CHAPTER ONE

1.0 Background of the study

Traffic congestion occurs when a cities road network is unable to
accommodate the volume of traffic that uses it. This situation is caused by
rapid growth in motorization and with less than corresponding
improvement in road network, traffic management techniques and related
transport facilities. This road traffic congestion is a phenomenon that is
associated with urban environment all over the world. This is because we
need transport to move from one place to another, especially when trekking
becomes inefficient. While traffic congestion has been managed very well
in some developed countries, it has continued to defy solutions in
developing world especially in Metropolitan cities like Lagos, Port
Harcourt, Kano in Nigeria urban centers in Nigeria suffer from inadequate
facilities that could ensure smooth urban movement. This is because the
rapid growth of cities anywhere in the world has impact not for the land use
but also for the spatial extension.
According to the Joint Transport Research Centre of the Organization for
Economic Cooperation and Development (OECD) and the European
Conference of Ministers of Transport (ECMT), “Cities and traffic have
developed hand-in-hand since the earliest large human settlements. The
same forces that draw inhabitants to congregate in large urban areas also
lead to sometimes intolerable levels of traffic congestion on urban streets
and thoroughfares.” (ECMT 2007:5). This captures the relationship
between urban cities and traffic congestion as well as the world-wide
dimension of the problem of traffic congestion in urban cities.
Many urban cities in Nigeria are bedeviled with traffic congestion which
tends to defy various remedial measures adopted by different governments
over the years. Journey times from one point to another within a town have
remained unreliable and residents have continued to face disturbing
inconveniences in transportation. These are accompanied by noise and air
pollution and the high costs associated with burning of fuels from
stationary vehicles. The contributions of road transportation to
environmental degradation in urban cities of Nigeria have been highlighted
by Onokala (2008). The problem is no longer limited to traditional cities
such as Lagos, Ibadan, Benin-City, Port Harcourt, Abuja, Kano, and
Kaduna (Ogunsanya 2002; Ogunbodede nd). Virtually every state capital
city in Nigeria today faces the problem of traffic congestion (Moses 2011).
For example, Calabar city which was not previously associated with traffic
congestion is now facing considerable traffic congestion on many of its
urban roads, particularly when the schools are in session.
More so, traffic congestions remain a major problem to socio-economic
development and management of the commercial cities of Nigeria. The
trend of the associated problems have resulted in serious nightmare to
policy and decision makers, scholars and transport experts who have roles
in managing most commercial nerve. One of such challenges is traffic
conflict and friction as experienced by motorists and commuters who spend
between 2 (two) and 4 (four) hours traversing a distance of 1 (one) and
2(two) km within the city centre during traffic peak periods (Olayiwola et
al, 2014). The traffic congestion situation in developing countries;
especially in Nigeria is mostly compounded by weak enforcement of traffic
rules and regulations, especially in Nigerian cities and its environs. Fallouts
of the City’s traffic congestion negative effects are waste of valuable time
and resources of motorists and commuters; delays, leading to late arrivals at
important scheduled appointments; inability to forecast travel time and plan
journeys; increased pollution and gas emission; with grave implications for
safety of lives and properties.
However, this research intends to investigate the effects of traffic
congestion on the distribution of Indo foods by De United Foods Industry
Limited, Ota, Ogun State.
1.1 Statement of Problem
The identified problems of road traffic congestion in this study include time
wastage, low productivity, cost increment, delivery delay, increase driver
stress, pollution and waste of personal resources.
1.2 Aim and Objectives of the study
The main aim of this study is to assess the effects of traffic congestion on
the distribution of Indo foods by De United Foods Limited in Ota, Ogun
state.
The objectives of the study are as follow:
i. To examine the effects of road traffic congestion on distribution of
goods.
ii. To identify the major causes of road traffic congestion while
distributing goods to their various destination.
iii. To identify the major period of road traffic congestion in the study
area?
iv. To identify the direct and indirect impact of traffic congestion on
distribution of goods.
v. To identify the roles of adequate distribution in the channel of
production.
1.3 Research Questions
There are research problems that were examined in the project, some of
these includes:
i. What are the relevant effects of road traffic congestion on
distribution of Indo foods?
ii. What are the major causes of the traffic congestion while
distributing Indo foods?
iii. What are the direct and indirect effects of traffic congestion on
distribution of goods?
iv. What are the measures to proffer in solving the effects of traffic
congestion on distribution of goods?
1.4 Research Hypotheses
The hypotheses formulated in the course of this research are as follows:
Hypothesis 1:
H0: there is no significant relationship between traffic congestion and
distribution of goods.
H1: there is significant relationship between traffic congestion and
distribution of goods.
Hypothesis 2:
H0: there is no significant relationship between effective traffic
management measures and distribution of goods.
H1: there is significant relationship between effective traffic
management measures and distribution of goods.
1.5 Justification for the Study
In Nigeria, traffic congestion has remained part of the operating
transportation system especially during the morning and evening, afternoon
and evening peak periods which grossly affects distribution of Indo foods
in De United Foods Industry Limited.
This study is of the opinion that if the recommendations are put in place by
the Management of De United Foods Industry Limited, it would not only
save the traffic problems but facilitates smooth distribution of the company
and other relevant industries.
1.6 Study Area
Location/Physical Settings
Ota is the capital of the Ado-Odo/Ota local government area and has the
third largest concentration of industries in Nigeria (Salako, 1999). It covers
an area of 878 square kilometers and lies between latitude 6°41′N and
6°68′N and longitude 3°41′E and 3°68′E. Ado-Odo/Ota Local Government
has an estimated population of 527,242 (Male 261,523 and Female
265,719) (2006 Census) with about four hundred and fifty (450) towns,
villages and settlements. Other towns and cities include Ado-Odo, Igbesa,
Agbara, Sango-Ota, and Itele. It also possesses a large market and an
important road junction, found north of the Tollgate on the Lagos Abeokuta
expressway. Ota is also well known to be the location of the Canaan Land
where the mega church Winner’s Chapel, renowned as the world’s largest
single auditorium is situated. Ota is gradually becoming a busy place
because of its proximity to Lagos thereby increasing the migration of it
people.

Fig. 1.1: Map of Ado-Odo/Ota showing its immediate

environs.
 Study Area

.
Fig. 1.2: Map of Ogun State Showing the Study Area.

Economic/Cultural Activities

The Local Government is primarily agrarian in nature; the Local

Government Area produces cash and food crops especially cocoa, kolanut,
palm oil, coffee, cassava, timber, maize, and vegetables. Mineral resources
include kaolin, silica and gypsum and glass sand. The main occupation of
the inhabitant of the study area is farming and trading.

The Local Government Area is populated mainly by the Awori people a

subset of the Yorubas and the original inhabitants of the area. However,
other ethnic groups like Egba settlers, Eguns, and Yewas (Egbados) also
live there.

The Local Government Area boasts a range of cultural, traditional and

historic attractions. One of the most popular is the Egungun (Masquerade)
festival in Ota alongside the Oduduwa (Odu’a) festival. There are also
shrines such as Ijamido and Ogbodo Shrines.

Land use type

The acquisition of land in Ado-odo/Ota is solely determined by diverse

human activities, culminating in the various land use categories that can be
identified in the region. The categories of land use that exist in
Ado-odo/Ota includes Residential, Industrial, Agricultural, Commercial,
Transport and Institutional land use.

The residential land use type features prominently in both urban and rural
areas of Ado-odo/Ota. It can be of note that the greater percentage of the
residential land use in the urban areas is for private residential building
while commercial and public buildings like schools, churches and mosques
take the rest.
The Industrial land use types occupy appreciable proportion of land, it can
be found in all direction of the urban and semi-urban area of Ado-odo/ota.

The commercial land use type in Ado-odo/Ota region consist of the market
squares, central business districts of the city and the acquisition of land for
construction of petroleum product filling stations, commercial shops,
supermarkets and other service activities.

The agricultural land use can be found in the rural areas of Ado-odo/Ota.
Agriculture is the major occupation of the greater percentage of the people
in the area, who reside in the rural areas of Ado-odo/Ota. Agricultural land
use is mostly displayed in the rural areas and partly some urban and semi
urban areas of Ado-odo/Ota.

More so, the land use of Ado-odo ota is also devoted to transport, since the
road transport is the main mode of mobility, appreciable proportion of the
landmass had been used for road construction. The major urban centres in
the region are well served by good networks of internal roads (tarred and
untarred) that are highly connected.

The Institutional land use of Ado-odo/Ota incorporates the acquisition of

land for educational, health, religious and financial institution as found in
both small and medium sized towns in Ado-odo/Ota.
Climate

The climate of Ado-odo/Ota is tropical. In winter there is much less rainfall

than in summer. The average annual temperature is 26.5 0C. The average
annual rainfall is 1,115mm. The driest month is December with 12mm.
Most precipitation falls in June with an average of 182mm.

The warmest month of the year is March with an average temperature of

27.60C. In August, the average temperature is 23.2 0C. It is the lowest
average temperature of the whole year. The difference in precipitation
between the wettest months is 172mm. the average temperature varies
during the year by 30C.

Vegetation

Ado-odo/Ota is located in the tropical rain forest zone of Nigeria. Both the
climate and soil conditions adequately support luxurious evergreen forests
that dominate the city. However, the effect of human interference through
annual uncontrolled bush burning and peasant farming method has reduced
the original forest to secondary, bush re-growth and thickets.

Drainage

Ado/odo-Ota is well drained by some streams and rivers. These include

Mosafejo river, Iju river, Igbado river, Ijako river, Ilogbo river, Ere river
etc. Over the years, flooding is a common feature in Ado-odo/Ota. This can
be attributed to inadequate drainage facilities cum blockage of the existing
drainage channels through indiscriminate dumping of refuse into them. The
major source of water to the inhabitants of the study area is the bore-hole
which is usually provided by individuals.

Transport System
In Ado-Odo/Ota and its region, the modes of transport available in the
entire city is rail and road, other modes of transport like Air and water are
completely absent. The railway which is not efficiently used due to the
ineffective and inadequate operations and quality of service rendered within
the city is not usually used by the people of Ota and it is usually meant for
inter city travel. However, the most dominant mode of transit in
Ado-odo/Ota is the Road transport. The Road transport is used for intra-
urban, inter-urban and rural-urban movements across the length and
breadth of the region. Of course, road is the most flexible and relatively
ubiquitous of all modes of transport.
According to Oyesiku and Ewedairo (2000), Ado-odo/Ota is served by
fairly dense network of tarred and untarred roads in which the study area
has 0.84 road network density.
In terms of transport provision, the people in Ado-odo/Ota make use of
foot, bicycle, tricycle, motorcycle, private cars and public taxi cabs
essentially for intra-transit while other inter-city movement is made through
mini-buses. Public commercial transport is provided by individuals in form
of taxi-cabs, commercial motorcycles, tricycles and commercial buses. In
addition to the public commercial transport system in the metropolis, some
schools and other corporate bodies provide bus services for their
pupils/students and employees respectively so as to meet their mobility
needs.
1.7 Definition of Terms:
Traffic Congestion: Traffic congestion is a condition on road networks
that occurs as use increases, and is characterized by slower speeds, longer
trip times, and increased vehicular queuing.
Traffic Management: The term ‘Traffic Management’ comprises a variety
of techniques for dealing with highway and traffic related issues. As a
concept, it is a process for planning and operating a system of urban
highway and street network.
Distribution: this simply means the process of making products or services
available to the consumer or final users.
 CHAPTER TWO
LITERATURE REVIEW AND THEORETICAL FRAMEWORK
2.0 INTRODUCTION
Traffic congestion has been identified as being able to account for
incremental cost resulting from interference among road users (TDM
Encyclopedia, 2004). These effects are mostly significant under urban-peak
conditions when traffic volumes approach a road capacity. Road traffic
congestion is a significant and growing problem in many part of the world.
Moreover congestion continues to increase despite, the conventional
approach of building new road because of variety of reasons-political
financial and environmental reasons. In fact, building new roads can
actually compound congestion. In some cases, by including greater
demands for vehicle travel that quickly eats up the additional capacity
(Sheldon and Wayne, 1995) propensity travel is higher because owner of
vehicles make more convenient journeys. It is even more domineering in
traditional Nigeria cities and towns where planning is not adequate. The
traditional hinter land in such cities of Lagos Ibadan, Porthacourt, Kano
Kaduna and Abuja etc. experienced this problem because their organic
structure does no encourage effective urban traffic movement.
Congestion has also been observed to decrease productivity through lost
time and causes stress and put additional wear on our vehicles, all of which
have a negative impact on our pocket books (TMG, 2003). Congestion
reduces mobility and increases driver stress, vehicle costs and pollution,
hence, the need to device means of controlling congestion. Urban
settlements in the development settlement are better planned than what
obtains in developing ones. Yet reports of incidences of traffic congestion
abound on daily basis. Then it is obvious that likely worse situation may
occur in the unplanned cities of Africa. Congestion arises out of the
conjunction of two factors. The first is that every process has a finite
capacity. The second is that every process has a stochastic character; there
is some degree of randomness in both the demands placed on a process to
service those demands
(Marvia, 1975). Whenever the total impute rate is greater than the output
link capacity, congestion occurs. When due network becomes congested.
The queue lengths may become very large in a short time resulting in
buffer, over flaws and cell loss congestion control is therefore necessary to
ensure that users get the negotiated Quality of Service (QOS) (ATM, 2005).
Congestion used to mean it took longer time to get to/from research in the
rush hour, but congestion now affects more trips, more hours of the day and
more transportation systems. This chapter reviews literature on the
theoretical framework, concept of congestion, causes and impact/cost of
road traffic congestion on distribution, and the measures of controlling in a
Metropolitan Lagos.

2.1 THEORETICAL FRAMEWORK

This study was backed up with two theories, which are traffic flow theory
and three phase traffic theory. Both theories are used as a tool for
explaining and reducing traffic congestion while distributing goods and
services to consumers or final users.
2.1.1 TRAFFIC FLOW THEORY (Muhammed G and Kemal Memis,
2010)
Traffic flow is the study of interactions between vehicles, drivers, and
infrastructure (including highways, signage and traffic control devices),
with the aim of understanding and developing an optimal road network
with efficient movement of traffic and minimal traffic congestion problems
while distributing goods and services.
Traffic phenomena are complex and non-linear depending on the
interactions of a large number of vehicles. Due to the individual reactions
of human drivers, vehicles do not interact simply following the laws of
mechanics, but rather show phenomena of cluster formation and shock
wave propagation, both forward and backward, depending on vehicle
density in a given area of distribution.
In a free-flowing network, traffic flow theory refers to the traffic stream
variables of speed, flow and concentration. These relationships are mainly
concerned with uninterrupted traffic flow, primarily found on freeways or
expressways. When the densities of a freeway reaches the maximum flow
rate (or flux) and exceeds the optimum density, traffic flow becomes
unstable, and even a minor incident can result in persistent stop and go
driving conditions during the process of physical distribution.
2.1.2 THREE PHASE TRAFFIC THEORY (BORIS KERNER)
This is an alternative theory of Traffic flow developed by Boris Kerner
2002. It focuses mainly on the explanation of the physics of traffic
breakdown and resulting congested traffic on highways. Kerner describes
three phases of traffic, while the classical theories based on the
fundamental diagram of traffic flow have two phases: free flow and
congested traffic. Kerner’s theory divides congested traffic into two distinct
phases, synchronized flow and wide moving jam, bringing the total number
of phases to three.
FREE FLOW (PHASE F)
The free flow and the congestion can be easily defined by the fundamental
diagram in density-flow rate plane. In the diagram below, the points are
divided by two regions in the distribution area. One with positive slope line
corresponds to the free flow. In free flow since there is no significant speed
drop, the flow rate is nearly proportional to the density (its slope tends to
decrease as the density increases). However, when the density reaches the
maximum density for the free flow, the transition to the congestion must
occur which have effect on logistics. This maximum point in the
fundamental diagram is called limit point. Another set of points
corresponds to the traffic congestion states, the congestion mostly occur at
the bottleneck. In the congestion, the average speed of vehicles drops.
Moreover the variances of the points in congestion states are much larger
than free flow state. The synchronized flow are the source of variance(i.e.
this large variance set of points are in the synchronized flow state, while the
wide moving jam states has linear relationship called J line.
 Source: Moon Ji Park, 2012
SYNCHRONIZED FLOW (PHASE S)
In the synchronized flow, the speed of vehicles drops significantly, but
there is no noticeable change in the flow rate as observed during the
distribution of goods and services. This is due to the increase in the density
of vehicle so that the product of the speed and the density remains nearly
the same. The term synchronized reflects the synchronization of speed of
the vehicles in different lanes. The downstream front is mostly fixed at the
bottleneck. The synchronized flow can be divided by three patterns
according to the evolution of the downstream front and the upstream front.
 Localized Synchronized Flow: The downstream front is fixed at the
bottleneck. The upstream front oscillates but the mean width of pattern
does not change.
 Widening Synchronized Flow: the downstream front is fixed at the
bottleneck, the upstream front continuously propagate backward.
 Moving Synchronized Flow: a whole pattern propagates however it
cannot penetrate next adjacent bottleneck (catch effect). The catch effect
distinguishes the moving synchronized flow with wide moving jam.
WIDE MOVING JAM (PHASE J)
A so called “wide moving jam” moves upstream through any highway
bottlenecks. While doing so, the mean velocity of the downstream front is
maintained. This is the characteristic feature of the wide moving jam that
defines the phase J.
The term wide moving jam is meant to reflect the characteristic feature of
the jam to propagate through any other state of traffic flow through any
bottlenecks while maintaining the velocity of the downstream jam front.
The phrase moving jam reflects the jam propagation as a whole localized
structure on a road linking the distribution centre. To distinguish wide
moving jams from other moving jams, which do not characteristically
maintain the mean velocity of the downstream jam front, Kerner used the
term wide.
The term wide reflects the fact that if a moving jam has a width (in the
longitudinal road direction) considerably greater than the width of the jam
fronts, and if the vehicle speed inside the jam is zero, the jam always
exhibits the characteristic feature of maintaining the velocity of the
downstream jam front. Thus, the term wide has nothing to do with the
width across the jam, but actually refers to its length being considerably
more than the transition zones at its head and tail. Historically, Kerner used
the term wide from a qualitative analogy of a wide moving jam in traffic
flow with wide autosolitions occurring in many systems of natural science.
Both the wide moving jam and a wide autosolition exhibit some
characteristic features which do not depend on initial conditions at which
these localized patterns have occurred.
2.3 LITERATURE REVIEW
Traffic congestion is a condition on road networks that occurs as use
increases, and is characterized by slower speeds, longer trip times, and
increased vehicular queuing. The most common example is the physical use
of roads by vehicles. When traffic demand is great enough that the
interaction between vehicles slows the speed of the traffic stream, this
results in congestion. As demand approaches the capacity of a road as well
as of the intersections along the road; and extreme traffic congestion sets in.
When vehicles are fully stopped for a periods of time, this is colloquially
known as a traffic jam or traffic snarl-up. Traffic congestion can lead to
drivers becoming frustrated and engaging in road rage.
Traffic congestion is sometimes the result of urban development, housing,
employment and cultural policies which cause people to live and work
relative to one another in close proximity (ECMT, 2007). Ogunsanya
(2002) argues that traffic congestion is a major transportation problem of
Nigerian cities.
Traffic congestion has many effects. One of the most important effects is
parking problems. People find it difficult to park their cars especially in the
city centre. Long delays in getting to and from work are another result,
leading to less productivity from employees. There are also more accidents,
because people become frustrated or angry due to traffic jams. Pollution in
the city centre worsens as a result of car emissions, and the city becomes a
less attractive place to live. Shops are forced to close in the city centre and
have to relocate to malls or to the outskirts of the city, where parking is
available.
2.4 TRAFFIC PERIODICITY
 Peak Period: The peak period or rush hour is part of the day during
which traffic congestion on roads and crowding on public transport
is at its highest. Normally, this happens twice every week day – once
in the morning and once in the evening, the times during when the
most people commute. The term is often used for a period of peak
congestion that may last for more than one hour. Peak hour is from
6:00am – 10:00am (06:00 – 10:00) and 4:00pm – 8:00pm (16:00 -
20:00). Peak traffic periods may vary from city to city, and from
region to region.
 Off-Peak Period: The Off peak period refers to light traffic period.
It is a period when traffic situation is not in the period of most
frequent or heaviest use by road users. The off peak hour is usually
around 10:00am – 3:00pm and 9:00pm – 5:00am the following day.
2.5 CAUSES OF TRAFFIC CONGESTION
The proximate causes of congestion are numerous, e.g. too many vehicles
for a given road’s design or intersection capacity, dynamic changes in
roadway capacity caused by lane-switching and car-following behaviour.
They are also invariably linked to other indirect factors such as land-use
patterns, employment patterns, income levels, car ownership trends,
infrastructure investment, regional economic dynamics, etc…
Generally, however, we can identify two principal, broad categories of
causal factors; micro-level factors (e.g. those that relate to traffic “on the
road”) and macro-level factors that relate to overall demand for road use. In
this context, congestion is “triggered” at the “micro” level (e.g. on the
road), and “driven” at the “macro” level by factors that contribute to the
incidence of congestion and its severity. This has important implication for
policy since while congestion takes place on the roads, it is not only, nor
necessarily primarily, a traffic engineering problem.
2.6 EFFECTS OF CONGESTION
Congestion affects the research trip and the personal trips. It affects the
movement of people and the flow of goods to the market. To the travelers
including truckers (both long haul and local pickup and delivery) household
and business service providers such as Logisticians, site managers,
information network analysts, computer technicians, police and ambulances
services) and personal travel (such as commuters, vacationers and shoppers.
Congestion means loss of time, missed opportunities, frustration and waster
of personal resources.
To the employers, congestion means loss of worker opportunity, delivery
delays and increased costs. Speed reliability and the cost of urban and
intercity freight movements are increasingly affected by congestion
(Sheldon and Wayne, 1995, USDTFHA), 2005. The congestion costs to
freight interests are significant. Congestion is growing on many key freight
segments of the transportation system and congestion can drastically reduce
productivity of the overall freight network. The delay caused by congestion
could vastly increase costs of those freight movements that are today
managed to exacting schedule (USDT-FHA, 2005).
Congestion causes more fuel to be used and more emissions to be
produced. The extra time spent in congestion causes services provider's to
make fewer calls per day. Leading to higher prices for consumers, this is
particularly important for emergency medical, fire and police services
which may be unnecessarily delayed from attending to medical, crime and
disaster situations. (USDT-FHA, 2005). Companies with production
schedules timed to take the advantage of trucks delivery components to an
assembly line as they are needed must instead plan for items to arrive early.
The primary objective of the principle of JUST-IN-TIME (JIT) cannot be
achieved in production system as congestion will always leads to poor
inventory. For trucking as congestion spreads into the midday period,
which is the peak travel periods reliability- for trucks, the ability to hit
delivery windows predictably will decrease and will decrease and will add
even costs as firms struggle to optimize delivery schedule. This is
especially a problem for trucks who must meet Just-in-time delivery
schedule set by shippers, manufacturers and retailers.
2.7 IMPACTS OF TRAFFIC CONGESTION ON DISTRIBUTION
The direct impact of congestion while distributing goods are time wastage
which makes it impossible to achieve just in time distribution services and
the high cost of production by the transporters and logistics service
providers.
Congestion also has a range of indirect impacts including the low
productivity of workers and also the lateness to work by personnel at
various distribution centers and base stations.
2.8 EFFECTIVE MANAGEMENT OF TRAFFIC CONGESTION
A multidisciplinary approach is required in order to keep the negative
effects of congestion under control and to ensure standards of living remain
sustainable (Bulletin FAL, 2001). Transportation engineers and planners
have developed a variety of strategies to ideal with congestion. These
measures are broadly classified into supply and demand initiative (Bulletin
FAL, 2001).
2.8.1 Demand Initiatives
Action in respect of demand signifies modifying transportation habits.
These sorts of measures promote behavior that is more in keeping with high
volume of traffic and safety travel. The aims is to improve the behavior of
vehicles and pedestrians, change the types of vehicle circulating at peak
times, with preference given to large capacity vehicles and also to shift
some trips to times when there is less traffic. In other words the goal is to
re-arrange trips rather than to eliminate them, since that would mean
forgoing the benefit such trips represent to those wishing to undertake them
(Bulletin FAL, 2001).
Congestion is to a large extent due to the intensive use of motor vehicles,
particularly in commuting. Traffic hold-ups could be alleviated if
significant numbers of motorist who travel in high volume areas or periods
could be persuaded to use public transport or change the time of their
journey. Several options are set out below:
 Road Safety Education: It is vital that drivers and pedestrians improve
their behavior. Traffic congestions set out right and constraints as to the
use of streets, thereby improving flows and preventing accidents.
Undisciplined driving coupled with a lack of respect for others reduces
road networks capacity to a fraction of its potential. Attempts to gain
few seconds at the risk of disobeying the traffic rules governing
intersections and streets cause serious disruption to other road users,
leading to greater congestion and an increased like hood of accidents.
Pedestrians must also respect the rules of road, crossing streets only t
authorized times and places. Therefore, it is enormously important to
educate the entire community about traffic regulations, a process which
should start from childhood (Bulletin FAL 2001). This will go a long
way in improving the transportation system of the state.
 Parking Restriction: Parking is a vital element of any road transport
system. By restricting parking in congested areas, it is possible to
increase the space available to traffic and to encourage certain car trips,
thereby easing congestion. Some of the measures available are: Parking
restriction in specific places at specific times, especially along roads
with high traffic volumes, setting of limits on parking space or time,
imposition of a charge for parking or provision of park and ride
facilities which enable journeys to be made using combination of
automobiles and public transport e.g. Bus Rapid Transport (BRT) as
provided by the Lagos Metropolitan Transport Authority (LAMATA).
 Road Pricing: Road Pricing involves charging users a fee, either for
traveling in or entering congested roadway or areas. Only users who are
 prepared to pay will be able to take to the road, with all others forced to
either use alternative modes of transport or undertake the car journey in
periods when there is no charge. One interesting feature is that, in
principle the use of public roads is regulated by a market instrument and
not by government imposed regulations. Before road pricing is
implemented, answers need to be found to aspect such as impact or
areas not subject to charges, the intended purpose of revenue raised and
possible adverse effects on residents and activities in changing area.
 Staggering of Trips: This entails establishing different starting and
finishing times for various activities such as research, commerce,
schools, universities, etc. traffic volumes are characterized by distinct
peak periods during which a large number of journeys are concentrated.
Many activities start up in early part of the day, so numerous journey
places of research and study take virtually the same time. A similar
pattern occurs in the afternoon when research and business activities
come to an end. As a result it would be beneficial to be able to stagger
trips over a long period of time. During reorganization, care should be
taken no to interface with normal business operations. In commercial
cities like Lagos, staggering of trips is infeasible as most trips take place
in the peak period and government may not have the power to influence
such trips.
 Restriction of Vehicles use (careless day): This involves barring a
portion of vehicles from being on the roads from Monday till Friday. In
places and at prone to congestion. Restricting a large number of
 vehicles from circulating at the same time, though not impinging on the
right to purchase them in one way to lessen congestion.
The measures may be applied to all cars in turn over the course of the
week, in accordance with final digit of the number plate. In addition,
truck and other cargo laden vehicles would normally be banned from
circulating in the central city at peak periods. Buses should be
exempted, since they create least congestion per passenger transported
and represent an important alternative for people forced to keep their
own car at home. Restriction could be via surcharge on the annual
motor vehicle license. This will be effective, if those that will keep their
vehicles at home can make their trips conveniently and comfortably.
 Traffic Calming and Roundabouts: Traffic calming induces a variety
of roadway design features that reduce vehicle travel speeds and
volumes. Traffic calming results in smoother traffic, more optimal
speeds and causing modern roundabouts are alternatives to stop signs an
traffic signals at small and medium size intersections that can reduce
stopping requirement and avoid traffic platoons.
 Speed Reductions: Reducing traffic speed to 55mph or less in
congested roads can often increase traffic flow and reduce conflicts and
driver's stress. This may be achieved by reducing posted speed units,
improving enforcement of existing limits, or implementing road design
features that discourage excessive speeds.
2.8.2 Supply Initiatives
The supply of transport services consist of a range of means of providing
transit which can be categorized as follows; urban road infrastructure or
network; means of transport or vehicles; and the way in which both are
managed.
Improving any component of supply normally increases passengers-bearing
capacity and reduces congestion. A numbers of solutions are outlined
below reflect this principle.
 The Urban Road Network: Infrastructure is comprised of avenues,
streets and intersections. In unplanned cities, the road system is often
poorly designed and maintained and this state of affairs would need to
be improved before extension to reduce congestion could he envisaged.
Substandard design or condition of the road system causes congestion.
Instances abound of unmarked traffic lanes; bus stops located next to
intersections and other shortcomings that hamper the flow of traffic and
comprises security. The poor condition of road surfaces and in
particular potholes restricts the capacity of the roads.
Habitality should combine the case of movement and one way to do this
is to assign special functions to different streets; some may be designed
and used for long journeys and high volumes, others for local service
and accessibility, with the remainder performing mixed roles. Besides,
large investments in wider road typically fail to deliver the expected
results, as new motorists join the traffic volumes, a phenomenon evident
in cities where motorway networks have been built.
 Intersections: Crossroads can lead to substantial, improvements in
traffic flows. As a general rule, road capacity is determined by
intersections. Since they are where two or more roads meat, they must
allow vehicle flows that cross each other's path to continue their
 journey. It is important to design intersection with care, since they are
normally where bottle necks occur. The paths to be taken should be
clear, as should waiting areas for vehicles continuing on or turning.
Similarly needs for pedestrians must be catered for. Intersection may be
unsignalized (only where there are lower traffic volumes) features right
of way sign (with priority determined by give, a way and stop, signs) or
operate with traffic lights. The choice of control system depends on the
range of factors, such as traffic volumes, visibility, hold-ups or
accidents.
 Condition of traffic lights: Traffic lights are appropriate at many
intersections. Where many lights are located at close intervals,
coordination is one of the most effective means of increasing the speed
of traffic flows and achieving saving in term of travel times, fuel,
pollution and accidents. Coordination involves establishing cycles,
allocating times and providing phases in a road or network in such a
way that vehicles can travel at a specified speed, thereby keeping the
disruption caused red lights to minimum. Some ways of coordinating
traffic lights are; coordinating using fixed, that is pre-set, plans, which
can be changed manually.
Though the approach is not obsolete, the results achievable are limited
in scope. Centralized flexible coordination, which allows for phasing
changes as and when required; the system is administered from a central
computer and is responsive to changes in actual volume at each
intersection. In this way, it is possible to make very fine adjustments in
areas of high traffic density. Combined system such as providing flow
 dynamic control in city centre, fixed plans in some remote arterials and
even autonomous in functional terms.
 Giving Priority To Public Transport: One practical method of
increasing passenger bearing capacity is to place greater reliance on
vehicles that transport more passenger than car. This means fewer
vehicles on the road, leading to more efficient use of scare respect
(Bulletin FAL, 2001). Giving priority to public transport is justified
on two counts; first, public transported and secondly, it is a
regulatory step that corrects the distortion resulting from private
motor vehicles not paying for the cost of congestion they cause.
Apart from granting buses certain advantages in phasing traffic
lights, the main preference is to serve lanes solely for their use. That
enables buses to speed up, while eliminating frictions with other
vehicles, which in certain circumstances step up their speed, as has
been borne out on quite a few occasions.
Some other Traffic Management techniques includes
i. Bus only lane.
ii. Segregated bus lane.
iii. Exclusive bus roadways.
iv. Varied direction roads.
v. Parking guidance and information.
vi. School opening times arranged to avoid rush hour traffic.
vii. Speed limit reduction.
2.9 Techniques to Improve Transportation Operations
A wide variety of technologies have been devised to control congestion:
some are listed below:
1. Intelligent Transportation System (ITS): These include the
application of a wide range of new technologies including driver
Information, vehicle control and tracking systems, transit
improvements and electronic charging. These can provide a variety
of transportation improvement including driver convenience,
reduced congestion, increased safety, more competitive transit and
support for pricing incentives. ITS of camera's and computers help
motorists to stay clear congestion before they start their journeys
(Bassma, 2003).
2. Incident Detection and Management: A significant of traffic
congestion results from some sort of traffic incident such as disabled
vehicle, a crash or dangerous driving. Many urban regions have a
coordinated program that prevents identity and respond to such
events quickly and efficiently. These may include centralized traffic
management centers, video traffic surveillance, emergency response
teams and special resources for dealing with specific problems, such
as cranes and even helicopters to move disabled vehicles.
3. Ramp Metering: Transportation operators employ information to
decide how to use transportation device like ramp meters. Ramp
meters control the number of vehicles that can enter highway ramp.
This trends to maintain smoother traffic flow on highways.
4. Motorist Information System: Motorists information can include
changeable message signs, radio reports and internet information
about traffic conditions. These can reduce motorists stress by letting
them anticipate conditions.

2.10 ROLES OF DISTRIBUTION IN FOOD PRODUCTION

INDUSTRY
Lambert (1998) collaborating the relevance of distribution, retail,
manufacturing and communication industries, effective supply chain
management (SCM) is one of the most critical aspect to ensuring a healthy
bottom line, positively imparting cash flow and improving customer
satisfaction. Mismanagement at a single point in a distribution can translate
into an empty space on the bank ledger for the duration of an entire sale
cycle, as well as jeopardize relationship with valued customers who rely on
a consistent influx of materials and products, improving distribution cost
necessitates more than just avoiding the common pitfalls that plaque order
fulfillment. Effective logistics management requires focused attention on
the strategy and performance dynamics behind the entire distribution cost.
Ensuring that day-to-day challenges are answered with enhances strategic
initiative ultimately translate into greater profitability and increased market
competitiveness. Since each company's distribution cost is different, so are
opportunities for improvement. According to a study conducted by global
advisory firm KPMG an Northwestern University Companies that embrace
business intelligence as a necessary adjunct to distribution supply chain
management will enjoy a distinct, competitive advantage over companies
that fails to measure the impact of road traffic congestion on distribution
cost function across the companies.
 CHAPTER THREE
RESEARCH METHOD
3.1 INTRODUCTION
This chapter describes the general methods that were employed in carrying
out this research and it also includes research design, study population, data
collection instrument and procedure used in processing and analyzing data,
instrument validity and reliability.
3.2. RESEARCH DESIGN
The study adopted descriptive survey design. The research was only
interested in knowing the effect of traffic congestion on the distribution of
Indo foods by De United Food Industries Limited in Ota, Ogun State.
3.3 POPULATION OF THE STUDY
The population of the research study refers to as the census of all items or
object that possess the characteristics or that has the knowledge of being
studied. The populations for the study are workers in DUFIL Company.
3.4 SAMPLE AND SAMPLE FRAME
The sample size for this research shall consist of One hundred and fifty
(150) respondents among the workers of the company under investigations.
The simple random sampling techniques were used whereby 130
respondents were randomly selected among the junior staff while 20 were
selected from the senior staffs.
3.5 INSTRUMENTS FOR DATA COLLECTION
The primary data was used in this study. The primary data used in this
study was based mainly on self-administered well structured questionnaire,
which was distributed to respondents in order to obtain relevant
information concerning the subject under investigation.
The questionnaire was designed to ascertain how traffic congestion affect
distribution of Indo foods, its effects and probable solution in solving this
problem. It contained two sections concerning main variables of the study.
Section A contained personal characteristics of respondents, including, age,
sex, years of work, and educational qualification. Section B contained
questions on causes, effects and ways of reducing effects of traffic
congestion on distribution of Indo foods.
3.6 VALIDITY OF RESEARCH INSTRUMENT
In order to ascertain and ensure the content validity of the questionnaire, it
was scrutinized by some experts and the study was confirmed by the
author’s supervisors for validation after necessary corrections.
3.7 METHOD OF DATA COLLECTION
The method of data collection used in this study is questionnaire to obtain
relevant information needed for the study. One hundred and twenty
questionnaires were administered among the junior staff and the remaining
thirty among the senior staff of Dufil Group of Company.
3.8 RELIABILITY OF RESEARCH INSTRUMENT
The instrument was validated and approved by the author’s supervisor;
thereafter a pilot study was carried out by the researcher on a sample
constituted by the researcher. Also, appropriate use of language was put
into consideration and conscious efforts were made to avoid typographical
errors.
3.9 METHOD OF DATA ANALYSIS
The method of analysis used consisted of simple percentage, charts and chi-
square analysis. The simple percentage and charts were used for describing
various distributions of the data.
The Chi-square statistical analysis was used to test the hypothesis
formulated. The chi-square is usually used to confirm and determine
whether there are significant differences between the expected variables
and the observed variables obtained from a distribution. The Chi-square
formula goes thus:
X2 = ∑(O − E)2
E
Where:
X2: Chi-square
∑: Summation
O: Observed frequency
E: Expected frequency
 CHAPTER FOUR

DATA PRESENTATION, ANALYSIS AND DISCUSSION OF

FINDINGS

4.0 INTRODUCTION

This chapter is basically on presentation and data analysis collected on “the

effects of traffic congestion on distribution of Indo foods” produced by
Dufil Group of Company. Simple percentage method and Charts were used
in presentation of results, whereas chi-square statistical tool was used in
testing the hypotheses formulated. One hundred and fifty (150)
questionnaires were distributed to the company staff and One hundred and
twenty were returned back for analysis.

4.1 DATA PRESENTATION AND ANALYSIS

In this section, data collected from the respondents were presented. The
presentation of the personal data of the respondents were first analyzed and
followed by their response to the research questions. The results are
presented as thus:

Table 4.1.1 Sex Distribution of the Respondents:

From the sex distribution table below, it shows that 60% of the respondents
were male and 40% were female. This implies that there were more male
staff working in the Dufil Group of Company.
Sex distribution Frequency Percentage
Male 72 60%
Female 48 40%
Total 120 100
Table 4.1.2 Age Distribution of Respondents:

The table 4.1.2 below indicates the age distribution of respondents. It

indicates that 40% of the respondents lies between 18-30 years, 40% lies
between 31-40 years, 18% lies between 41-50years, 2% were above 50
years. From this it can be deduced that most of the respondents were
mature and can clearly express their feelings on the scope of the study.

Age Distribution Frequency Percentage (%)

18-30 48 40
31-40 48 40
41-50 22 18
Above 50 2 2
Total 120 100

Table 4.1.3 Educational Background of Respondents

The table 4.1.3 below revealed the educational background of the

respondents. It revealed that 8% of the respondents have secondary
education, 57% obtained NCE/OND and 32% have B.SC/HND education,
3% have M.SC/M.ED education whereas there are no primary school
leavers and PhD among the staff. This implies that most of the staffs of
Dufil Group of company were literate who can give objective response on
the effect of traffic congestion on distribution of goods.

Educational Background Frequency Percentage (%)

 Primary 0 0
Secondary 10 8
NCE/OND 68 57
B.SC/HND 39 32
M.SC/M.Ed 3 3
PHD 0 0
Total 120 100

Figure 4.1.1 Years of Work Experience:

The figure 4.1.1 below indicates the years of work experience of

respondents with Dufil group of Company. It indicates that 18% of the
respondents lies between 18-30 years, 60% lies between 1-4 years, 20% lies
between 5-7years, 2% were above 8years. From this it can be deduced that
most of the staff will be able to give adequate information due to long
working experience with the company.
 Years of Work Experience of Dufil Staff

60%

50%

40%
60% Percentage
30%

20%
18% 20%
10%
2%
0%
Less than 12 1 - 4 years 5 - 7 years 8 years and
months above

Table 4.1.4 Position Held in Office

The table 4.1.4 below shows the position held in office by the staff of Dufil
group of Company. It shows that 0.8% of the staff is Marketing Manager,
0.8% of the staff is Quality Manager, 0.8% of the staff is Sales Manager,
0.8% of the staff is Logistics Manager, 0.8% of the staff is Human
Resources Manager, 1.7% of the staff is Assistant Marketing Manager,
2.5% of the staff are Assistant Quality Manager, 1.7% of the staff are
Assistant Sales Manager, 36% of the staff are Sales representatives, 54.1%
of the staff are Casual Workers.
 Position Held In Office Frequency Percentage (%)
Marketing Manager 1 0.8
Quality Manager 1 0.8
Sales Manager 1 0.8
Logistics Manager 1 0.8
Human Resources Manager 1 0.8
Assist. Marketing Manager 2 1.7
Assist. Quality Manager 3 2.5
Assist. Sales Manager 2 1.7
Sales Representatives 43 36
Casual Workers 65 54.1
Total 120 100

Table 4.1.5 Monthly Income Earned

The table 4.1.5 below revealed the monthly income earned by the staff. It
revealed that 10% of the staff earned between #1,000-#5,000, 24% earned
between #5,000-#10,000, 55% earned between #10,000-#50,000, 11%
earned between #50,000 and above, whereas there is no staff earning below
#1,000.

Monthly Income Earned Frequency Percentage (%)

Below #1,000 0 0
#1,000 - #5,000 12 10
#5,000 - #10,000 29 24
#10,000 - #50,000 66 55
#50,000 and above 13 11
Total 120 100

Figure 4.1.2 Department of the Respondents:

The figure 4.1.2 below revealed the department of the staff, it shows that
40% of the staff was working in the noodles division and 25% were
working in the seasoning division, 35% were working in the packaging
division.

Departments of the Staff

40%
35%
30%
25% Percentage
40%
20% 35%

15% 25%

10%
5%
0%
Noodles Division Seasoning Division Packaging Division

Table 4.2.1 Important of Effective Distribution of Indo Foods.

The table 4.2.1 below revealed the response of staff on important of
effective distribution of Indo foods. The table revealed that 62% of the staff
admit that its important is to meet customer demand, 28% of the staff admit
that its important is to increase productivity, 8% of the staff admit that its
important is to increase the rate of turnover, 2% of the staff admit that its
important is to decrease product wastage. This implies that the important of
effective distribution of indo foods helps in meeting customers demand.
 Response Frequency Percentage (%)
Meeting customer demand 74 62
Increase in productivity 34 28
Increase in the rate of turnover 10 8
Decrease product wastage 2 2
Total 120 100

Table 4.2.2 Period of distributing Indo foods to customers.

The table 4.2.2 below revealed the period of distributing Indo foods to
customers. The table revealed that 84% of the staff admits that the period of
distribution is between 7:00am – 10:00am, 12% of the staff admits that
between 2:00pm – 6:00pm and 4% admit that between 6:00pm – 9:00pm.
This indicates that the period of distributing Indo foods lies between
7:00am -12:00pm.
Response Frequency Percentage (%)
7:00am – 10:00am 101 84
2:00pm – 6:00pm 14 12
6:00pm – 9:00pm 5 4
Total 120 100

Figure 4.2.1 Traffic Situation during period of distribution

The Figure 4.2.1 below showed the traffic situation during period of
distribution at different period of the day. It shows that 66% admit that
traffic situation is high between 7:00am -10:00am, 17% admit that traffic
situation is normal and low respectively. More so, 37.5% admit that traffic
situation is high between 2:00pm -4:00pm, 50% admit that traffic situation
is normal, 12.5% admit that traffic situation is low. Also, 42% admit that
traffic situation is high between 6:00pm -9:00pm, 25% admit that traffic
situation is normal, 33% admit that traffic situation is low.

Traffic Situation during period of distribution

66.00%
70%

60%
50%
50% 42.00%
High
37.50%
40% 33.00% Normal
Low
30% 25%
17%17.00%
20% 12.50%

10%

0%
7:00am - 10:00am 2:00pm - 4:00pm 6:00pm - 9:00pm

Figure 4.2.2 Period of the day when encountering traffic

congestion while distributing Indo foods.
The figure 4.2.2 below revealed the period of the day when encountering
traffic congestion while distributing goods. It revealed that 70% of the staff
admit that between 7:00am -10:00am, 25% admit that between 2:00pm –
6:00pm, 5% admit that between 6:00pm – 9:00pm.

Period of the day when encountering traffic

congestion while distributing Indo foods.

7:00am - 10:00am
5%
25% 2:00pm - 4:00pm
70% 6:00pm - 9:00pm

Table 4.2.3 Causes of traffic congestion while distributing Indo foods.

The below table 4.2.3 indicates the causes of traffic congestion while
distributing Indo foods. It indicates that 12% of the staff admits that high
commercial or trading activities, 18% of the staff admit that illegal on-
street parking, 28% admit that poor road network, 42% admit that lack of
effective traffic control.
Response Frequency Percentage (%)
High commercial/trading activities 14 12
Illegal On-street parking 22 18
Poor road network 34 28
Lack of effective traffic control 50 42
Total 120 100

Table 4.2.4 Traffic congestion affects effective distribution of goods.

The table 4.2.4 below shows the perception of staff on whether traffic
congestion affect distribution of goods or not. It shows that 74% of the staff
admits that traffic congestion affects distribution of goods, while 26%
admits that it does not affect distribution of goods.
Response Frequency Percentage (%)
Yes 89 74
No 31 26
Total 120 100

Table 4.2.5 Effects of traffic congestion on Dufil Group of Company.

The below table 4.2.5 revealed the effects of traffic congestion on Dufil
Group of Company. The table revealed that 3.3% of the staff admits its
effects result in low productivity, 1.7% admits that lateness of workers to
duty post, 53% admits that its increase travel time and cost, 42% admits
that its result in delivery delay.
Response Frequency Percentage (%)
Low productivity 4 3.3
Lateness of workers 2 1.7
Increase travel time and cost 64 53
Delivery delay 50 42
Total 120 100

Table 4.2.6 General effects of traffic congestion on the economy.

The table 4.2.6 below revealed the general effects of traffic congestion on
the economy. It revealed that 12% of the staff admits its effect is waste of
personal resources, 6% admits that its effects is pollution, 25% of the staff
admits that its effects is waste of time, 57% admits that its effects is
increase in journey time.

Response Frequency Percentage (%)

 Waste of personal resources 14 12
Pollution 8 6
Waste of time 30 25
Increase in journey time 68 57
Total 120 100

Table 4.2.7 Effective traffic management for reducing traffic

congestion
The table 4.2.7 below revealed the view of respondents on the effective
traffic management system can help in minimizing traffic congestion on the
highway. It revealed that 90% of the staff admits that effective traffic
management system will help in minimizing traffic congestion, 10% of the
staff admit that effective traffic management system will not help in
minimizing traffic congestion.
Response Frequency Percentage (%)
Yes 108 90
No 12 10
Total 120 100

Table 4.2.8 Effective traffic management system contributes to

efficient physical distribution of Indo foods.
The table 4.2.8 below revealed the view of respondents on the contribution
of effective traffic management system to efficient physical distribution of
Indo foods. It revealed that 95% of the staff admits that effective traffic
management system contributes to efficient physical distribution of Indo
foods, whereas 5% of the staff admits that effective traffic management
system does not contribute to efficient distribution of Indo foods.
Response Frequency Percentage (%)
Yes 114 95
No 6 5
Total 120 100

Table 4.2.9 Measures employed by Dufil Group of Company in

minimizing effects of traffic congestion in their distribution activities.
The table 4.2.9 indicates the measures employed by Dufil Group of
company in minimizing effects of traffic congestion during their
distribution activities. This indicates that 67% of the staff revealed
enlightenment of logistics officers and drivers, 33% admits that monitoring
of traffic situation. This implies that the company enlightened their logistics
officers and drivers on the traffic situation and various ways of coping with
the pressure of heavy traffic.
Response Frequency Percentage (%)
Enlightenment of Logistics officers 80 67
and drivers
Monitoring traffic situation 40 33
Total 120 100

Table 4.2.10 Level of effectiveness of measures employed in

minimizing effects of traffic congestion.
The table 4.2.10 below shows the response of staff on the level of
effectiveness employed by the company in reducing effects of congestion.
This showed that 100% of the staff admits that the measures employed
were effective whereas none of the staff admits that the measures were not
effective.
Response Frequency Percentage (%)
Effective 120 100
Ineffective 0 0
Total 120 100

Table 4.2.11 Suggestion on other measures that can be employ in

minimizing effects of traffic congestion while distributing Indo foods

The table 4.2.11 below shows the suggestion of staff on other measures that
can be employ in minimizing the effect of traffic congestion while
distributing Indo foods. It shows that 55% suggest that company should
provide information on traffic situation of place of distribution to logistics
officers and drivers, 17% suggest that distribution of products at off-peak
period, 25% suggest that company should increase the number of
distribution centre, and 3% suggest continuous enlightenment of drivers.

Response Frequency Percentage (%)

Providing Information on traffic situation 66 55
 to logistics officers and drivers
Distribution of products at off-peak period 20 17
Increasing the number of distribution 30 25
centre
Continuous enlightenment of company’s 4 3
driver
Total 120 100

Table 4.2.12 Ways government can reduce traffic congestion on the

highway.

The table 4.2.12 below signifies the various ways government can reduce
traffic congestion on the highway. It signifies that 31% admits that
improving traffic management system, 12% admits that introduction of
public transport, 10% admits that restriction of roadside parking, 10%
admits that adequate provision of traffic control and signals, 25% admits
that expansion of road capacity, and 125 admits that restriction of roadside
trading.

Response Frequency Percentage (%)

Improving traffic management system 38 31
 Introducing public transport 14 12
Restriction of roadside parking 12 10
Adequate provision of traffic control and 12 10
signal
Expansion of road capacity 30 25
Restriction of roadside trading 14 12
Total 120 100

Table 4.2.13 Sub-dealers that help in distribution of Indo Foods

The table 4.2.13 below revealed the response of staffs on whether they have
sub dealers that help in distribution of Indo foods. It revealed that 56% of
the staff agreed that there were sub dealers who help in distribution, 14%
admits that there were no sub dealers, 30% gives no response to this
questions.
Response Frequency Percentage (%)
Yes 67 56
No 17 14
No Response 36 30
Total 120 100

Table 4.2.14 Numbers of Sub-dealers that help in distribution of

Indo foods
The table 4.2.14 below revealed numbers of sub dealers that help in
distribution of Indo foods. It revealed that 10% of the staff agreed that there
were 5 sub dealers who help in distribution, 22% admits that there were 8
sub dealers, 24% admits that there were 10 sub dealers, 44% gives no
response to this questions.
Response Frequency Percentage (%)
5 12 10
8 26 22
10 29 24
No Response 53 44
Total 120 100

Table 4.2.15 Strategy for Distribution of Indo foods.

The table 4.2.15 below revealed strategy employed in distribution of indo

foods. It revealed that 20% admits that the strategy for distribution is
through location of distribution centre, 66% admit that through the
middlemen/agents, 14% gives no response.
Response Frequency Percentage (%)
Location of distribution centre 24 20
Through the Middlemen/Agents 79 66
No Response 17 14
Total 120 100
Table 4.2.16 Level of effectiveness of strategy for distribution of
Indo foods.
The table 4.2.16 below shows the response of staff on the level of
effectiveness of strategy for distribution. 82% of the staff admits that the
strategies for distribution were effective and 18% of the staff admits that
the measures were not effective.
Response Frequency Percentage (%)
Yes 98 82
No 22 18
Total 120 100

4.3.0 TESTING OF HYPOTHESES

In this section, the two hypotheses formulated were tested to provide a

guide to the study. To empirically establish the significant of the study, the
chi-square statistical tool were formulated for testing the hypothesis.

The formula is expressed as: X2 = ∑O–E2

E
Where:

O = Observed frequency

E =Expected frequency

∑ = Summation

X2 = Chi-square

The expected frequency is calculated thus: Summation of all variable

Number of items
The level of significance for accepting or rejecting the null and alternative
hypothesis will be 5% or 0.05. Whereas the degree of freedom used is (n-
1)., where n is number of items.
Where:

H0: Null hypothesis

H1: Alternative hypothesis.

The decision rule is that if the value of chi-square (calculated value) is

greater than the critical value (table value), then there is a level of
significance. As a result, while accepting the alternative hypothesis (H 1)
reject null hypothesis (H0). On the other hand, if the value of chi-square
(calculated value) is less than the critical value (table value), then there is
low level of significance, hence the null hypothesis (H 0) can be accepted
while rejecting the alternative hypothesis (H1).

4.3.1 HYPOTHESIS ONE

H0: there is no significant relationship between traffic congestion and

distribution of goods.
H1: there is significant relationship between traffic congestion and
distribution of goods.
For the purpose of this test, the response to variable 6 of the section B of
the questionnaires was used.

Do you think traffic congestion affects distribution of good?

 Response Frequency Percentage (%)
Yes 89 74
No 31 26
Total 120 100

The expected frequency is calculated thus: Summation of all variable

Number of items
Expected (E) = 120/2 = 60.

(O (
2 2
Observed (O) Expected (E) (O-E) -E) O-E) /E
YES 89 60 29 841 14.02
NO 31 60 -29 841 14.02
28.04

Calculated Value = 28.04

Degree of freedom = (r-1)
(2-1) = 1
Level of significance at 5%
Tabulated value = 3.84

Interpretation:

Since the calculated value X2 of 28.04 is greater than the tabulated value of
3.84, we reject the null hypothesis thereby accept the alternative
hypothesis. This implies that we accept that there is significant relationship
between traffic congestion and distribution of goods.
4.3.2 HYPOTHESIS TWO:

H0: there is no significant relationship between effective traffic

management measures and distribution of goods.
H1: there is significant relationship between effective traffic
management measures and distribution of goods.
For the purpose of this test, the response to variable 10 of the Section B of
the questionnaire was used.

Response Frequency Percentage (%)

Yes 114 95
No 6 5
Total 120 100

The expected frequency is calculated thus: Summation of all variable

Number of items
Expected value (E) = 120/2 = 60

(O (
2 2
Observed (O) Expected (E) (O-E) -E) O-E) /E
YES 114 60 54 2916 48.6
NO 6 60 -54 2916 48.6
97.2

Calculated Value = 97.2

Degree of freedom = (r-1)
(2-1) = 1.
Level of significance at 5%
Table value = 3.84

Interpretation:
Since the calculated value X2 of 97.2 is greater than the tabulated value of
3.84, we reject the null hypothesis and thereby accept alternative
hypothesis. This implies that we accept that, there is significant relationship
between effective traffic management measures and distribution of goods.
4.4 DISCUSSION OF FINDINGS

The findings of this research were examined in relation to the research

hypotheses tested. Based on the research hypotheses tested on relationship
between traffic congestion and distribution of goods, the alternative
hypothesis was accepted because the calculated value is greater than the
critical value at 5% level of significance. This signifies that there is
significant relationship between traffic congestion and distribution of
goods.

Based on the second hypothesis formulated on the relationship between

effective traffic management measures and distribution of goods, findings
shows that there is significant relationship between effective traffic
management measures and physical distribution of goods. This signifies
that the effective traffic management system will go along way in providing
effective physical distribution of goods in Nigeria.
 CHAPTER FIVE

SUMMARY OF FINDINGS, CONCLUSION AND

RECOMMENDATION

5.0 Introduction

Attempts are made in this chapter to give summary of the findings,

regarding the effects of road traffic congestion on distribution of Indo
Foods produced by DUFIL Group of Company valuable suggestion are
equally provided.

5.1 Summary of Findings

From the study, it is crystal clear that road traffic congestion negatively
affect distribution of Indo Foods by Dufil Group of Company in Ota, Ogun
State.

These effects include:

 Traffic congestion occurs between 7:00am – 10am in the morning while

distributing goods.
 High cost of distribution by the transporters and Logistics service
providers
 Time wastage/delay. It is almost impossible to achieve just in time
distribution services while there is heavy traffic congestion.
 Low Productivity.
 Lateness to work by personnel to their various duty post.
5.2 Recommendations

With due consideration of the findings, the following recommendations are

made towards having efficient and effective distribution in Dufil Group of
Company.

 There is need for a review of travel time. Meaning that much

distribution should take place at off peak period.
 Increasing the number of distribution centers will also assist distribution
time and cost.
 Movement of heavy and non sensitive equipments and containerized
good should be carried out mainly at night and weekends.
 Motivation of drivers and logistics service providers that are able to
deliver just in time will assist others to monitor traffic the reports think
of alternative routes.

5.3 Conclusion

The state of road network as well as inadequate traffic management

systems fuels the challenges of traffic congestion. This affects virtually
every facet of human endeavours especially business activities which
includes socio-economic activities and physical distribution of goods and
services. It is against this back backdrop, that an all-inclusive policy
measure should be taken by public, government and private organizations
in minimizing effects of traffic congestion. Thus the need to adopt such
planning strategies as smart growth concept, in ensuring the physical and
transportation planning efforts must be integrated. However, private
organization, companies and industries which especially involve in the
distribution of goods and services must have an effective measures in
carrying out their distribution activities such as distribution of goods during
off peak period, increase their distribution centres etc. This is to alleviate
the challenges of traffic congestion while distributing their goods and
services as this will stands to reduce waste of valuable man-hour, delivery
cost and delay, low productivity and lateness of workers to their duty post
in traffic congestion.
 APPENDIX

Aderamo A. J (2012) Urban transportation problems and challenges in

Nigeria, Department of Geography and Environmental
Management, University of Ilorin, Prime Research on Education
(PRE), ISSN: 2251-1253 Vol. 2(3), pp. 198-203, April 12th, 2012.

ATM Congestion Control, (2005), Fang lu, http/www.cse.ohio-state.edu/-

jain/cis 78895/ftp/atm-cong/ index. htm/March.

Bulletin FAL, 2001.

Moses, S. O. (2011). Information Technology Applications in

Transportation System. Proceedings of the National Conference of
Nigerian Society of Engineers in Calabar.

OECD (Organisation for Economic Cooperation and Development) and

ECMT (European Conference of Ministers of Transport). Joint
Transport Research Centre (2007). Managing Urban Traffic
Congestion (Summary Document).

Ogunbodede, E.F (nd) Assessment of Traffic Congestions in Akure

(Nigerian) Using GIS Approach : Lessons and Challenges for Urban
Substances.

Ogunsanya A.A (2002). Maker and Breakers of Cities. 59th Inaugural

Lecture, University of Ilorin.
Onokala, P.C. (2008) Contribution of Road Transportation to
Environmental Degradation in Nigerian Urban Centres: A Critical
Analysis. Annual Conference on Public Transportation at the Lagos
Sheraton Hotel & Towers Ikeja.

Sheldon and Wayne, 1995, USTD FHA (2005), TDM Encyclopedia, 2004,
Congestion Reduction Strategies Victoria Transport Policy Institute

TMG, 2003 Transport Management Group, 2003. A Better way to work

United State Department of Transportation- Federal Highway

Administration, 2005. Traffic Congestion and Rehability; Linking
Solution to Problems, Final Report
 TAI SOLARIN UNIVERSITY OF EDUCATION
IJAGUN, IJEBU-ODE, OGUN STATE
Dear Respondents,

QUESTIONNAIRE ON EFFECTS OF TRAFFIC CONGESTION ON

DISTRIBUTION OF INDO FOODS BY DUFIL GROUP OF
COMPANY
This questionnaire is designed to gather information on effects of traffic
congestion on distribution of Indo foods produced by Dufil Group of
Company.
Please, you are therefore being chosen to fill this questionnaire with
sincerity of heart and all information provided will be used for academic
purpose only and will be kept confidentially.
Please indicate the appropriate response by ticking (√ ) in the space
provided. Please do not answer question you are not sure of.
Section A
Socio-Demographic Characteristics:
1. Sex: Male ( ) Female ( )
2. Age: 18-30 ( ) 31-40 ( ) 41-50 ( ) 51 and above ( )
3. Educational Background: Primary ( ), Secondary ( ), NCE/OND ( ),
B.SC/HND ( ), M.Sc/M.Ed ( ), PhD ( )
4. Years of worked: Less than 12 months ( ), 1-4years ( ), 5-
7years ( ), 8years and above ( )
5. Position in Office: Marketing Manager ( ), Quality Manager ( ),
Sales Manager ( ), Logistics Manager ( ), Others? Specify
____________________
6. Monthly income: Below #1,000 ( ), #1,000-#5,000 ( ), #5,000-
#10,000 ( ), #10,000-#50,000 ( ), #50,000 and above ( )
7. Department: Noodle Division ( ), Seasoning Division ( ),
Packaging Division ( )
SECTION B
This section elicits information on the effects of traffic congestion on
distribution of Indo foods by Dufil Group of Company.
8. What is the importance of effective distribution of Indo foods to the
Dufil Group of Company? (a) Meeting customers demand (b)
Increase in productivity (c) Increase in the rate of turnover (d)
Decrease product wastage (e) Others _______________________.
9. What time of the day did you distribute Indo foods to your
customers/retailers? (a) 7:00am – 10:00am (b) 2:00pm – 4:00pm (c)
6:00pm – 9:00pm.
10. What is the situation of traffic between 7:00am-12:00am _______,
12:00pm -6:00pm_________, 6:00pm- 9:00pm _____________?
11. What time of the day do you encounter traffic congestion while
distributing Indo foods to your customers/retailers? (a) 7:00 am –
12:00pm (b) 2:00pm – 6:00pm (c) 6:00pm – 9:00pm
12. What do you think are the causes of traffic congestion on the
highway? (a) High commercial/trading activities (b) Illegal On-street
parking (c) Poor road network (d) Lack of effective traffic control.
13. Do you think traffic congestion affects distribution of good? (a) Yes
(b) No

14. What effect does traffic congestion have on Dufil Group of

Company? (a) Low productivity (b) Lateness of workers (c) Increase
travel time and cost (d) Delivery delay (e) Others
___________________________________________.
15. What is the general effect of traffic congestion on the economy? (a)
Waste of Personal resources (b) Pollution (c) Waste of time (d)
Increase in journey time (e) Others
______________________________________________________.
16. Do you think effective traffic management system can help in
minimizing traffic congestion on the highway? (a) Yes (b) No.
17. Effective traffic management system has contributes to efficient
physical distribution of Indo Foods? (a) Yes (b) No
17. What measures has Dufil Group of Company employed in reducing
effects of traffic congestion on distribution of Indo foods?
_______________________________________________________
_______________________________________________________
_______________________________________________________
______________________________________________________.
18. What is the level of effectiveness of measures employed? (a)
Effective (b) Not effective
19. If it is not effective, what is the reason for this?
_______________________________________________________
_______________________________________________________
_______________________________________________________
______________________________________________________.
20. What other measures can you suggest in reducing effect of traffic
congestion on the distribution of Indo foods? (a) Monitoring of
traffic situations (b) Distribution of products at off-peak period (c)
increasing the number of distribution centre (d) Education of
company’s drivers (e) Others
_______________________________.
21. What measure do you think government can proffer in solving traffic
congestion in the state? (a) Improving traffic management system
(b) Introducing public transport (c) Restriction of roadside parking
(d) Adequate provision of traffic signals and controls (e) Expansion
of road capacity (f) Restriction of roadside trading.
22. Do you have sub-dealers that help in distribution? (a) Yes (b) No
23. If yes, how many? ________________________.
24. State your strategy for distribution_____________________
25. Is the strategy effective? _________________________________.