its stock of buses for mass transit operations" (Mba, 1989).
The annual income generation, operational cost and number of buses available
between 1989-1997 were obtained from the management of ENTRACO for the
evaluation while the net profit was deduced from the given data. These are shown in
the table below.
TABLE 25: VIABILITY DATA OF ENTRACO
TOTAL OPERATIONAL NO OF INFLATION

YEAR INCOME(N) COST (#) BUSES RATE (#)
Sources: (a) Planning Research and statistics of ENTRACO 1998.
(h) Federal Office of statistics, Lagos for the Inflation Rate,
,
In order to achieve a uniform and meaningful evaluation, the given inflation
rate which was vbtained the Federal office of statistics, Lagos was used to index (de-
inflate) the amount of money above into a common base year of 1989. See table 26
tor the indexed values.
TABLE 26: INDEXED AMOUNT OF MONEY
YEAR TOTAL INCOME(N) OPERATIONAL NET PROFIT (N)
COST(N)
1989 28,700,000 19,961,318.57 8,738,681.43
1990 24,081,822.41 21,223,178.80 2,858,643.61
1991 23.102 ,092.80 21,886,739.48 1,215.353.32
1992 18,891,757.75 17,339,084.85 1,552,672.90
1993 13,854,751.75 6,947,439.12 7d12.63
1994 10,245,895.35 8,770,555.42 1,475,339.93
1995 5,615,448.08 5,165,699.21 449,748.87

.
1996 2,356,687.58 1,688,819.36 667,868.22
1997 1,843,617.81 1,730,010.37 113,607.44
If Cost-Benefit analysis is anything to go bjl, the company remains viable. This
is because the difference between the total income and operational cost is positive and
greater than zero for the entire period of study.
. However, the income generation and the net profit are continually facing
critical decline. While the income generation in 1989 stood at above N28 million, it
dropped as low as fd1.8 million in 1997. The net profit in 1989 was as high as N8.7
million and less than #. 12 inillion in 1997.

119
The profitability ratio also indicated much facts concerning the efficiency of
the company's operation. By using profit margin as a quotient of the net profit and the
total income. it was shown that the company performed best in 1993 followed by 1989
where the ratios of the performance were .50 and .30 respectively. The worst were
experienced in 1991 (.05). 1992195 (.08) and 1997 (.06). The years involved in the
poor financial performance revealed that the creation of more states in 1991 and 1996
had negative effect on s ~ l c government

l~ programmes.
The creation of mole prates reduced the bus facilities drastically coupled with poor
management which rf sulrerl in closing down a great number of the less viable routes.
'These changes nec .mitated the eventual trimniing down of the staff strength of
EN'fIIACO. All these have been affecting the general performance of the company
as shown in the subsequent sections in details. Worst still, the capability of the
management left to pilot the affairs of tlie company has not been wonderful to turn
around tlie ill effects of the disintegration process ofuthe company.

5.31 THE RESEARCH HYPOTHESIS THREE
In order to have more detailed analysis of the company's viability performance,
an aiialytical tool (Multiple Linear Regression) was used to determine the strength of
~.elationsliipbetween the dependent and a set of independent variables. Thus, the
dependent variable (y) which is net profit was tested against the independent variables:
total income (x,), total operational cost (x,). and number of buses (x,).
'The amounts of money involvecl in this analysis were adjusted to millions of naira
120
for easier ~nanipulation as shown in table 27. This table was used for the third
hypothesis' testing by applying multiple linear Regression (MLR).
TABLE 27: MULTIPLE LINEAR REGRESSION DATA
NET PROFIT TOTAL TOTAL NO OF

Y1:AR (HM) ( Y ) INCOME(HM) OPERATIONAL BUSES
(X,) COST (HM) (X,) (XJ
NULL HYPOTHESIS (H,)
There is no significant relationship between the declining net profit of ENTRACO
(y) and its total income generation (X,), total operational cost (X,), number of buses
available (X,).
, 'The above statement can be expressed mathematically as:
H,,: B, = B2 = B, = 0
The is a relationship between the declining net profit and the total income,
operational cost, number buses available.
Matlieniatically expression of this statement is given as:
I-I,: B, # B, # B, # 0 .
The detailed mathematics and computation of Multiple Linear Regression (MLR)
are. shown in Appendix 7A.
The result of the computation shown in Appendix 7B indicates that F-cal
(953889.81438) > F o (12.06) at 0.01 level of significance. Therefore, the null
hypothesis was rejected thereby accepting the alternative hypothesis. Thus, it was
concluded that there is a relationship between the net profit of ENTRACO and its total
income generation, total operational cost, number of buses available.
There was need to determine the strength of such relationship that was
identified. 'Illis led to the computation of co-efficient of determination (R2). This
showed that the strength of the relationship (R2) is 0.988 which is about 98.8 percent.
This implies a very strong relationship. It follows that there is a very strong
relationship between the declining net profit and total income generation, high
operational cost, limited number of buses available in ENTRACO.
In order to evaluate the individual contribution of the independent variables to
the stated relationship, the partial correlation ratio (Beta) also known as standard co-
efficient of the model was applied. The Beta indicates that the number of buses
122
available contributed most (4.455) followed by total income generatio11(3.2456), and
finally the high operational cost (-2.750) which is adversely affecting the net profit.
5.40 ADMINISTRATION OF ENTRACO
The administrative capacity and efficiency of ENTRACO have been badly reduced
due to a number of factors. These factors include shortage of vehicles due to
breakdown. inadequate maintenance of existing ones. and the effect of creation of the
new Anambra state and Ebonyi state.
5.41 ASSIGNMENT OF ROUTES
According to information from ENTRACO, assignment of routes depends very
much on the demand of commuters and availability of buses. In the early and booming
periods of the company, it operated not less than 9 intra-urban bus rbutes services
within Enugu metropolis. The intra-urban routes are no longer in operation. The
company also had about 22 depots and over 30 routes of inter-urban or inter-state
services when it was more viable and efficient. See table 28 for the depots and routes.
It is unfortunate that the company presently has not more than 7 functional routes.
Even the functional routes are not having regular and sufficient buses to satisfy the
demand of the commuters. Froni all available indications, Enugu - Nsukka route
stands out as the most functional and active route. It enjoys the highest fleet of buses
for inter-urban mass transit service.

TABLE 28: FORMER ENTRACO DEPOTS AND ROUTES
DEPOTS ROUTES
1. Abakaliki (AB) EN-AB, AB-IK, AB-NS, AB-ON, AB-AM.
2. Abujia (AJ) EN-AJ.
3. Affa (AFF) EN-AFF.
/[4
~ - --
A k s (AK) EN-AK
1 5 . Arnagunze (AZ) I EN-AZ
1 6. Amawbia (AM)
1) 7. Enugu (EN) I EN-ON, EN-NS, EN-AB, EN-AM. E N - 0 B
8. Enugu Ezike (EE) EE-NS, EN-EE, EE-ON,
9. Gariki (GAR) GAR-PH, GAR-OW, GAR-AZ, GAR-AWGU
10. lkwo (IK) IK-AB, IK-ON
1 1. JOS (JS) EN-JS
12. New market (NM) NM-UK, NM-AFF, NM-AK, NM-OKP, NM-OJI
I
13 Nsukka (NS) EN-NS. NS-ON, NS-EE, NS-OB. NS-AM, NS-AB
1 14. Obollo Affor (OB)
- - -
EN-OB. OB-ON. 0 8 - A J , OB-JS. OD-NS
- --
15. Oghe (OGH) EN-OGH, , '
16. Oji River (OJI) OJI-NM, OJI-INYI

17. Okpatu (OKP) OKP-NM
18. Onitsha (ON) EN-ON. ON-NS, ON-OB
19 Owerri (OW) OW-GAR
20. Port Harcourt (PH) PH-GAR
2 1 . Ukehe (UK) UK-NM
IL I
Source: Planning, Research and Statrstics of ENTRACO, Enugu.
5.42 MANAGEMENT AND MAINTENANCE OF BUSES
The buses of the company have drastically reduced to unacceptable number.
As at the period of this study, ENTRACO had about 32 buses. This number is unfair
124
L O ;I Company wllicll once enjoyed over 60 operational buses. This implies that the
company was operating at the level of not greater than 50 percent of its former
~iunlberof buses. Apart from the reduction of the number of buses due to the asset
sharing after the creation of new states, there was poor maintenance attitude to the
,~vallablebuses. All these are responsible for the current limited number of operational
routes and unsatisfactory level of mass transit services.
Although the company has maintenance workshop and there was claim that the
vehicles were usually engaged ill nlaintenance as soon as breakdown occurred, the rate
at which broken down buses are still abandoned at the Emene headquarters is an issue
of concern. See figures 8a&b for the pictures of some of the abandoned buses at the
workshop.
There was a story at the course of interview of this study that the state
9overntnent acquired 30 motor engines for the purpose of re-activating some of the
abandoned buses. This is a laudable idea of moving the company forward. However,
h e I'act of this story reniains an illusion since the implementation effect has not been
felt in the services of ENTRACO for a period now long over due. In order to make
up for this serious short fall in the number of buses available for their services,
private bus operators are encouraged to register and operate under the company's
special arrangement.
The income generation from such private operators are shared in the ratio of
25:75. This means 25% for the company and the remaining 75% for the owners of
such buses.
5.43 STAFF STRENGTH OF THE COMPANY

'The declining performance of ENTRACO did not leave the staff strength
unaffected. In the same manner the buses were reduced after asset sharing and due to
break down of buses. so were the number of its staff affected. The latest information
from the personnel office of ENTRACO placed the staff strength at a total of 118
workers. The details are shown in table 29. It is necessary to specify that out of the
total numbers, only 13 workers were members of senior management staff including
7 of them on secondment from the supervisory ministry. Thus, the junior staff
remained 105 in number. .

TABLE 29: STAFF STRENGTH OF ENTRACO
OFFICE NO OF STAFF
General manager's office 7

L
Administration 24
Operations 69
Accounts 18
1 TOTAL I118 1
11
I Source: Personnel Office of ENTRACO: Enugu. 1998.
This shows that the low and unsatisfactory level of.ENTRAC0 as observed by
the commuters equally affected the number of workers since it led to the retrenchment
of some members of the staff in 1997. Therefore, the benefit of job provision for the
qtate and indeed the entire nation was placed at a disadvantaged position. It means that
the company is not satisfactorily contributing in tackling the problem of high
unemployment level in the country.
5.44 THE MANAGEMENT OF ENTRACO
At the apex of the management of ENTRACO is the general manager. He is
the main controller and director of the administrative affairs of the company. See
figure 9 for the organogram of ENTRACO.
I GENERAL MANAGER 1 .
Fig. 9: ENTRACO'S ORGANOGRAM

FINANCE OF THE COMPANY
This is an essential department fur the management of any organisation.
EN'I'RACO like every other viable organisation has the finance department manned
by the finance officer/Accountant and the schedule officers (eg Cashiers and
Accounts clerks). Some of the duties of carried out by the department include the
Vollowing:
(i) Receiving and keeping the money realised from collection and other sources
of income generation.
(ii) Prepare payments of staff salaries and other expenses.
(iii) Keep up -to-date records of the general financial transactions of the
organisation, etc.
ADMINISTRATION
' ,.'
This takes care of recruitment of staff, posting and assignment of duties.
Besides, it monitors the general performance of the organization. It works through
its personnel unit in achieving the following roles:
(i) Policy initiation and formulations
(ii) Advice
( iii) Service
.-
(iv) Cvntrvl
. It is responsible for proposing and drafting new policies or policy revisions to

cover recurring problems or to prevent anticipated problems.
'I'his provides counsel and advice to the line managers for the proper functioning
of the company.
'The service responsibilities are apparent when one examines such issues as the
mployment, training, and benefits functions.
'The staff of this department also carry out important control functions by
monitoring the general performance of the company. This is to ensure that established
policy. procedures. and practices provide the desired result.
OPERATIONS DEPARTMENT
'The operations department is in-charge of the supervisory role of the company.
rhis is a very iniportant function because every operator needs a good 'supervision to
ensure that crews work according to the schedule. Supervision are needed to react to
.
the inevitable problems, such as breakdowns, which can disrupt the service. Hence,
''a well trained team of responsible supervisors is a valuable asset for any bus operator
wishing to provide a reliable service to the public" (Armstrong, 1989) went further
to emphasis that with out them, the best planning in the world can be wasted.
'I'his important duty is co-ordinated by the operations manger. He works hand in
lxm! with the depots managers and other members of staff at the depots.
SECURITY
This is the watch dog of ENTRACO. The security staff are required to provide
130
freedom of dangers to life as well as securing the company's property and the
commuters' loads.
The security officers are not only available at the headquarters of the company at
Emene. Enugu but also at all the depots. They provide 24 hours service on shift
schedule. In fact it is an essential duty department of the company.
5.50 HIGHLIGHT OF THE RESPONDENTS' OBSERVATIONS
This is the highlight of the observations and responses from the commuters
concerning even the non-satisfaction attributes of the questionnaire. These include
observation of time schedule, awareness of routes and suggestions for more routes,
transport fare and its comparison. condition and type of buses. what one values most
in the choice of transport mode. what commuters likelhate most about fhe services of
ENTRACO .
5.51 OBSERVATION OF TIME SCHEDULE

.
Adherence to time schedule used to be fair in the past when there were sufficient
buses at ENTRACO depots. However, the reverse is the case nowadays that
insufficient buses has made scarcity of passengers a common experience at
ENTRACO. They waste indefinite long time waiting for commuters who have long
been discouraged due to their non-observation of time schedule. About 88 percent of
the respondents confirmed that there is no observation of time schedule currently by
the management of ENTRACO.

131
A number of reasons have been given for the long waiting time before bus
departure. See table 30. The highest number of the respondents 37 percent attributed
this long waiting time to scarcity of passengers.
l'AI$I,E 30: REASONS FOR LONG WAITING TIME BEFORE BUS
DEPARTURE.
(1 REASONS NO O F RESPONDENTS I PERCENTAGE
+I Insufficient buses
Too many passengers
1) Scarcity of passengers
Management
---t Type of buses used
1 TOTAL
Source: Research field survey, 1998.
The scarcity of passengers is not caused by reduction in people's rate of travelling by
bus but high level of unsatisfactory service which makes commuters to resort to other
ahelmnative modes. In fact, about 31 percent of the respondents considered
management inefficiency as being responsible for the long waiting time at the depots
while about 20 percent attributed this to insufficient buses.

132
5.52 AWARENESS OF ENTRACO ROUTES AND SUGGESTIONS FOR
MORE ROUTES
About 67 percent of the sampled commuters claimed to be aware of other routes
that ENTRACO buses ply. The number of commuters is high enough to give
reasonable and reliable suggestions for the improvement of the ENTRACO routes.
Table 31 shows the suggestions for what they considered necessary to improve
ENTRACO routes.
'TABLE 31: SUGGESTIONS FOK MORE ROUTES
I RESPONDENTS I PERCENTAGE 1
1 (a, ~ Z u g ~ e s t i o n
- -- -
90
- -
-
33.1 1
(b) Re-activation of old inter-urban1
state routes closed or in decline 78 28.7
(c) More new inter-state routes like '- h
Lagos, Benin. Bauchi, Kaduna, etc. 65 23.9
i1l (d) Intra-City (Town service) for

Enugu and other urban centres
(e) Rural routes I 27 I 9.9 1
/I TOTAL
1'
I
I
272 I
I
100.0 1
I1
The number that suggested that the old inter-urban state routes closed or facing
services decline should be re-activated is about 29 percent. More inter-state routes
were equally suggested. About 24 percent of the respondents made the suggestion with
specific reference to cities like Lagos, Benin, Bauchi, Kaduna, etc. While less
~ignificantnumbers of about 4 percent and 10 percent suggested intra-city (town
service) and rural routes respectively, about 33 percent remained silent on the route
issue. Thus, there is higher demand for inter-city routes than intra-city service.
5.53 TRANSPORT FARE AND ITS COMPARISON
The sampled cornmuters were very much aware of the prevailing transport fare
for their routes since alnlost the entire respondents (97 percent) have used other
con~nlercialvehicles for the same routeldestination. See table 32.
TABLE 32: USE OF OTHER COMMERCIAL VEHICLES APART FROM -
EN'I'RACO TO TRAVEL THIS SAME ROUTE
USE NO O F PERCENTAGE
.
RESPONDENTS
YES 263 !, L
96.7
NO 9 3.3
TOTAL 27 2 100.0
Source: Research f~eldsurvey, 1998.
When comparing the fare, it was identified that a greater number of them were
satisfied. However, while about 43 percent considered the fare cheap, about 50
percent classified it as being normal when compared with other mass transit buses in
town. On cost reduction for special groups. it was confirmed by about 90 percent that
there was no reduction for special groups like student, children, and senior citizens.
5.54 CONDITION AND TYPE OF BUSES
Poor condition of buses used to be one of the reasons why commuters tend to
desert ENTRACO. The commuters' opinion on the frequency of breakdown of
ENTRACO
buses is shown in table 33.
TABLE 33: FREQUENT BREAK DOWN OF BUSES WHILE TRAVELLING.
OPINION NO O F RESPONDENTS PERCENTAGE
YES 143 52.6
NO 129 47.4
TOTAL 272 100.0

Source: Research f~eldsurvey, 1998. .
'The condition of their buses used to be very disappointing. Whenever it happens,
the,passengers do not have special or guaranteed..ch;roge of vehicle unless by chance.
The chance comes only if there happens to be ENTKACO bus plying the same route
with a space to accommodate the stranded passenger. This break down is not strange
to their buses. This is why about 53 percent of the respondents attested to the frequent
break down of the buses while travelling. The implication of the frequent break down
is that the passenger may end up paying for another vehicle. Alternatively, the
passengers can wait endlessly for the bus to be repaired. So, the delay experienced by
..
the passengers are not only during the loading, dropping and picking up passengers
on the way but also due to break down of vehicles.

135
'The type of buses used by ENTRACO is another important area for consideration.
In order to find out how commuters feel about the size1 type of buses available and
how to meet the desire of the commuters, a useful response is recorded in table 34.
About 38 percent responded in favour of mini buses. 18 percent for intermediate1 mini
buses. 18 percent for intermediate buses alone, and 17 percent for bigger buses1
minibuses. The number that favoured bigger buses only was about 7 percent. Since
this findings point to the combination of three types of buses, a further a r ~ l y s i sto
determine the proportion is necessary. It was therefore determined that provision of
h s e s for ENTRACO that will best satisfy the commuters will be in the proportion of
60 percent for mini buses, 28 percent for intermediate buses, and 12 percent for
bigger buses. See figures 10a,b&c for the type of buses being discussed.
TABLE 34: THE TYPE OF BUSES CONSIDERED APPROPRIATE
TYPE OF BUSES NO OF PERCENTAGE

RESPONDEYT
Bigger buses 20 7.4
Intermediate Buses 48 17.6
Mini buses 10 37.5
Bigger buses1 mini buses 47 17.3
Intermediate buses/ mini buses 55 20.2
TOTAL 272 100.0
I'he stated proportion for desirable buses combination was derived based on the
separate percentage for each of the bus types.

F.. ,
Fig. 100
BIGGER BUS
137
5 . 55 WHAT ONE VALUES MOST IN CHOICE OF TRANSPORT MODE
Safety was recorded as the attribute most desired by commuters in their choice of
transport mode. It had a lion share of about 69 percent. The next attributes highly
desired are reliability, comfort, speedltiming which recorded 12, 8, and 7 percent
respectively. The high rating for safety must have much to do with the high level of
tt-ust for safety the public expect from government owned company. See table 35.
TABLE 35 : WHAT ONE VALUES MOST IN CHOICE OF TRANSPORT
MODE.
ATTRIBUTE NO O F RESPONDENTS PERCENTAGE
SpeedlTiming 18 , 6.6
Safety 188 69.1
Cheapness 9 x 3.3
comfort 24 8.8
Reliability 33 12.2
TOTAL 272 100.0

Source: Research held survey, 1998.
The efforts did not end up in finding out what the commuters' desire. It was
investigated further in order to find out how far ENTRACO satisfies such desire. See
..
table 36 for the details.
TABLE 36: HOW FAR ENTRACO SATISFIES THE ATTRIBUTE ONE
VALUES MOST
SATISFACTION NO OF RESPONDENTS PERCENTAGE

LEVEL
Very satisfied 21 7.7
I 1
-- -- - - -
Satisfied I 134 49.3

Barely satisfied
Unsatisfied I
72
27 I
26.5
9.9
I1
Very unsatisfied 18 6.6
TO'I'AL 272 100.0
'The highest satisfaction level was that of the group that felt satisfied which formed
about 49 percent of the entire levels. The next being 26.5 percent were the
respondents that were barely satisfied. The unsatisfied ones made up about 10 percent
while very satisfied and very unsatisfied contribut6d~7r7and 6.6 percent respectively.
5.56 WHAT COMMUTERS LIKE AND HATE MOST ABOUT THE
SERVICES OF ENTRACO.
In order to find out the attribute(s) that the commuters like most, the respondents
were given unguided open-ended opportunity to state the attribute(s) themselves.
From their response. it was deduced that the commuters were most satisfied with the
. .
level of safety being provided by ENTRACO. In other words, they like safety being
provided by ENTRACO most just the same way this attribute influences their choice
of transport mode. As shown in table 37, safety alone is liked most by about 33
percent of the commuters.
TABLE 37: WHAT ONE LIKES MOST ABOUT THE SERVICES OF

ENTRACO
ATTRIBUTES NO OF PERCENTAGE
RESPONDENTS
/I Cheapness 1 84 I 30.9
safety I 89 32.7
Comfort 9 3.3
Reliability 3 1.1
Introduction of ~nini-buses
6 2.2
Availability of buses 3 ' 1.1
Neatness 3 1.1
Nothing 'special 75 ' 27.6
TOTAL 272 100.0
Source: Research f~eldsurvey, 1998. . .,
Next to safety as the attribute that the commuters like most is the cheapness
of the transport fare. This indicates about 31 'percent of the commuters. These two
attributes are the ones that are significant in number as being liked most. However,
about 28 percent were undecided about what they like in the services of ENTRACO.
In.the same manner of stating what the commuters liked most, they were equally
requested to state what they hated most about the services of ENTRACO. It was
discovered that Time wasting (delay) as shown in table 38 came top-most.

TABLE 38 :WHAT ONE HATES MOST ABOUT THE SERVICES OF
ENTRACO.
!I ATTRIBUTES 1 NO O F
RESPONDENTS
PERCENTAGE
Size of buses used 9 3.3
Limited routes 6 2.2
Scarcity of buses 27 9.9
Management Inefficiency 12 4.4
Delay(Time wasting) 101 37.1
Staff Rudeness 18 6.6
Discomfort I 15 I 5.5
\
Break down of vehicles 54 19.9
Nothing in particular 301. L

11.0
TOTAL 272 100.0

Time wasting appeared to be the ;.[tribute that worst affect the patronage of
ENTKACO. This was determined to bt. :~l'fectingabout 37 percent of the commuters.
The next attributes hated most were break down of vehicles and scarcity of buses
which formed about 20 percent and 10 percent respectively. In order to reverse the
..
trend of low patronage of ENTRACO. these major attributes that affect the interest
or desire of the colnmuters will be adequately addressed.

5.57 THE NATURI!: OF JOURNEY BEING EMBARKED UPON BY EACH
OF THE COMMUTERS
The journey pattern of the study area was examined. This was handled by each
commuter sating the nature of his or her trip at the time of this survey as shown in
t.able 39. It was discovered that visitation accounted for 36.8 percent of the
commuters. This was followed by academic purpose which rated 35.3 percent. This
confirms the concentration of important institutions of learning within the study area.
'TABLE 39: NATURE OF THE COMMUTERS' TRIP
TRIP NO OF RESPONDENTS PERCENTAGE
Business 42 15.4
Academic 96 35.3
Office
. . work 32 11.8
Visitation . 100 36.8

" h,
Pleasure trip 2 0.7
TOTAL 272
Source: Research held survey, 1998.
Business and office work are next two of importance. They had 15.4 and 11.8
percent respectively. These are indications that a lot of the journeys made in or out
uf flie state are concerned with business purpose. On the other hand, the reasonable
percentage of office work is an indication that Enugu remains a civil service city. The
knowledge of all these are important in planning for an efficient and sustainable mass
transit service in Enugu.

CHAPTER SIX
RECOMMENDATIONS AND CONCLUSIONS
6.10 INTRODUCTION
The research finally identified that the problems of providing qualitative
cerviceslmanpower, poor maintenance structure, and inadequate finance as gravely
affecting the mass transit services. Therefore, recommendations were provided for
improving the quality of services by adequately addressing, most importantly, the
scheduling factor through improved manpower. maintenance structure, adequate
finance strategies, and research and evaluation.
6.20 RECOMMENDATION FOR QUALITATIVE SERVICES
Scheduli~igfactor which was discovered to be most significantly affecting the
services of the company has the following as its components' recommendations:
Improvement of availability of buses -I ' .:I
- . Recommendations for achieving high regularity of service
Better condition of ENTRACO buses
Improving the frequency of bus trips.
6.21 RECOMMENDATION FOR IMPROVEMENT OF AVAILABILITY OF
BUSES AT ENTRACO DEPOTS
Availability of buses is .very

.
much crucial for every mass transit company.
Hence, Mba (1989) stated that a key determinant of the performance of the company
is its stock of buses for mass transit operation. In fact, every other satisfaction
attribute of the commuters hinges on availability of buses.
Transportation is potentially a viable industry. This is because the provision
of transportation services is itself one of our leading forms of business enterprises
(San~psonIFarris5,1976). Yet, they maintained that the most important aspect of
transportation is that it supplies essential business services (Ibid). Therefore,
commercial venture into this area of service suppose to operate with full capacity of
adequate number of buses. Many transport companies especially the private sector-
operated mass transit companies are doing well in this regard. Thus, there is no
justification for the current existing poor availability of buses at the ENTRACO
depots. Worst still, this ugly development has resulted in the closure of many
ENTRACO bus routes.
More buses should be acquired through an intensified action of more organised

.. :r.
'
management of ENTRACO. This should be achieved through the assistance of the
state government as consolidation support from the federal urban mass Transit
Agency, urban Development Bank of Nigeria (UDBN), and through the spirit of
sustainable cities programme (Stakeholders' involvement).
In providing the buses, care must be taken to provide the right type of buses
. .
for maximum utilization. It has been noted that the type of buses being provided in
the past used to be lopsided. Based on the research findings, the buses should be
provided in the following proportion:
I Mini buses (60%)

.,
11 Intermediate buses(28 %)
iii Bigger buses (12%)
The variety of the buses being recommended is equally very essential as a
strategy for controlling the effect of acute fuel scarcity frequently experienced in the
country. So, diesel driven buses are expected to be integrated into the system to
moderate the situation. Adequate consideration should equally be taken in assignment
of buses to routes. The highly loaded routes of intra and inter-city services should be
assigned the bigger buses especially at the peak hours and occasions. Then, the mini
buses and the intermediate buses should be for inter-city routes as ;equired by the
volunle of commuters.
:, \
e u
On the supply of mass transit buses, the 'federal Government must properly
address the issue according to Adeleye (1998), this could be tackled by strengthening
PAN. ANAMCO, Niger Motors in order for them to produce enough buses for
moving the masses.
6.22 RECOMMENDATION FOR ACHIEVING HIGH REGULARITY OF
SERVICE
It is being recommended that bus service should be regularised through a new
management of defined result - oriented mass transit system. The application for the
145
earlier described pragmatic multiyear program plan is necessary for achieving the
regularity. A very regular service enables the commuters to be sure of the opportunity
available for them to plan their journey appropriately.
The expected improved regularity will definitely attract more commuters and
help to re-popularize the mass transit company.
6.23 RECOMMENDATION FOR A BETTER CONDITION OF
ENTKACO BUSES
Poor condition of buses discourages commuters from patronising the
concerned mass transit company. Therefore, it is recommended that the condition of
the buses should be improved. This should be achieved by embracing maintenance
culture of higher order to avoid mismanagement of the past and preseht.
Buses should not be allowed to be grounded before they are given adequate
.. '
:
.I
repair. The workshop of the company should therefore be kept up-to-date.
6.24 RECOMMENDATION FOR IMPROVING THE FREQUENCY OF BUS
TRIPS
Frequency of bus trips is greatly dependent on the number of vehicles
available and the corresponding good number of commuters. However, if these
necessary conditions are put in place to achieve improved frequency of trips, efforts
should be made to ensure that all these are not under-mined through unnecessary
delays at depots, frequent breaking to pick and drop passengers along their routes and
other forms of carelessness.
6.30 DEVELOPMENT OF QUALITATIVE MANPOWER
The process in which workers turn out to be square pegs in round holes
should be reversed. Professionals should be employed to man all departments of the
company. In fact, adequate professional staff should be engaged in planning,
~mplementation, financing, operations. research and review of the activities of
ENTRACO. When appropriate staff (professionals) come into the work force,
employee wants and motivation will be given enough attention in order to bring out
the best in the workers.
Employee wants - It is not very easy to get employees work willingly and
enthusiastically even in our state or country where it is now not easyto secure jobs.
Applicants for jobs will normally "promise to perform to expectation" but once they
I
:. h+
yet the job. they become different. Hurnan needs'then get converted into employee
"wants" in the organisation.
In order to address the employee wants appropriately, it is necessary to enumerate
them as identified by Flippo (1981). The employee wants he identified in his various
surveys are as follows:
Pay; Security of job; congenial associates; credit for

work done; oppor&ity to advance: comfortable, safe
and attractive working conditions; competent and fair
leadership: reasonable orders and directions; a socially
relevant organisation.
Flippo (Ibid) explains that the needs that human beings bring to their
organisations are manifested in the specific wants such as money, security, credit and
praise .etc. which they demand. These wants provide the tools that managers may
utilize the motivate behaviour. According to him, motivational force is greatest if the
want is highly valued, if the person feels capable of performing as specified and if
he or she perceives that the reward will actually be allocated. No wonder he stated
that "Human are malleable" and that "behaviour can be engineered".
Motivation has been expressed by Edeani (1991) as "the mover of ideas,
talents and materials to achieve the goals of any organisation. Without motivation,
the.best collection of ideas. talents and other resources in the world would not produce
any worthwhile produce or service. It is an impoA;ult force that propels, directs and
sustains behaviours towards the attainment of goals". It is important to realise that
because human beings differ in the nature and levels of their motivation, a manager
must undertake the task of motivating workers appropriately and effectively in order
for them to attain a high level of productivity. Appropriate motivation of workers
minimizes the need for substantive. constant supervision, but increases the level of
productivity.
~ a k g e r 'must
s realise that even with the best level of motivation, some people by
148
nature lazy. that they do not like to work. that they dislike responsibility and that they
are basically unambitious (ibid). Therefore, these category of workers must be
coerced, directed. commanded, rigidly controlled, and disciplined as the case may be,
if the company must achieve its objectives.
6.40 MAINTENANCE AND REPLACEMENT OF PUBLIC PROPERTY
One of the cardinal principles governing the use of public property is that it
should be used for public service. In other words, that whatever resources has been
declared public or, provided by the public or, set aside for the public should be used
only in the way that the public has designed it should be used (Okafor, 1991). Public
property should, therefore, be maintained adequately and replaced only when it
becomes inevitable or essential. .

It is necessary to replace public property occasionally. There is what we know
:. :b
as "wear and tear". But. sometimes, it is unnece'ssary to replace public property or,
that we have even replaced them unnecessarily because we have been careless. Any
replacement costs money and other resources. It is even a cost in service because the
time between replacement and actual procurement of the replacement may be time of
lost productivity or service. Therefore, in giving account of the use of that public
property or giving account of replacement, we should remember the invisible costs of
cervices. It will actually make us realise that the question is not in the replacement
of a biro pen which somebody has used carelessly, part of the cost is, that something
149
that ball pen ought to have been used for, was not done. And, that might mean
signing a cheque that could be millions (Okafor, 1991). If you delayed it, what was
the running cost that officer for the time that delay was done - the cost of the payment
of officer who was going to sign it, all the people who had to wait, the service that
pot to wait for that particular time.
People who are dealing with depreciation of physical assets know well what
we'are talking about - that any time you take a vehicle to go, say, from Enugu to
Nsukka and it takes you an hour. one hour of the life of the vehicle is gone, and the
vehicle has fallen by one hour of its value, then one hour of the operations and, the
cost of the operation, includes one hour pay for the officer at the time of the transit.
It is not just the cost for buying fuel, it is far much more. Therefore, those who deal
with public property carelessly and have got to replace them should better consider
'. ';"
those invisible costs.
6.50 RESEARCH AND EVALUATION
Research is a very important tool for the improvement of public companies and
programmes. In order to ensure that adequate and up-to-date services are provided
to commuters, it is necessary that research should be done now and then to gather
dependable scientific information on how the system is functioning. How do

..
employees, commuters and the general public perceive the organisation? How well
does information flow downward and upward the corporate hierarchy? How effective
150
is the performance of the company among its various routes? If there are problems,
what are they? These are the kind of questions which research can help to answer.
It is also necessary that before any major corporate programme is launched,
a study is carried out to find out the prevailing situation. In the course of the
execution of the programme, another study should be done to assess the progress
being made and detect any problem that may have arisen. At the conclusion of the
programme, a final study should also be done to see if the progranlme has attained its
objective. This kind of research is called "Evaluation Research". According to Laura
(1980). it is a research strategy which enables management to execute programmes
niore rationally and more effectively rather than on the basis of trial and error.
6.60 ADEQUATE FINANCING

.
Although profit making should not be the basis of establishing any public
. *h
transport company, it is expected to generate at least enough revenue to cover its
running expenses. After all, "the provision of public transport has not traditionally
been regarded as a social service, available to all, like education and health care, even
if city authorities have been the owners and operators of public transportation". (True
Love, 1992). This is more realistic when one considers that even the so called social
services like education and health care are almost going commercial in Nigeria. Yet,
. .
the same harsh economic condition in the country that resulted to this undesirable
situation appears to have worse effect on transportation. No wonder, Ogwo(1988)

151
maintained that "effective mass transportation system should possess the two attributes
of being consumer and profit oriented".
On the other hand. since this is regarded as more of a social service, some
kind of financial support from public fund should be received (Faulks, 1990). This
funding should be adequate in order to achieve the desired result. This is very
important for ENTRACO as it is already facing financial crisis. To do this very well,
it requires planned budgetary allocation which will be applied in the form of capital
?rant and/or revenue support or even loan.
The complementary roles of increased revenue due to improved services and
adequate funding from the government will not only sustain the company but also
make it profitable in the long run. In fact, the company should be able fo meet up the
following obligatiuns:
,. 'hr
I. To meet the direct operating costs (i.e. fuel and wages of the operating staff);
II To meet administrative and other indirect expenses;

. ..
111. To replace fixed assets as they become time expired andlor to
iv. T o purchase appropriate new vehicles;
v. Open up more routes according to the commuters
demand;
vi. To make provision for the future according to the management policies.
6.70 CONCLUSION
This transit study was undertaken to evaluate the performance of Enugu State
Transport Company (ENTRACO) as a public agency of the Urban Mass Transit
Programme. The aim was to investigate means of improving the attainment of the
broad goal of establishing the programme which is to reduce the sufferings of
comnluters in the country. Attitude survey was therefore employed to determine the
performance level of the company and identify the major satisfaction attributes that
were affecting its services. The company's viability was equally evaluated.
The study has shown that the performance of ENTRACO was not impressive.
Scheduling was identified as the factor most significantly affecting the services of the
company. The components of scheduling as determined from the'study include
regularity of bus services, availability of buses, frequency of bus trips, condition of

,b.
buses (reliability), and observation of time schedule. On the viability aspect, the
company's annual net profit, income generation and number of buses were
undergoing terrible decline. In fxt, it has shown that the declining net profit was
strongly related to the poor income generation, high operational cost, and equally
declining number of buses.
The ugly trend could be reversed

.. by striving to provide very satisfactorily the
identified attributes affecting the commuters' satisfaction as the main focus of
improving the public mass transit system. Besides, adequate finance, maintenance
153
structure, and development of qualitative manpower will also be emphasized to
provide services that are attractive and competitive in a consumer-oriented market.
These will surely increase patronage, enlarge the scope of its services and improve
its viability.
This study will not only achieve the revival of the services of ENTRACO but
also serve as a reference point for providing a comprehensive mass transit programme
in the country.
Adeleye, Rufus Olawale (1998). "Transport Infrastructure in Nigeria Towns and
Cities in 21st Century" A paper presented at the 29th Annual Conference of
N.I.T.P. Makurdi, P.54
rl Allan. N. Nash and Stanley J.Hille (1968), "Public Attitude Towards Transport
I
> %
Modes: A Summary of Two Pilot studies " in Public Trampoflation;
3 "
r Planning ,Operations and Management. Eds. George E. Gray, Lester
- __
ri
- I
A. Hoel, Prentice Hall, Inc., Englewood Cliffs, New Jersey, 1979, pp

:
I
Ananibra State Government (ANSG Undated), This is Enugu,Anambm State

&
Enugu:Information Division, Governor's Office, PP. 1-7.
Anatole France quoted in Traffic Flow and Control, NewYork: McGraw Hill Book
? X
Company. 1968.
Ani. Chukwudi I,. .(1996) "The Impact of Government Assisted Urban Mass Transit
Programme in Enugu State: A case study of ENTRACO Nig. Ltd, 1991-
1995", Unpublished B.Sc. Economics Thesis of ESUT.
Armstrong, David C. (1989), "Planning Bus Operator in Developing Countries" in
Developil~gWorld Transport,
..
Ed. Margaret J . Heraty, HongKong: Grosvenor
Press International, p. 132.
Berenson, M.I. and Levine D .M. (1979), Basic Business Statistics:Concept and
155
Applications,Hall, Inc. Englewood Cliff, New York, pp. 506-55 1.
Bruton, M.J. (1970). Introduction to Transportation Planning London: Hutchison
Educational. Limited.
Collins. M.F. and Pharoah, T.M. (1974) Transportation in a great city-The case of
London,London: George Allen & UNWIN Ltd.
Danfodi0.U. (1995). "Crisis in Public Transportation", The Guardian: October 23,
Dimitriou, Harry T.( 1992), Urban Transportation - A Development Approach,
London: Routledge.
Doyle Report (1961). "National Transportation Policy" Preliminary Draft of a Report
to the Senate Committee on Interstate and Foreign Commerke, 87Ih
Cong. l"Session, Washington D.C USA: Government Printing Office.

.. 'U,
Drew. Donald R.(1968). TrafJic Flow and control New York: McGraw-Hill Book
Company.
Eboh, Eric C.( 1981), Social and Economic Research Principles and Methods,
Academic Publications and Development Resource Ltd, Lagos.
Edeani David (1991), in Adopting the Right Attitude to Work in Enugu State-A
Syrnposiurrz organised by the ofSice of AG. Deputy Governor Enugu State, Pub.
No2. Enugu State. pp. 42-44.
Editor, Sunday, Concord (1989). Transit Without Tears", Sunday Concord: August
156
27. 1989 p.25.
Editor, The Guardian (1996), "Mass Transit Firm Nets N60 Million Revenue" The
Guardian: January 24, 1996 p. 16
Faulks, Rex W . (1WO), Principles of Transport, England: McGraw- Hill Book
Company
Federal Republic of Nigeria (1998), Budget Speech.
Federal Republic of Nigeria (1965), "Statement of Policy on Transportation",
Sessional Paper No. 1 of 1965, Federal Ministry of Information Printing
Division. Lagos.
Fielding, Gordan R. and Others (l976), "Consumer Attitudes Towards Public Transit'
in Public Transportation: Planning, Operations, and Managemen't Eds. George
E. Gray and others. New Jersey. 1979, pp.626.

:. 'b
Filani. M. ( 1992). "Plight of Mass transportation" Newswatch: March 16, 1992, p.20
Flippo, Edwin B. ( 198l ) , Personnel Managermwt (International Student Edition),
London: McGraw Hill Kogakusha Ltd.
Gray. E. George. (1979), "Perception of Public Transportation" in Public
Trawspormtion: Planning, Operarions, and Management (Ibid), pp. 620 - 633.
Idife, Vic., (1996), "Strategies for Effective Mass Transit" Daily Times: January 4 ,
1996. p.7.
Iloeje, N.P. (1981), New Geography of Nigeria, Longman (Nig.) Ltd.

157
Inwude 0. (1989), "Anguish of Commuters in Nigeria" Daily Star: March 8, 1989,
p.9.
Krzyczkowski, Roman and others (1973) in Public Transportation: Planning,
Operations and Management (Ibid), pp 629 - 630.
Laura. Irwin L., quoted in Adopting the Right Attitrrde to Work in Enugu State (Ibid)
Len. R.D. Cheaney, E.S. & Simon. N. (1972), "Functional Specification for New
systems in Urban Mass Transportation" in Public Transportation: Planning,
Operations,and Management (Ibid) , pp. 627.
Levin. I.Ricl~ard,Statistics for Management, New Delhi: Prentice Hall of India
Private Ltd, 1988, pp. 566.
Locklin, Philip D. (1960), Economics of Transportation Illinois: Richar'd D. Irwin Inc.
Lovelock, Christopher H. (1979). "Consumer Oriented Approaches to Marketing

:. x
Urban Transit, Prepared for UMTA" quoted in Public Transportation:
Planning, Operations and Management (Ibid), pp. 63 1 - 632.
Manheim, Marvin L. (1979), 'Towards more Pragmatic Planning" in Public
Transportation: Planning, Operations, and Management (Ibid) , pp . 324 - 352.
Mba. H.C. (1989), "The Federal Urban Mass Transit Programme: An Appraisal of
the Experience in Anambra State". A paper presented at the
Workshop on Mass Transportation organised by the Nigerian Institute
of Transport Technology at Owerri, 4th-6th October, 1989.

Mba, H. Chike, (1992), "Inter and Intra Urban Bus Services in Nigeria: A Critical
Evaluation" in Principles and Practice of Urban and Regional Planning in
Nigeria. Eds. Mba, H . Chike, Ogbazi, Joy U., Efobi, K.O., Awka: Mekslink
Publishers (Nig), pp.73-83.
Monanu, P.C. (197 l ) , "Journey to work in Edmonton", Unpublished M.S.C Thesis,
University of Alberta. 1971.
Ogbazi. Joy U. ( l992), "Urban Transportation Planning" in Principles and Practice
of Urban and Regional - Planning (Ibid), pp. 64 - 72.
Ogwo, E., Ogwo (1988), "Marketing as a Facilitator of Public Transport
Management, Nigeria Journal of Marketing, Vol. 3 No2, Dec. 1988. p.8.
Okatbr, Richard C. (199 l), "Personal Responsibility and Public Property" in
Adopting the Right Attitude to Work in Enugu State (Ibid), pp. 19 - 29.
Okpala, D.C.I. (1 977). "Urban Traffic Management in Nigerian Cities?The necessity
for Mass Transit Priorities" in Transportation in Nigerian National

!. L
Developnlent: Proceedings of a Conference held at the University of Ibadan,
Eds. Onakomaiya, S.O. and Ekanem, N.F. ,Ibadan, pp. 337 - 35 1.
Onokerhoraye, A.G. (1982). Public Senices in Nigerian Urban Areas: A case study
of Ilorin. Ibadan: N.I.S.E.R.
Osuala, S .E. (1987),Introduction to Research Methodology, Onitsha: AFIUCANA
Publishers ltd. ..
Osuala, S.O. (1977). "Towards a Commuter Transport Policy for Nigeria" in
Transportation in Nigerian National Development: Proceedings of a Conference

159
held at the University of Ibadan. (Ibid), pp. 352 - 364.
Pegrum. Duddley, F. (1973)' Transportation Economics and Public Policy
Georgetown: Richard Irwin, Inc. Dorsely Ltd. pp.534-55 1.
Protagoras (Undated) quoted in Traflc Flow and Control by Drew, Donald R. (Ibid).
Quandt (1970) quoted in Urban and Regional Planning Models in Goegraphy and
Planning by Wilson, A.G., London: John Willey & Son Ltd, 1974.
Raheem, A. (199 1). "Mass Transit: The Gains" The Guardian: June 23. 1991. P. 11,
Ratnesh, S . (1991). "Mass Transit and Its Administration", New Nigerian: July 3,
Smerk. George M. (1974), Urban Mass Transportation - A Dozen Years of Federal
Policy, USA: Indiana University Press.
Smerk, George M. (1979),"Management of Public Transportation" in Public

;. X
Transportation, Operations, and Management (Ibid), pp. 428 - 429.
Sanipson/Farris (1976), Domestic Transportation: Practice, Theory, and Policy 3rd
Ed., USA: Houghton Mifflin Company, pp.5 -13.
Simpson, Barry J. (1988), City Centre Planning and Public Transportation- A case
study from Britain, West Gerrriany and France, England: Von Nostrand
Reinhold (UK) Ltd.
Stephenson, F.J (1973), "Commuters' Attitudes of Graduate students at the
University of Minnesota" in Public Transportation: Planning Operations, and
Management (Ibid) .
The Guardian (1998). Wednesday, March 28. 1998. "FUMTA at 10: The Successful
Story",PP.23 & 39.
Transportation Research Board (TRB,1976), "Consumer Attitudes Toward Public
Transit" in Public Transportation Planning, Transportation Research
Record 563. Washington DC: TRB.
Tunji, Bolade (1989). Urban Mass Transit System in Nigeria, Ibadan: Ibadan
University Press.
[Jbadiniru. Patrick N. (1988). "Urban Mass Transit in Nigeria: Necessity for Bus
Priorities as an Alternative Solutioh to Urban Transportation Problem - A
case study of Enugu". Unpublished B.Sc. Thesis, University of Nigeria,
Enugu Campus, 1988.
Ume. E. C . ( 1977). "Transport Problems, Programmes and Proposals in Anambra
State" in Transportation in Nigerian National Development: Proceedings of a
Conference held at the University of Ibadan (Ibid). .
Umeh, L.C. (1988). "Urban Mass Transit in Nigeria: Need for Bus Service Priorities"
A paper presented at the 1st Seminar/Workshop on Mass
:, X
Transportation by the Department of ~ r b a nand Regional Planning,
.
ASUTECI-I 1988.
Wachs, Martin (1976), "Consumer Attitudes Toward Transit Service: An Interpretive
Review". Journal of the American Institute of Planners, 42 No 1, January
1976. pp.96-104.
Wilson, A.G. (1974), Urban and Regional Planning Model in Geography and
. Planning. London: John Wilhey & sons Ltd,
Winnie, Richard E. & Hatry,. Harry P., "Measuring the Effectiveness of Local
Government Service: Transportation" quoted in Public Transportation:
Planning, Operations, and Manugement (Ibid) , p . 624.
2 APPENDIX BA:
\
QUESTIONNAIRE USED IN COLLECTING PRIMAKY DATA
1'
SCHOOL OF POST-GRADUATE STUDIES
e-
-
" --
UNIVERSITY OF NIGERIA, ENUGU CAMPUS
r SURVEY ON THE PERFORMANCE OF ENTRACB
NIGERIA LIMITED, ENUGU.
This survey is entirely an academic exercise which will enable the researcher
to complete his Master's degree dissertation for the award of Master of Urban and
Regional Planning (M-URP). 'I'his is not an attempt to pry into your private life. You
are hereby assured that the information supplied herein will be treated in the most
confidential manner.
.Kindly assist the researcher by suppIying the required information. Tick the correct
answer [J ] or fill the space where applicable.
SECTION A: PERSONAL DATA OF THE RESPONDENTS
1. Sex: (a) Male [ ] (b) Female [ ]
2. Marital status (a) Single [] (b) Married [ ] -
3. Yourage: 0 - 1 0 [I 11 - 2 0 [ I
21 - 30 [I 31 - 4 0 [ I
41 -50[] 51 - 6 0 [ ]
61 & Above [ ]
4. Occupation:
(a) Civil servant [ J (b) Business person1Trader [ ]
Self employed consultant [ ] (d) Private employed [ ]
(e) Unemployed [ ] (f) Student [ ]
5. Level of education attainment:
(a) Primary school not completed [ ]
(b) Primary school completed [ ]
(c) Secondary schooi1TC 11 [ ] (d) ONDINCE [ ]
(e) HNDIlst Degree [ ] (F) Above 1st Degree [ ]
6. Please, indicate the range where your monthly income or wage falls:
(a) N500 to Nl,5OO [ ] (b) Nl,5Ol to N2.500 [ ]
(c) ~ 2 , 5 0 1to #3,500 [ ] (d) #3,501 to N4,500 [ J
(e) #4,501 to N5,500 [ ] (f) N5,501 to N6,500 [ ]
(g) N6,501 to N7,500 [ ] (h) #7,501 to N8,500 [ ]
(I) #8,501 to N9,500 [ ] (i) Above N10,OOO [ ]
SECTION B: COMMUTERS' SATISFACTION OF ENTRACO
SERVICES
7. Where are you travelling to (Le. ENTRACO route)?
From ....... ..........to ..,.......... ......

8. Have you been using ENTRACO? Yes [ ] No [ 1
9. How frequently do you travel by ENTRACO buses?
(a) Always [ ] (b) Occasionally [ ]
(c) As a Last Resort [ ] (b) Not at all [ ]
1( Rate your perception of ENTRACO's improvement and modernization
of mass transit services:
(a) Very satisfactory [ 1 (b) Satisfactory []
(c) Barely satisfactory [ ] (d) Unsatisfactory [ ]
(e) Very unsatisfactory [ ]
II How has the establishment of ENTRACO reduced the hardship suffered by
commuters'?
(a) Very Great [ ] (b) Great [ 1 (c) Barely great [ I (d) Poor [ I
(e) Very poor [ I
f. , -h
12 What is your rating of their level of safety from accident?
(a) Very satisfactory [ ] (b) Satisfactory [ ]
1;. How far are their passengers safe from theft'?
(a) Very satisfactory [] (b) Satisfactory []

..
(c) Barely satisfactory [ ] (d) Unsatisfactory []

14 Rate their level of safety from physical violence.
(a) Very satisfactory [] (b) Satisfactory [ ]
If. Were they observing time schedule in the past?
Yes [ I No [ I
1(- Do they observe time schedule now? Yes [ ] No [ ]
17 Rate your feeling for their adherence to time schedule:
(a) Very satisfactory [] (b) Satisfactory []
(c) Barely satisfactory [ 1 (d) Unsatisfactory [ 1
1 What d o you attribute the waiting time to?

.. .h
(a) Insufficient buses [ ] (b) too many passengers [ ]
(c) Scarcity of passengers [ ) (d) Management inefficiency [ ]
(e) Type of buses used [ ]
1'; How do you feel about the frequency of their buses's trips daily?
(a) Very satisfied [] (b) Satisfied []
(c) Barely satisfied [ ] (d) Unsatisfied [ ]
(e) Very unsatisfied [ ]

20* Rate the regularity of their bus services:
(a) Very regular [ ] (b) Regular [ ]
(c) Barely regular [ ] (d) Irregular [ ]
(e) Very irregular [ ]
21. Are you aware of other routes that ENTRACO buses ply?
Yes [ I No [ I
22. Suggest more routes for ENTRACO if necessary
23. Have you used other commercial vehicles apart from ENTRACO to travel this
same routeldestination?
Yes [ ] No [ 1
24* How reasonable is their transport fare?
(a) Very satisfactory [ 1 (b) Satisfactory [ 1
25* How do you compare ENTRACO's transport fare with that of others? (a)
Very cheap [ ] (b) Cheap[ ] (c)Normal [ ]
(d) Expensive [ ] (e) Very expensive [ 1

1 66
25 l)o you have cost reductioti for special groups (Students, children, senior
citizens)'? Yes [ ] No [ ]
27" How far are you satisfied with the availability of buses at ENTRACO depot?
(a) Very satisfied [ ] (b) Satisfied [ ]
28* How do you assess the condition of their buses?
29. Do they have frequent break down of.buses while travelling?
30* In case of breakdown, how do you rate their provision of special services like
guaranteed change of buses for the passengers?
(c) Barely satisfactory [ ] (d) Unsatisfactory
31* . How do you feel about the size or type of their buses?
(a) Very satisfied [ ] (b) Satisfied [ ] (c) Barely satisfied [ ]
(d) Unsatisfied [ ] (e) Very unsatisfied [ ]

32. Which type of buses do you consider appropriate?
(a) Bigger Buses [ ] (b) Intermediate size [ ]
(c) Mini buses [ ] (d) Bigger buses\mini buses [ ]
(e) Intermediatelmini buses [ ]
33* How far are you comfortable with the sitting arrangement in the vehicle?
(a) Very comfortable [ ] (b) Comfortable [ J
(c) Barely comfortable [ ] (d) Uncomfortable [ ]
(e) Very uncoinfortable [ ]
34* Rate your feeling of the vehicles and the general environmental control of
the company:
(c) Barely satisfactory [ 1 (d) Unsatisfactory [ ]
35* What is the level of your satisfaction for their arrangement and
responsibility for the passengers' loads? (a)Very satisfied [ ] (b) Satisfied [ 1
36. What do you value most in your choice of transport mode?
(a) Speedltiming [ I (b) Safety [ ] (c) Cheapness [ ] (d) Comfort [ ]
(e) Reliability [ ]
(f) Frequency [ 1 (g) Regularity [ ] (h). . . . . . . . . . . . . . (Specify)

3'7. How far does ENTRACO satisfy the above desire?
(a) Very satisfied [ ] (b) Satisfied [ ]
38. Please, mention what you particularly like most about the services
ENTRACO:
39. What do you hate most about the services of ENTRACO?
40. What is the nature of your present trip?
(a) Business [ ] (b) Academic [ ] (c) Office work [ ] (d) Visitation
(e) Pleasure trip [ ]

APPENDIX ID:
INFORMATION REQUIRED FROM THE ADMINISTRATIVE
STAFF OF ENTRACO
This important Section seeks to elicit information about the ENTRaCO Nigeria
Limited. It is purely an academic exercise and not an attempt to pry into the privacb
of the Company.
Please, supply the information based on the origin of the company as TRACAS to its
present status as ENTRACO.
When was this Company set up?
Please, state the provision for establishment of the Transport Company.
How many routes did the company start with'? (Specify their names, please).
Are you still maintaining all the routes?
If not, specify the ones that were dropped and reason(s) for such action.
Which new routes got opened up and their dates?
Do you have intra-urban routes?
If you do, list them,
List also the inter-state routes you have.
Are commuters satisfied with the number of intra-urban, inter-urban, and inter-
state routes available?
What is ENTRACO's future plans concerning routes?

How safe are your vehicles fi-om vandalisn~and robbers'?
Do you have mechanic workshop?
Where do you have the workshop(s)?
How far is it operational?
How often does the Company engage its vehicles in workshop services.
Please, state separately according to the years, the sources, amount, and buses
received as loans and subventions.
Please, state separately according to the years, the sources, amount, and buses
received as loans or subventions.
Please, explain the type of effect (negative or positive) that state creation has
on the company.
What do you consider as the highest current problem(s) of ENTRACQ?
State the shareholder arrangement of the company.
How far are you satisfied with the shareholder arrangement?

Please. complete the table accordingly:
No. of No of Staff
Buses
Junior Senior
i. TRACAS From.. .To...
ii. ENTRACO
iii. ENTRACO
(After sharing
assets between
Ebonyi and Enugu
States)
List the routes and volume of passengers according to the operation of the
compan
Volume of Passengers
25. Please, Complete the Income/Expenditure table of the Company below:
Expenditure
Salary
of vehicle
26. How are the buses of the Company owned?
No. of Buses No. of Buses owned by

owned by the private individuals
Company (External bodies)
27. Mow does the Company share the income generated by the buses owned by
external bodies or individuals?
28. Please, supply the Company's organogram.

I 02
I76 iW
I 09 i b5
I 1U I Oti
I fil 131
I ilJ 191
I U'J I 10
I 1 Jti
1 4.1 1 II
1 LIi Icu
I 1.1 1 81
I I)! 2 I5
J 93 2 bl,
3 &I 2 57
3 77 2 49
J 111 2 4.J
.I I*I 2 3b
J 5'1 2 31
I 'rl 2 :'G
I 'A 7 ?I
I41 ? 11
J 4, 111
L 10
2 (Xi
2 0)
2 UI
I WJ
I w
1 Ju
I UJ
-d
APPENDIX 3A:
MATHEMATICS OF THE PRINCIPAL COMPONENT ANALYSIS (PCA)
The correlation matrix (R,,) is obtained by transforming the data matrix (X,,,,)
into a matrix of standard score (z) where m is the number variables, n is the number
of observations or cases. This is given by the formula:
R"l,,l = (ZT,".
Z,,l"/N)
The eigenvalues (A), which are the sum of squared factor loadings are initially derived
from the equation matrix.
(R-XI) = 0
The sum of the eigenvalues which is the trace of the principal diagonal of the matrix
(R), is also the sum of the variances of the standardized variables. All the cunlulative
percentages of total variance determined by eigenvalues of > 1.0 are normally given.
The factor loading matrix (L,,) is the computed. This matrix shows the factor loading
of all the variables on the P components. Normally only components with eigenvalues
> 1.0 are presented. Thus, eigenvalues (XP) have respective eigenvector (a,,,). These
eigenvectors are scaled by the factordXp to produce the component loadings (L,,) for
each variables m on the components P. This factor matrix is given by the formular
helow:
Lpm = ( J XP- Opm)
The coefficients of (a,,) are chosen so that the first components, has the largest
eigenvalue (A,) and all components (S,) are orthogonal. These components are
subsequently extracted in decreasing values of their variance. The component scores
(S,,) for the original n observation, on each of p components are computed from the
formula.
APPENDIX dB: FACTOR SCORES FOR COMPUTATION OF THE PRINCIPAL
COMPONENT ANALYSIS (PCA)
FAC 1- 1 FAC2- 1 FAC3- 1 FAC4- 1
1.30300 -3.85236 . 8 Z 14 -2.53848
-1.16767 .52445 -.044 12 -1.5 1845
-.38630 -3.00263 -.35800 1.1942 1
:77674 24694 -3.04390 1.40803
-.0755 1 .21535 ,24820 ,36503
.676 14 -.72447 -1.36133 ,18899
-.86280 .78585 -1.72640 -.15928

.48522 .8 1269 -.39629 .09046
-45700 -26269 .I9699 1.26290
-.32998 1.99043 -.99552 -.49730
-.67208 - 1.87696 -2.05257 -.92297
.26333 .I6018 -.60937 .49479

I.!. .68995
106. -.76837
107. -.64010
108. .I6464
109. -.33882
110. -.52558
1 1 1 . -1.06354
112. .35562
113. -.58922
1:3. -.63765
115. -.28545
116. .09426
117. -.43513
1 18. - 1 .O7772
119. -.55956
120. 1.12003
121. -.58851
122. 1.54798
123. .85761
124. -.92359
125. .48876
126. ,47984
127. -.29085
hl = 2.49 2.24 1.91 1.15
Number of cases read: 272 Number of cases listed: 272
APPENDIX 3C: THE ACTUAL COMPUTATION OF PRINCIPAL COMPONENT ANALYSIS
Analysis number 1 Listwise deletion of cases with missing values
Extraction 1 for analysis 1, Principal Components Analysis (PCA)
Initial Statistics:
Variable Communality * Factor Eigenvalue Pct of Var Cum Pct

extracted 4 factors.
Factor Matrix:
Factor 1 Factor 2 Factor 3 Factor 4

Final Statistics:
Variable Communality * Factor Eigenvalue Pct of Var Cum Pct

*
S8512 * 1 3.87177 25.8 25.8
.64206 * 2 1.59669 10.6 36.5
.44676 * 1.30204 8.7 45.1
.34242 * 4 1.00746 6.7 5 1.9
.54030 *
.68673 *
.69543 *
.34699 *
3081 *
.54189 *
,41011 *
.47925 *
.68216 *
.47402 *
.35392 *
VARIMAX rotation 1 for extraction I in analysis I - Kaiser Normalization.
VARIMAX converged in 6 iterations.
Rotated Factor Matrix:
Factor I Factor 2 Factor 3 Factor 4

Factor Transformation Matrix:
Factor I Factor 2 Factor 3 Factor 4
Factor 1 .65767 .55592 .50244 -.07734

Factor 2 -.63417 .68909 . I 1848 .33008
Factor 3 -. 13500 -.46433 .75787 .43797
Factor 4 .3835 1 .0227 1 -.39894 , .83262
Factor Score Coefficient Matrix:

Covariance Matrix for Estimated Regression Factor Scores:
Factor 1 1.00000
Factor 2 .00000 1.00000
Factor 3 .00000 .00000 1.00000
Factor 4 .00000 .WOW .00000 1.00000
4 PC EXACT factor scores will be saved.
Following factor scores will be added to the working file:
Name Label
FAC1-1 REGR factor score 1 for analysis 1

FAC2-1 REGR factor score 2 for analysis 1
hl,~'I'IIIChlA'I'I~~S
0 1 7 'I'IIIC ANALYSIS 0 1 ; VARIANCIC (ANOVA)
Supposing that these is a data matrix divided into P families. with the numbers
In the j"' fanlily being nj. The values may be arrayed as follows:
-
If denoting by a, = mean of the whole set
and ai = mean of jthfamily
Then denoting C summation over values from 1 to nj and

ij
values of j from 1 to p, the following algebraic identity is found.
Sumi*~atingi alone:
Since by definition, n.i is the mean of xii in the j"' family. Then, the following equation
could be derived from equation (2).
If E, = N = Total number of observations and if all families contain same number
of n, equation 3 could be simplied further.
C,!i (xij
..
- 2,)' = N var x = np var x
'J
Hence, on substitution in ........ (3)

Var x = llnp E (xij - n.j)2 + 1Ip C ( R . ~- R,)' ........ .(4)
ij j
If SZ is written for variance of the whole, Smj' for the variance of P family means S,2
for the variance within the j"' family, the equation will be as follows:
Since by definition, n.i is the mean of xii in the j"' family. Then, the following equation
could be derived from equation (2).
If E, = N = Total number of observations and if all families contain same number
of n, equation 3 could be simplied further.
Ed
..
(xij- %J2= N var x = np var x
'J
Hence, on substitution in ........ (3)

Var x = l/np C (xij- n.j)2 + 1/p C ( Y ? . -~ 2,)' ........ .(4)
ii .I
If S2 is written for variance of the whole, Smj: for the variance of P family means Sj2
for the variance within the j"' family, the equation will be as follows:
s2 =' 1/p E(Sf) + Smf ........( 5 )

j
I'he total varlance IS expressed the as the Sum o f two components, a mean of the
..-..
V,,liance within families and the variance of the means of families.
Supposing that p families from which the samples were drawn are not different. The
variance of the whole sample will give an estimate of the common parent variance V .
However, as deviance within families provide an estimate when divided by an
appropriate number of degree of freedom, its V is given,thus:
This distributing the means xSjwithin v/nj, its estimate of variance between is given
by:
Thus, the examination of equations 6,7and 8 show that the various numerators are the
items on equation 3, while the degree of freedom forming the denominations are also
additive i.e. N - 1 = (N-P)+(P-1)
~here'fore,total variance = within variance + between variance

ssT = ssw + ssB
APPENDIX 4B: THE ACTUAL COMPUTATION OF ANOVA FOR
HYPOTHESIS QNJ3
Variable TFAC
By Variable Group
Analysis of Variance
Sum of Mean F F
Source D.F. Squares Squares Ratio Prob.
Between Groups 6 .0965
Within Groups 265
Total 27 1
Standard Standard
Group Count Mean Deviation Error 95 Pct Conf Int for Mean
Grp 1 75 -.0814 9.3006 2.0585
Grp2 64 -1.1150 6.7335 5670
Grp 3 27 -.48 18 8.0198 2.6907
Gip 4 36 .4244 7.04 10 2.8068
Grp 5 22 -5.41 1 1 5.6708 -2.8968
Grp 6 24 -.8382 3.4096 .6016
Grp 7 24 -.4732 3.6966 1.0878
Total 272 -.8298 7.3132 .0432

GROUP MINIMUM MAXIMUM
Grp 1 -35.1350 17 4433
Grp 2 -22.3489 15.7180
Grp 3 -23.0134 12.8117
Grp 4 -14.6765 16.5050
Cirp 5 -16 9299 9.6406
Grp 6 -10.0628 3.1 184
Grp 7 -9.3312 6.7642
TOTAL -35.1350 17.4433
vwiable TFAC
By Variable GROUP
Multiple Range Tests: Scheffe test with significance level .05
The difference between two means is significant if
MEAN(J)-MEAN(1) > = 5.1252 * RANGE * SQRT(lIN(1) + I/N(J))

with the following value(s) for RANGE: 5.06
- No two groups are significantly different at the .050 level
Number of valid observations (listwise) = 272.00
Valid
"zriable Mean Std Dev Minimum Maximum Sum N Label
FAC- 1SQS - .02 1.53 -5.21 5.93 -4.73 272
-
FAC2SQS -.I2 2.01 -14.84 4.80 -32.39 272
FAC-3SQS -.I5 2.00 -15.35 5.48 -39.81 272
FACQSQS -.21 1.81 -8.42 7.27 -56.82 272
Number of valid observations (listwise) = 272.00
Valid
Varid)lc Mean Std Dev Minimum Maximum Sum N Label
FACI-I. .OO 1 .OO -2.28167 2.43444 -4.4825E-15 272 REGR fact
FAC2-1 .OO 1.00 -3.85236 2.19084 -8.5522E-15 272 REGR fact
FAC3-1 .OO 1.00 -3.91815 2.34096 1.9346E-14 272 REGR fact
FAC4- 1 .00 1.OO -2.90141 2.69626 -8.2573E-15 272 REGR fact
Variahle FACSCORE
By Variahle GROIJP
Sum of Mean F F
Between Groups 3 .a494 .2831 3.7022 .0168
Within Groups 56 4.2830 ,0765
Total 59 5.1324
Standard Standard
Group Count Mean Deviation Error 95 PC! Conf lnt for Mean
Grp 1 5 ,2933 .2926 .0755 ,1313 TO .4553
GT 2 15 .2837 ,2711 ,0700 .I336 TO ,4338
Grp 3 15 .2578 .2551 .0659 .I166 TO .3991
GT 4 IS .0051 ,2860 ,0738 -.I532 TO ,1635
Total 60 ,2100 .2949 ,0381 .I338 TO .2862

GT 1 -.I204 ,7873
Grp 2 -.0486 .7918
Grp 3 -.0323 ,8048
Grp 4 -.4295 ,8176
TOTAL -.4295 .8176
Variable FACSCORE
By Variable GROUP
MEAN(J)-MEAN(1) > = .I956 * RANGE * SQRT( l/N(I) + 1/N(J))

Homogeneous Subsets (highest and lowest means are not significantly different)
Subset I
Group Grp 4 GT 3 Grp 2 Grp 1
Mean .005 1 .2578 ,2837 .2933

APPENDIX 5
MATHEMATICS OF THE RELATIVE SATISFACTION SCORE
INDICES OF COMMUTERS MODEL (RSSIC)
The three basic Relative satisfaction score indices of commuters (RSSIC) developed
and applied in the analysis are as follows:
(i) Relative Aggregate satisfaction score index of commuters
(RASSIC).
-? (ii) Total Relative Aggregate satisfaction score index of commuters
(TRASSIC)
(iii) Relative Satisfaction Score Index of the Attributes
(RSSIA)
RASSIC
The relative aggregate satisfaction Score Index of commuters (RASSIC) is the
mean aggregate scores of commuters in each route expressed as a percentage of the
maximum or minimum aggregate mean score of all the factors within the route.
For all negative mean aggregate scores:
N
RASSIC = 50 -[{(ES,,+N)s S,(min)) X 50 + 11
i= 1 p= 1
For all positive mean aggregate scores:

N
RASSIC = 50 + [{(CS,,+N)+ ~,(max))x 50 + 11
i= 1 p= 1
Where Sip = Group (Route) aggregate Score
N = Number of cases or commuters in a given route.
S, = Recorded minimum aggregate score of a commuter within the study area.
Sip = Recorded maximum aggregate score by a commuter within the study
area.
TRASSIC
The Total Relative Satisfaction score Index of commuters is the measure of the
relative weights attached to all the satisfaction factors in all the routes. It has been
expressed as the mean aggregate score of all the satisfaction factors within the
whole routes.
For all negative mean aggregate scores:
N
TRASSIC = 50 -[{(CS, + N)+ ~,(min))x50+]
For all positive mean aggregate scores:
N
TRASSIC = 50 +[{(C S, -+ N) t St (max))x50 -+ 11
i= 1 1=1
Where S , = Total routes aggregate scores
N = Total number of cases or commuters in all the routes.
S, (min) = Recorded minimum aggregate score of a commuter within the study
area.
S, (max) = Recorded maximum aggregate score of a commuter within the
study area.
RSSIA
The Relative Satisfaction Score Index of the attributes (factor) is the measure
of relative weights attached to a given satisfaction factor by all the comn~uters
within the particular route (group). This has been expressed as the proportion of
the mean score in relation to the minimum or maximum score recorded by a
commuter for a given satisfaction factor.
For all negative mean scores:
For all positive mean scores:
N
RASSIA = 50+ [{(C Sij + N) + Sj (max))x50 + 11
Where N = Number of all the commuters within ad given route.
Sij = The route aggregate scores on "jWth

satisfaction factor.
Sj(min) = Recorded minimum aggregate score of a commuter on "j"Ihfactor
within the study area.
Sj(max) = Recorded maximum aggregate score of consumer on "j""factor
within the study area.

APPENDIX QA: ACTUAL COMPUTATION AND RESULT OF ANOVA
(HYPOTHESXS TWO) USING FACTOR ONE (SCHEDULING)

Variable FAC 1 - 1
By Variable GROUP
Sum of Mean F F
Between Groups 6 47.3089 7.8848 9.3409 .0000
Within Groups 265 223.6911 .8441
Standard Standard
Count Mean Deviation Error 95 Pct Conf Inr for Mean

MINIMUM MAXIMUM
TOTAL -2.2817 2.4344
Variable FAC 1-1
By Variable GROUP
MEAN(J)-MEAN(1) > =: .ti497 * RANGE * SQRT(IlN(1) + I/N(J))

-
with the following vahe(s) for RANGE: 5.06
(") Indicates significant differences which are shown in the lower triangle
GGGGGGG
rrrrrrr
PPPPPPP
Mean GROUP
-.9928 Grp 5
-.4473 Grp 6
-.2041 Grp 2
--,0707 Grp 3
.2048 Grp 7 *
,3316 Grp l **
,4935 Grp 4 ***
APPENDIX 6 B: THE ACTUAL COMPUTATION AND RESULT OF
ANOVA (HYPOTHESIS TWO) USING FACTOR TWO (SAFETY).
Variable PACZ-I
By Variable GROUP
Analysis o f Variance
Sun1 o f Mean F I;
Between Groups 6 8.5734 1.4289 1.4429 ,1984
Within Groups 265 262.4266 ,9903
To::! 271 271.0000

Standard Standard
Count Mean Deviation Error 95 Pct Conf lnt for Mean
75 ,0724
64 .0027
27 ,4150
36 -.0433
22 -.2203
24 -.I631
24 -.2704
27 2 ,0000
MINIMUM MAXIMUM
-3.8524 1.9904
-2.3499 2.1908
-1,8226 1.8198
-2.1938 1,761 1
-2.9040 ,8384
-2.5681 1.2372
-1.1457 ,9615
Variable FAC2-I
By Variable GROUP
MEAN(J)-MEAN(1) > = .7037 * RANGE SQRT(lIN(1) + lIN(J))

APPENDIX 6C: THE ACTUAL COMPUTATIOF >.NDRESULT OF ANOVA (HYPOTHESIS
TWO) USING FACTOR TIiREE (COMFOR' I LW)CONVENIENCE).
Variable FAC3-1
By Variahle GROUP
Sun1 of Mean F F
Source D.F. Squares Squares Ratio Prcrh.
Between Groups 6 12.1640 2.0273 2.0756.0564
Within Groups 265 259.8360 .9767
Total 271 271,0000

Standard Standard
Group Mean Deviation1 Error 95 Pct Conf Int for Mean
Grp 1 .O7 18 ,9624 .I111
Grp 2 .0789 1.0620 ,1327
Grp 3 -.444 1 1.2 144 ,2337
Gm 4 -. 1436 1.0325 ,1721
Grp 5 .NO2 .755 1 ,1610
Grp6 ,4301 ,7203 ,1470
G ~ 7P - . I869 ,9250 ,1888
Total ,0000 I .am .(I606
Grp 1 -3.0439 2.3410
Grp 2 -3.9181 2.1669
Grp 3 -2.9871 1.6238
Grp 4 -2.5380 2.2977
Grp5 -1.4175 1.6326
Grp 6 -1.2421 1.8854
Gv7 -1.9690 1.4169
TOTAL -3.9181 2.3410

APPENDIX 6D: THE ACTUAL COMPUTATION ANL) RESULT OF ANOVA (HYPOTHESIS
TWO) USING FACTOR FOUR ('TRANSPORT FARE).
Variable FAC3-1
By Variable GROUP
Multiple Range Tests: Scheffe test w i ~ hsignificance level .05
The difference between two means is si~nificanti f
MEAN(J)-MEAN(1) > = ,6988 * RANGE SQRT(IIN(1) .t IIN(J))
with tire following value(s) for RANGE: 5.06
- No two grorlps are significantly different at the ,050 level
Variable FAC4-1
By Variable GROUP
Analysis o f Variance
Sun? of Mean P P
Solme D.P. Sqr~ares Squares Ratio Prob.
Between Groups 6 2.4852 .dl42 .40RR ,8729
Within Gmups 265 26R.5148 1.0133
Total 271 271.0000

Standard Standard
Count Mean Deviation Ermr 95 Pct Conf Int for Mean
75 -.0212
64 -.0911
27 1912
3 -.0404
22 -.0913
24 ,1341
24 ,1041
272 ,0000
MINIMUM MAXIMUM
Variable FAC4-1
By Variable GROUP
MEAN(J)-MBAN(1) > = .7 1 18 * RANGE * SQRT(IIN(1) + !IN(J))
APPENDIX 7A
MATHEMATICS OF MULTIPLE LINEAR REGRESSION (MLR)
From Simple Linear Model:
A+Bx + E .................. (1)

The dependent variable (Y) can be expressed as:
Y=A + B2 X2 + B3 X? ... + BP XP + E .......(2)

. Where A = Intercept (constant of the Regression)
B2, B3 .... BI' = Parameters
X2 X3 .....',XP= Independent variables
E = Error termlstandard error

Then, the difference between Y and its mean could be written as:
L
-
Yi- Y = (Yi - $1)
-
+ (P - Y) ..........(3)
Where Y = Number of observations
-
Y = Mean
$' = Residual
By squaring both sides of the equation, the following results:
5(Yi -Y)Z = Total variations of Y or total sum of squares (TSS)
s(Yi - $)2 = Residual Variations or Residual sum of squares (ESS)
~ ( ? i-Y)l = Explained variation or Regression sum of square (RSS)
TSS = ESS+RSS ............ ( 5 )
By dividing both sides of the equation by TSS, it gives:
I =ESSlTSS + RSSITSS ............. (6)

The Co-efficient of determination (RZ)also expressed as the strength of relationship, is the
proportion of total variation in the dependent variable (Y), explained by the regression of Y on X.
Therefore,
R' = RSSITSS and R = 1RSSITSS

2 "i. 4
APPENDIX 7B: THE ACTUAL COMPUTATION AND RESULT OF MULTIPLE

LINEAR REGRESSION ( M L n FOR HYPOTHESIS, THREE.
LIST OF VARIABLES:
Y = NET PROFIT
X1 = INCOME
X2 = OPERATIONAL COST
X3 = NUMBER OF BUSES
YEAR PROFIT INCOME 0P.COST NO OF BUSES
Number of cases read: 9 Number of cases listed: 9
Mean Std Dev Label

PROFIT 2.666 3.064
INCOME 14.299 9.945
OP .COST 11.636 8.425
NO OF BUS 52.000 13.219
N of Cases = 9
Correlation, 1-tailed Sig:

PROFIT INCOME OPCOST NOOFBUS
PROFIT 1.000 .613
.040
INCOME .613 1.000

.040
OP .COST .359 .958

.I71 .OOO
NO OF BUS .311 .403

.208 .I41
* * * * M U L T I P L E R E G R E S S I O N * * * *
Equation Number 1 Dependent Variable.., PROFIT
Descriptive Statistics are printed on Page 2
Block Number 1. Method: Enter INCOME OPCOST NOOFBIJ!
Variable(s) Entered on Step Number

1.. NOOFBUS
2.. OPCOST
3.. INCOME
Multiple R .998
R Square .998
Adjusted R Square ,997
Standard Error 5.123293-03
DF Sum of Squares Mean Square
Regression 3 75.11329 25.03776
Residual 5 .00013 .00003
INCOME 1.000223 6.47653-04 3.246405 1544.376 .OOOO

OP . COST -1.000212 7.50903-04 -2.750125 -1332.011 .OOOO
NO .OF BUS 1,032543-04 1.50303-04 4.4553-04 .687 .5226
(Constant) - .003858 ,007358 -.524 .6224
End Block Number 1 All requested variables entered.

An Evaluation of Urban Mass Transit Programme in Enugu State - A Case Study of Enugu State Transport Company Limited

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An Evaluation of Urban Mass Transit Programme in Enugu State - A Case Study of Enugu State Transport Company Limited

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University of Nigeria

An Evaluation of Urban Mass Transit Programme in

Enugu State: A Case Study of Enugu State

Urban & Regional Planning

UNIVERSITY OF NIGERIA, NSUKKA

(School of Postgraduate Studies)

AN EVALUATION OF URBAN MASS TRANSIT

IN ENUGU STATE: A CASE STUDY OF ENUGU STATE

TRANSPORT COMPANY LIMITED

A DISSERTATION SUBMITTED IN PARTIAL FULFILMENT

OF THE REQUIREMENT FOR THE AWARD OF THE

DECREE OF MASTER OF URBAN AND REGIONAL

This is to certify that Eze Hyacinth Okafor, Reg. No. PG/MURP/95/18287 is a

postgraduate student of the Department of Urban and Regional Planning, University of

wholly for any other degree of this or any other university.

MRS J.U. OGBAZI MRS J.U. OGBAZI

THIS DISSERTATION HAS BEEN, APPROVED FOR THE DEPARTMENT OF URBAN

AND REGIONAL PLANNING, UNIVERSITY OF NIGERIA, ENUGU CAMPUS.

broad goal of easing transportation problem of commuters in the country. The

establishment of State Transport Corporations is a strategy of implementing the

programme as provided in Decree No. 67 of 1993. The extent to which the

commuters' transportation needs have been satisfied by the companies individually

or jointly are interesting issues for evaluation.

This research, therefore, aims at evaluating the implementation of Urban

Mass Transit Programme using Enugu State Transport Company (ENTRACO) as

company's quality of service performance while its viability performance was

improved services to commuters. To adequately guide the course of this study,

five research questions and three hypotheses were formulated.

primary data survey, multistage sampling and stratified random sampling

techniques were applied. A population size of 360 commuters were sampled

across the seven (7) routes of ENTRACO.

Four major quantitative tools were employed in this research. Principal

Component Analysis (PCA) was used to reduce the number of variables to

achieve a more meaningful analysis. Analysis of variance (NOVA) Technique was

commuters' satisfaction of ENTRACO Services. Multiple Linear Regression

The research findings show that the performance of ENTRACO is not

impressive among its routes. However, scheduling shows signifitant difference

operational cost in this descending order of importance.

The main policy implication of this study includes the importance of

applying to rightly determined commuters satisfaction attributes in order to

provide mass transit services

financing, research, maintenance structure and developn~ent of adequate

ways towards accomplishing this work. My sincere gratitude goes to my

contributions. I equally express my gratitude to Victor Onyebueke (Mr), K.C.

I am highly indebted to Mr Joseph Ezema (ASA), Francisca Eze,

Amaechi, and Chike Udeagha for assistingome

questionnaire. 1 am also very grateful to Mr Josephat Eze~nafor typing and

duplicating the questionnaire.

I also appreciate the contributions of the following staff of ENTRACO in

Ambrose Egwuonwu, the Operation Manager, Mr Damian Udeagha and Emma

for the analysis and typing of the work.

success in achieving this academic feat.

CHAPTER ONE: INTRODUCTION ...................... 1

1.10 Background of the study . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

1.20 Statement of Problems . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

1.30 Goal and Objectives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

1.40 Research Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1.50 Statement of Hypotheses . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

1.60 Scope of the study . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6

1.70 Limitation of the study . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

1.80 Definition of Terms . . . . . . . . . . ...*. . . . . . . . . . . . . . . . . . 7

CHAPTER TWO: LITERATURE REVIEW .................. 9

of the OMNIBUS and others . . . . . . . . . . . . . . . . . . . . . . . . 10