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TRAFFIC FLOW ANALYSIS OF A STATE HIGHWAY IN IBADAN, NIGERIA

Article · September 2024

DOI: 10.56726/IRJMETS61877

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International Research Journal of Modernization in Engineering Technology and Science
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Volume:06/Issue:09/September-2024 Impact Factor- 8.187 www.irjmets.com

TRAFFIC FLOW ANALYSIS OF A STATE HIGHWAY IN IBADAN, NIGERIA

Abayomi A. Oladejo*1
*1Department Of Civil, Environmental And Architectural Engineering, University Of Colorado, USA.
DOI : https://www.doi.org/10.56726/IRJMETS61877
ABSTRACT
Traffic flow around Ibadan metropolis has been a source of concern overtime and it’s evident on Idi Ape-
Basorun-Ashi road network which has been bothersome with long queues and poor accessibility to workplaces
and homes. This study assesses vehicular traffic flow on Idi-ape-Basorun-Ashi Junction Road in Ibadan. The
study engaged the use of geometric and attributes data collection method. The primary data source involved
direct collection of information on the field using, traffic counts and survey, oral interview and observations. A
traffic survey was carried out and the traffic volume was obtained using video technology played back at 15
minutes interval recorded while the traffic volume data was analyzed to determine the level of service and the
congestion index. Based on the Level of Service and Congestion Index metrics, the research reveals that the
Level of Service of the road network ranges from D to E and the congestion index ranges from 0.75 to 4.89 with
most segments highly congested. The narrow road networks, poor driving behaviors of motorist as well as the
presence of various bad spots are major factors leading to high vehicular congestion on the road network.
Rehabilitation and expanding the width of the road among other recommendations are proffered.
Keywords: Traffic Congestion, Congestion Index, Level Of Service (LOS)
I. INTRODUCTION
The movement of people from one place to another is a continuous activity around the world and There is no
tangible development in any country or city without adequate and effective transportation. Accordingly,
Oyesiku (2002) stated that transportation is inherently central to development of nations as it is not only a
necessity of life but have a resultant effect on all aspects of our existence. While there are many modes of
transportation, a person’s choice of mode of transportation is based on availability, income, personal
preferences and other factors. One of the most used modes of transportation is the road transportation. This
could be because of several advantages it has over others, some of which includes easy accessibility, cheaper
cost of fare, connects other modes of transportation and many more. However, with increase in urban
population, road networks are heavily congested. Shekhar and Saharkar, (2009) affirmed that the same forces
that draw inhabitants to congregate in large urban areas also lead to sometimes unendurable levels of traffic
congestion on urban streets and thoroughfares. Traffic congestion is the unnecessary build-up of traffic on a
road. Traffic congestion happens when the demand for transportation exceeds the available supply in a
particular area and at a specific time, causing a mismatch between how many vehicles need to use the road and
the capacity of the transport system (Stephen et al, 2012). It is also a situation which occurs when a city’s road
network is unable to accommodate or sustain the volume of traffic that uses it (Ogunbodede, 2007).
Due to an increase in urban population in Ibadan metropolis, there has been a spike in traffic congestion within
the city. The 2.20km Idi-ape-Basorun road, being a state-owned highway is of particular interest as it connects
to the popular Iwo-road expressway and serves as access road to many commercial and government structures
such as the Broadcasting Corporation of Oyo State, Government secondary schools, Churches, shopping
complexes etc.
Additionally, commercial activities interfere with vehicular movements on this road as there are many roadside
hawkers displaying their goods for sale. Also, traffic hawkers are not left out. Traffic is majorly controlled by
traffic wardens as there are no traffic devices installed along the road. Traffic congestion at Idi Ape-Basorun-
Ashi road has become an issue of concern both to the road users and to the government. Vehicular traffic on
this road axis is accompanied with long queues, poor accessibility to workplaces and homes most especially in
the morning and at evening. The Idi Ape-Basorun-Ashi Junction receives traffic from 4 other secondary roads
which consequently add to the traffic congestion being experienced on the road axis. Traffic congestion at this
point makes movement difficult by reducing travel speed, increased longer trips, which consequently, waste
time, money and even lives in cases of emergencies. The effect of congestion also increases the stress level of
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most road users as many get to their homes late and of necessity must wake up early to beat the traffic. This
makes them less productive at work.
It is to this end that this study aims at investigating and evaluating vehicular traffic flow at Idi-ape-Bashorun-
Ashi junction road, Ibadan, Oyo State, in a bid to proffer recommendations to curtail the menace of traffic
congestion on the road
II. BRIEF LITERATURE
Akintayo and Agbede (2012) emphasized that the highway network is a crucial part of Nigeria's transportation
system, serving as the primary mode of transport that supports the socioeconomic activities of the population.
At the local, state, and federal levels, two-lane highways (single carriageways) form the backbone of this
system. For the highway network to function efficiently, it must enable smooth traffic flow, operating at or near
its designed capacity to provide an optimal level of service.
Mabogunje (2008) pointed out that, aside from high unemployment rates, inadequate housing and traffic
congestion are two of the most significant challenges faced by urban dwellers in Nigeria, particularly in Lagos.
Traffic congestion arises when there is a mismatch between the demand for transportation and the available
transport infrastructure at a given time and location (Stephen et al., 2012). This occurs when the urban road
network can no longer accommodate the volume of vehicles using it, leading to increased travel costs and
physical and psychological strain (Jaco, 2008). As congestion builds, queues become the clearest sign that the
system's capacity has been exceeded (Taylor et al., 2000). Gang et al. (2008) highlighted that traffic congestion
is worsening due to rapid population growth, urbanization, and lifestyle changes.
Traffic congestion leads to a range of negative effects, including wasted time and energy, increased pollution,
higher stress levels, reduced productivity, and broader social costs (Amudapuram and Kalaga, 2012). This is
consistent with Shekhar and Saharkar’s (2014) observation that congestion hampers free movement and
disrupts business activities in urban areas.
Rodrigue et al. (2007) identified several major urban transport issues, with traffic congestion and parking
difficulties being the most widespread, particularly in cities with over a million inhabitants. The surge in motor
vehicle use has led to increased demand for road infrastructure, but the supply has not kept pace. The
availability of parking is another issue, as the growing number of vehicles has exceeded the capacity of parking
spaces, especially in central business districts where parked cars occupy a significant portion of urban space.
Another problem is longer commuting times, which are often linked to housing affordability. As housing closer
to city centers becomes more expensive, many people are moving to suburban areas, trading longer travel
times for more affordable living spaces. For example, in Ibadan, many residents are relocating to the suburbs,
resulting in longer commutes.
Non-motorized transportation also faces challenges, either due to high traffic volumes or inadequate
infrastructure for pedestrians and cyclists. This is particularly noticeable in Nigerian cities, where conflicts
between car drivers and motorbike riders (known as "Okada") are common. Additionally, public spaces have
been adversely affected by increasing traffic, reducing opportunities for activities like markets, parades, and
community gatherings. In Ibadan, for example, event centers built along major roads often contribute to
congestion, especially during weekends when social events are held.
Traffic congestion also has environmental impacts, contributing to pollution and excessive energy
consumption. Vehicles, particularly diesel trucks, emit CO2 and other pollutants, which can impair visibility and
contribute to accidents. Moreover, the growing volume of traffic is linked to rising accident rates, especially in
developing countries. As traffic increases, so does the risk of accidents, making people feel less safe on the
roads.
Rodrigue et al. (2007) also categorized urban traffic congestion into two types: recurrent and non-recurrent.
Recurrent congestion is caused by predictable factors like commuting and shopping trips that create regular
surges in demand on the transport system. This type of congestion often occurs at specific times of day and in
specific locations, particularly during mandatory trips. For instance, certain major roads in Ibadan experience
recurring congestion at predictable times. Non-recurrent congestion, on the other hand, is caused by

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unexpected events such as accidents or severe weather conditions. These random occurrences can disrupt
traffic flow and are often difficult to predict or manage.
Numerous studies have examined the causes and effects of traffic congestion, both in Nigeria and abroad, and
have proposed solutions for managing it. Mabogunje (2008) noted that traffic congestion, along with
unemployment and housing shortages, is one of the most pressing issues facing Nigerian urban areas, especially
Lagos. Ogunkunle and Johnson (2011) emphasized that addressing traffic congestion is essential for improving
the efficiency of Lagos as a megacity. Traffic congestion not only disrupts mobility but also reduces productivity
and negatively impacts the economy.
In their study of traffic congestion at road intersections in Ilorin, Aderamo and Atomode (2011) identified
traffic wardens and parking problems as the primary causes of congestion. They underscored the importance of
understanding traffic flow characteristics like flow, density, and velocity for effective urban road planning and
design.
Gabriel (2013) conducted research in Akure and found that the economic importance of roads—specifically, the
places they connect—is a major cause of congestion in Nigerian cities. Other contributing factors include poor
driving habits, inadequate road capacity, lack of parking, and ineffective traffic management. This is consistent
with earlier findings from studies by Bashiru and Waziri (2008), Aworemi et al. (2009), and Aderamo and
Atomode (2011).
III. METHODOLOGY
Data Acquisition
The road surveyed is from Idi Ape junction to Basorun-Ashi junction with the length totaling 2.20 km and
average width of 7.5 m. The 2.20km Idi-ape-Basorun road, being a state-owned highway is of particular interest
as it connects to the popular Iwo-road expressway and serves as access road to many commercial and
government structures such as the Broadcasting Corporation of Oyo State, Government secondary schools,
Churches, shopping complexes etc. Vehicular traffic on this road axis is accompanied with long queues, poor
accessibility to workplaces and homes most especially in the morning and at evening. The Idi Ape-Basorun-Ashi
Junction receives traffic from 4 other secondary roads which consequently add to the traffic congestion being
experienced on the road axis. Traffic congestion at this point makes movement difficult by reducing travel
speed, increased longer trips, which consequently, waste time, money and even lives in cases of emergencies
Geometry and attribute data of the road were acquired which include vehicular traffic congestion, traffic count
along the roads, pictures of traffic-congested zones, information on traffic-congested junctions, the roads
and the land use, were collected on field using traffic counts and survey, oral interview and observations.
Traffic Survey
The first step was to carry out the reconnaissance survey of the area. Visit was made to the study area for on-
the-spot evaluation of the traffic congested area. It was observed that this road is a 2.20km route from Idi-ape
to Basorun-Ashi junction with vehicular traffic occurring at Bode, Oluwokekere and Basorun market.
Traffic Volume Count
The traffic volume count was conducted using video technology for five days (Monday to Friday) to ascertain
the volume of vehicles plying the Study area. The traffic volume was also obtained for four secondary roads
feeding the Idi Ape-Basorun Ashi Junction which include, Bode Road, Oluwokekere road, Basorun Oja road and
winners’ road. In this research work, the duration of sampling period was a total of six hours daily; 7:00am to
9:00am, 12:00pm to 2:00pm, 4:00pm to 6:00pm representing the morning, afternoon and evening peak period
respectively for a period of five days using fifteen minutes interval to obtain traffic volume data.
Measuring Congestion
The congestion on this road axis was measured using four parameters
1. Congestion Index: this is done by comparing the congestion levels on various segment of the road
Congestion Index = C - C0 ---------------------------(Equation 1)
C0
Where C= Actual travel time, Cₒ= Free flow travel time
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If CI is near 0 then the level of congestion is very low
If CI > 2 – it means severely congested conditions
2. Travel Rate Ratio:
Travel Rate Ratio = congested travel rate -------------------------(Equation 2)
Free flow travel rate
Congested travel rate = Travel Time -------------------------(Equation 3)
Distance
3. Delay Rate Index:
Delay Rate Index = Delay Rate -------------------------(Equation 4)
Congested Travel Rate
Level of Service (LOS): Based on the volume to capacity ratio, the LOS of different sections were determined.
LOS divides the quality of traffic into six levels ranging from level A to level F. A represents the best quality of
traffic where the driver has the freedom to drive with free flow speed and level F represents the worst quality
of traffic.
IV. RESULTS AND DISCUSSION
The traffic volume study shows that at the Idi Ape Junction, vehicular count was highest on Tuesday while
Friday has the lowest vehicular count during study the period. At the Basorun Ashi Junction it was observed
that Monday has highest vehicular count during the traffic volume study, while Friday has the lowest vehicular
count during the study. From the vehicular count at the secondary roads, vehicular count was highest on
Tuesday for all of them and lowest on Friday. A summary table for the vehicular count for the five days of the
study at Idi Ape Junction is presented in Table 1 below.
Table 1: Vehicular count for the five days of the study at Idi Ape Junction
Days Morning Afternoon Evening
Monday 4770 4388 4638
Tuesday 4960 4744 5164
Wednesday 4855 3396 4197
Thursday 4385 3205 3926
Friday 3964 3092 4346
Total 22934 18825 22271
Source: Author’s Research

Figure 1: Chart showing Vehicular count for the five days of the study at Idi Ape Junction Source: Authors’
Research
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The result for the travel time, free flow travel time, distance, congested travel rate, free flow travel rate, travel
rate ratio, delay rate, delay rate index and congestion index are presented in Table 2 for the south bound
direction and Table 3 for the north bound direction. It can be seen from the Tables presented that the
congestion index ranges from 0.75 to 4.89. Most of the road segment’s congestion index is greater than 1.5
which shows that most segment of the road are highly congested with the Ashi Junction to Basorun Oja Junction
having the highest index of 4.89. From the travel rate ratio, the travel rate ratio ranges from 1.75 to 5.89. This
implies that commuters will spend a higher percentage longer travelling to their destination during the peak
period. Also, the delay rate index ranges from 0.43 to 0.83 which shows that the delay rate is also high for the
entire road segment. Based on Level of service (LOS) using the volume-capacity ratio as presented in Table 4
the LOS of the road stretch varies from D to E with 68% of the road stretch enjoying a LOS D while the
remaining 32% experiences a LOS E. This shows that a larger percentage of the road is already approaching
unstable operations where small increases in volume produce substantial increases in delay and decreases in
speed while some segment of the road is already experiencing delays and low average speed.
Table 2: Travel rate ratio, delay rate index and congestion index for the South bound direction (Idi Ape- Ashi
Junction)
Delay CI=
Rate= (Act
Free Travel Rate
Conges Delay Rate ual
Trav Flow Free flow Ratio=Cong
Congested ted Index=Dela TT-
el Trav Travel ested
Road Dista Travel Travel y free
Tim el Rate= Travel
Stretch nce Rate=TT/Dis Rate- Rate/Conge flow
e Time FFTT/Dist Rate/Free
tance Free sted TT)/
(TT) (FFT ance Flow Travel Flow Travel Rate Free
T) Rate Travel flow
Rate TT
Idi Ape-
00.3
Bode 1.00 0.242 4.13 1.61 2.57 2.52 0.61 1.56
9
Junction
Bode
Junction-
3.42 1.25 1.182 2.89 1.06 2.73 1.83 0.63 1.74
Oluwokek
ere
Oluwokek
ere-
4.30 1.18 0.353 12.18 3.34 3.65 8.84 0.73 2.64
Basorun
Oja
Basorun
00.5
Oja-Ashi 1.15 0.431 2.67 1.16 2.30 1.51 0.57 1.30
0
Junction
Source: Author’s Research

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Table 3: Travel rate ratio, delay rate index and congestion index for the North bound direction (Ashi Junction-
Idi Ape)
Delay CI=
Rate= (Act
Free Travel Rate
Conges Delay Rate ual
Tra Flow Free flow Ratio=Cong
Congested ted Index=Dela TT-
vel Trave Travel ested
Road Dista Travel Travel y free
Tim l Rate= Travel
Stretch nce Rate=TT/Dis Rate- Rate/Cong flow
e Time F.F.T.T/Dis Rate/Free
tance Free ested TT)/
(TT) (F.F.T tance Flow Travel Flow Travel Rate Free
.T) Rate Travel flow
Rate TT
Ashi
Junction-
3.30 00.56 0.431 7.66 1.30 5.89 6.36 0.83 4.89
Basorun
Oja
Basorun
Oja-
1.35 00.50 0.353 3.82 1.42 2.69 2.4 0.63 1.70
Oluwokek
ere
Oluwokek
ere-Bode 2.28 1.30 1.182 1.93 1.10 1.75 0.83 0.43 0.75
Junction
Bode
Junction- 1.05 00.30 0.242 4.34 1.24 3.50 3.10 0.71 2.5
Idi-Ape
Source: Author’s Research
Table 4: Level of service (LOS) using the volume-capacity ratio
Road Segment Actual Volume Capacity V/C Ratio LOS
Idi Ape-Bode
2430 2800 0.87 D
Junction
Bode Junction-
2375 2800 0.85 D
Oluwokekere
Oluwokekere-
2605 2800 0.93 E
Basorun Oja
Basorun Oja-Ashi
2710 2800 0.97 E
Junction
Source: Author’s Research

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Figure 2: Chart showing actual volume to capacity

Source: Author’s Research

Figure 3: Level of service (LOS) using the volume-capacity ratio

Source: Author’s Research
Furthermore, through this research, specific causes of traffic congestion were identified at each segment of the
highway, and this is presented in Table 5. The causes ranges from bad road network to poor traffic
management and this is corroborated by Johnbosco et al (2015) who maintained that congestion arises when
there is rapid growth of motorization with less than corresponding improvement in the road network, traffic
management techniques and related transport facilities. This also agrees with earlier findings of Gabriel (2013),
who conducted his research at Akure; he concluded that road economic importance (important of places the
road link to) is the most significant cause of traffic congestion in Nigerian urban cities. According to the study,
other major causes of traffic congestion include poor driving habits, work zones, inadequate road capacity, lack
of parking facilities, poor traffic control/management, presence of heavy vehicles, roadside parking, special
events, reluctant to use parking facilities and bus stop, poorly designed junctions/roundabouts and lack of
efficient public mass transport system.

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Table 5: Specific Causes of Traffic Congestion at each of the Road Segment
● The driving habit and attitude of private cars and commercial cabs
drivers, such as abrupt stopping of vehicles, and act of admitting or
Idi Ape Junction
discharging passengers on the road
● Narrowness of the road
● Absence of traffic warden or traffic light
Bode Junction
● Presence of bad spots
● The driving habit and attitude of private cars and commercial cabs
drivers, such as abrupt stopping of vehicles, and act of admitting or
discharging passengers on the road
● Narrowness of the road
Oluwo Kekere
● Presence of bad spots
Junction
● Narrow and clogged drainage
● Inadequate parking facilities at various shopping centers and other
facilities encourage haphazard on-street parking on the road.
● Too many adjoining roads
● Narrowness of the road
● Presence of bad spots
● The driving habit and attitude of private cars and commercial cabs
drivers, such as abrupt stopping of vehicles, and act of admitting or
Basorun Junction
discharging passengers on the road
● Indiscriminate erecting of shops/display of wares by roadside
● The road drainage is too narrow and also clogged
● Too many adjoining roads
● The driving habit and attitude of private cars and commercial cabs
drivers, such as abrupt stopping of vehicles, and act of admitting or
Ashi Junction
discharging passengers on the road
● Narrowness of the road
Source: Author’s Research
The study further reveals that the major effect of traffic congestion on this road network is delayed movement
and longer commuting. People spend more time commuting from their residence to their desired destination.
Other notable effect of congestion on the road is increased fuel consumption. This eventually leads to higher
cost of commuting by private car owners. This agrees with Mobereola (2012) who disclosed that commuters in
Lagos spend on average 40% of their income on transportation. Also, congestion on this road network also
induces stress on the road users. This is because of the long duration spent commuting and thus human
productivity is reduced. This is in alignment with Weisbrod et al (2001), they maintained that congestion
increases Travel cost, reduces human productivity and affect human health negatively. In addition, there is an
increase in air and noise pollution on the road axis as fossils are released in large quantity into the atmosphere
based on the vehicular concentration on the road stretch. This agrees with Amudapuram and Kalaga, (2012)
who stated that congestion wastes time and energy, causes pollution and stress, decreases productivity and
imposes costs on society.
V. CONCLUSION
Traffic congestion on is majorly caused by inadequate road capacity, poor traffic management, poorly
constructed or total absence of road drainage, poor driving habits of motorists, lack of proper infrastructural
and highway planning and poor pavement maintenance. This is evident in the high congestion index and the

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level of service, D and E experienced on the Idi Ape-Basorun-Ashi Junction Road network. Subsequently, the
following recommendations are proffered to solve the problem.
1. Expanding the width of the road
2. Rehabilitating the road
3. Construction of good drainage facilities
4. Reducing the number of bus stops
5. Provision of adequate parking space for use by the social facilities along the road
6. Relocation of the Bashorun Oja market
7. Construction of a roundabout at the Bashorun Oja junction, and
8. Enlightenment of road users on appropriate road behaviors.
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