1. 1
CHAPTER ONE
INTRODUCTION
1.1 Background to the Study
Transport or transportation is the movement of people and goods from one place
to another (Wikipedia, 2007). In the view of Badejo (2002), transportation is the
movement of goods; people and services from one place to another through a specialized
means or mode e.g. road, rail, air, and water and head porterage.The term transport is
derived from the Latin Trans (“across”) and Porte (“to carry”). Industries which have the
business of providing equipment, actual transport, transport of people or goods and
services used in transport of goods or people make up a large broad and important sector
of most national economies, and are collectively referred to as transport industries.
Aspects of Transport
The field of transport has several aspects: loosely they can be divided into a triad
of infrastructure, vehicles and operations. Infrastructure includes the transport networks
(roads railways, airways, waterways canals, pipelines, etc.) that are used as well as the
nodes or terminals (such as airports, railway stations, bus stations and seaports). The
vehicles generally ride on the network, such as automobiles bicycles, buses, trains, and
aircrafts. The operations deal with the way the vehicles are operated on the network and
the procedures set for this purpose including the legal environment (Laws, Codes,
Regulations, etc). Policies, such as how to finance the system (for example, the use of
tolls or gasoline taxes) may be considered part of the operations.
Transport and its subsequent development worldwide is an indispensable catalyst
for activating and stimulating the tempo of the economic, political, societal and strategic

2. 2
development of any society is it developed or developing. By implication, it connotes the
development of an efficient, flexible and dynamic transport system which is very vital for
meaningful socio-economic and political transportation or development to occur and also
for binding and unifying the various component parts of any society ranging from the
village level to global perspective together.
Generally, transport provides opportunity for spatial interaction to occur. It
allows movement of goods, services and passengers, hence it plays a pivotal role in the
logistics chain. Overland transport in Nigeria includes road, railway and pipelines. These
models of transport are under threats due to poor maintenance, total neglect and outright
sabotage respectively. By extension, the logistics chain supply is affected due to absence
of time and place utilities usually created by efficient transport system.
1.2 Statement of the Research Problem
Logistics is vital to modern business and societal development. Unreliable
delivery will halt the operating system (Lecture Notes, 2007). Transportation is pivotal
to an efficient logistics chain.
In Nigeria, traditional and modern modes are in use in the transport system. Many rural
localities are inaccessible to the modern modes of transport. Consequently, such areas
depend on primitive modes of transport such as: human porterage and beast of burden.
Until certain conditions change, it is obvious that traditional modes of transport will
continue to prevail in many areas in Nigeria.
The modern modes of transport mostly associated with the urban areas are in a
sorry state. The effect of the deplorable condition of the nation’s transport system has
been affecting the socio-economic development of the country. This is because as a

3. 3
socio-economic enabler, the transport system facilitates physical distribution in the
supply chain (Ecomaritime Digest, 2006).
Our freight transportation system enables consumers to enjoy the availability of
goods, which are not produced in their immediate locality because of climate or soil
conditions, the lack of raw materials, utilities, or labour, or the cost of production.
Freight transportation allows consumers a choice of goods, which would not otherwise be
available. A good transportation network makes possible the mobility of people for
economic, educational and social purposes while reducing or eliminating isolation and
promoting economic, social and political development plus economic and political unity
in the country. Overland transport is currently the dominant mode of transport in Nigeria
due to the underdevelopment of the inland and coastal waterways. Only through
understanding logistics processes and trend can be Nigerian government develop and
implement transport policies that meet the current and future needs of
Nigerian industries.
This study was carried out to assess the impact of overload transport on logistics
chain in Nigeria against the backdrop of the near total collapse of the transport system in
the country.
The following research questions constitute the major critical issues thrown up in this
study and they form the bedrock of the research problem.
1.3 Research Questions
i. What are the modes of overland transport in Nigeria?
ii. What is the relationship between transport and the logistics chain
in Nigeria?

4. 4
iii. Why is overload transport more predominantly used in the logistics
chain in Nigeria?
iv. What are the factors accounting for the continued importance of
traditional means of transport in certain localities in Nigeria?
v. What factors are responsible for the decline in the performance of
railway transport in Nigeria?
vi. What are the problems of road transport in Nigeria?
vii. What is the problem with pipeline as means of transport in Nigeria?
viii. What are the major thrusts of transport policy in Nigeria?
ix. How has overland transport impacted on logistics chain
performance in Nigeria?
1.4 Objectives of the Study
The aim of this study is to assess the impact of overland transport on logistics
chain performance in Nigeria.
The specific objectives are to:
i. Identify the active modes of overland transport in Nigeria.
ii. Examine the relationship between transport and the logistics chain in Nigeria
iii. Examine why overland transport is more predominantly used in Nigeria.
iv. Determine the factors accounting for the continued importance of traditional
means of transport in certain locations in Nigeria.
v. Identify the factors responsible for the decline in the performance of railway
transport in Nigeria.
vi. Examine the problems of road transport in Nigeria.

5. 5
vii. Highlight the major thrusts of transport policy.
viii. Examine how overland transport has impacted on the logistics chain
performance in Nigeria.
1.5 Statement of the Hypothesis
The following are the hypotheses of the study:
H0: There is no relationship between logistics chain efficiency and the poorly
developed overland transport in Nigeria.
Ha: There is relationship between logistics chain efficiency and poorly developed
overland transport in Nigeria.
H0: There is no relationship between a logistics chain and the crude traditional means
of overland transport in Nigerian rural areas.
Ha: There is relationship between a logistics chain and the crude traditional means of
overland transport in Nigerian rural areas.
1.6 Significance of the Study
Transportation remains the engine of growth and an indispensable superstructure
for the development and efficiency of the logistics chain, and by extension of the national
economy. Overland transport in Nigeria which includes road and railways are more
predominantly used, but are in a sorry state. The situation with the railway is in utter
neglect and mismanagement, while road transport is in deplorable condition due to
overwhelming traffic that should have been shared with the inland waterways and the
coastal waterways. Coupled with this is the lack of maintenance of the highways.
The importance of this study lies in the light it sheds on the factors that have
continued to emphasize the significance of overland transport in Nigeria and how it

6. 6
impacts on the logistics chain performance. Policy makers and stakeholders generally can
pick a cue from the implications of the findings of this study.
1.7 Scope of the Study
Transportation is key to logistical activities. In Nigeria, overland transport modes
are dominant even though they are neglected and poorly maintained. This study is
limited to examining the impact of overland transport on logistics chain performance in
Nigeria.
The other aspects considered were factors accounting for the continued importance of
traditional means of transport in certain localities in Nigeria.

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CHAPTER TWO
LITERATURE REVIEW
2.1 Relevance of Transportation
According to Badejo (2002), transportation is the movement of goods; people and
services from one place to another through a specialized means or mode e.g. road, rail,
air, water and head porterage/walking. Transport and its subsequent development
worldwide is an indispensable catalyst for activating and stimulating the tempo of the
economy, political, societal and strategic development of any society be it developed or
developing. By implication it follows that the development of an efficient, flexible and
dynamic transport system is very vital for meaningful socio-economic and political
transformation or development to occur. Transportation also helps in binding and
unifying the various component parts of any society ranging from the village level to
global perspective together. It is therefore necessary to highlight the importance of
transport (Pounds, 1976).
Badejo (2007) noted further that generally, transport provides opportunity for
spatial interaction to occur. It allows movement of goods, services and passengers to take
place and to circulate. It also links areas of production with areas of consumption.
Transport is associated with positive impact and contribution to the growth of the
national economy through economies of scale and the multiplier effects which it exerts
on the overall space economy. It also promotes the development of the financial and
banking institutions. More importantly, transport also encourages and supports rapid
population growth and expansion thereby putting pressure on existing infrastructure and
creating demand for more of those infrastructure – e.g. housing, water supply, energy

8. 8
supply, educational and recreational facilities (Pounds, 1976).Rapid population growth
and expansion are attributable of areas with extensive terminal space utilization of
consumption such as seaports, airports, railway stations, and major public transport
interchanging points (Badejo, 2002).
Furthermore, international relationship is generally strengthened and fostered with
the use of transport. Hence it is often used as a weapon or tool for promoting
international peaceful co-existence and relationship.Finally, transport has also assisted in
institutional development and growth of the sector, since each mode of transport has its
own special characteristics and attributes, government has responded by creating
different institutional frameworks through which these characteristics and attributes,
which vary from one mode of transport to the other could be addressed and managed.
Hence, Port Authority, Railway Corporation, Public Transportation Agencies etc. They
all have the aim of achieving sustainable transport operations and management for the
country (Emielu, 1990).
2.2 Overland Transport Mode (Rail)
Rail transport is the transportation of passengers and goods along railways or
railroads. A typical railway (or railroad) track consists of two parallel steel (or in older
networks, iron) rails, generally anchored perpendicular to beams (termed sleepers or ties)
of timber, concrete, or steel to maintain a consistent distance apart, or gauge.
The rails and perpendicular beams are usually then placed on a foundation made
of concrete or compressed earth gravel in a bed of ballast of prevent the track from
buckling (bending out of its original configuration) as the ground settles over time
beneath and under the weight of the vehicle passing above. The vehicles traveling on the

9. 9
rails are arranged in a train: a series of individually powered or unpowered vehicles
linked together, displaying marketers. These vehicles (referred to, in general, as cars,
carriages or wagons) move with much less friction than rubber tyres on a paved road, and
the locomotive that pulls the train tends to use energy far more efficiently as a result
(Pounds, 1976).In rail transport, a train consists of rail vehicles that move along guides to
transport freight or passengers from one place to another. The guide way (permanent
way) usually consists of conventional rail tracks, but might also be monorail or maglev.
Propulsion for the train is provided by a separate locomotive, or from individual motors
in self-propelled multiple units.Most trains are powered by diesel engines or by
electricity supplied by trackside systems.
Historically the steam engine was the dominant form of locomotive power
through the mid 20th century, but other sources of power (such as horses, rope or wire),
gravity, pneumatics, or gas turbines are possible.
Road Transport
Automobile
An automobile is a wheeled passenger vehicle that carries its own motor.
Different types of automobiles include cars, buses, trucks, and vans. Some include
motorcycles in the category, but car are the most typical automobiles (Wikipedia, 2007).
As of 2002 there were 550 million passenger cars worldwide (rightly one car for every
ten people), of which 170 million in the U.S. (roughly one car for every two people).The
automobile was thought of as an environmental improvement over horses when it was
first introduced in the 1890s. Before its introduction, in New York alone, more than 1,800
tons of manure had to be removed from the streets daily, although the manure was used

10. 10
as natural fertilizer for crops and to build topsoil. In 2006, the automobile is recognised
as one of the primary sources of worldwide air pollution and a cause of substantial noise
pollution and adverse health effects.
Pipelines
Pipelines are utilized to efficiently transport natural gas and oil products from
mining sites to refineries and other destinations. In addition, the so-called slurry pipelines
transport products such as cola, which is ground to a power, mixed with water, and
moved as a suspension through the pipes.
2.3 Overland Transport in Nigeria
Rudimentary form of (Traditional modes) these were means used in early times.
Head Porterage
This involved the use of human head for carrying load over long distance.
Although there is no capital investment, it is slow and laborious: only a small quantity of
goods can be moved at a time (Iloeje, 2001).
Beast of Burden
Beasts of burden such as donkeys, oxen, horses and camels have been used for
centuries in most part of the world camels and horses are still very much in use in certain
parts of Nigeria like Maiduguri, Sokoto and Kano. Although beasts of burden carry more
load than human beings, compared to means of transport, the volume of load is still
small. Beside beasts are slow in movement.
Rail Transport
In Nigeria, the railway was the first of the modern system of wheeled transport.
The construction of railways started in 1898 with the Lagos – Ibadan line that was

11. 11
completed in 1901 and later extended to Jebba in 1909. After the construction of a bridge
across the River Niger at Jebba the Lagos – Jebba line was extended to Kano in 1915
(Iloeje, 2001).Another line started from Port Harcourt in the eastern part of the country in
1912, reaching Enugu in 1916, and was later extended to Jos and Kaduna, thus linking
the Western and Eastern lines. In subsequent years, branch lines were built to link
KauraNamoda with Zaria, Nguru with Kano and Maiduguri with Kafanchan.
According to Emielu (1990) Nigeria is currently serviced by a railway system of, 505
kilometers, all of single-track 1,07mm gauge.
The railway plays a significant role in opening up trade and other relations
between various parts of Nigeria and facilitates the movement of export and import goods
within the country.
Functions of Rail Transport
Railways in Nigeria according to Iloeje (2001) were to:
1. Open up land which is potentially good for major crop production.
2. Facilitate tapping resources of agriculture, mining forestry.
3. Link up different regions, thus promoting inter-regional trade and flow of ideas.
4. Increase industrial development
5. Link important cities and facilitate the movement of peoples.
6. Move troops and supplies in times of emergency. The first four purposes appear
to be the primary objectives for rail construction in Nigeria. The 5th subsidiary while
the last is of small consideration.

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Road Transport in Nigeria
Roads in Nigeria can be grouped into four major categories on the basis of the
authority responsible for their construction (Emielu, 1990).
There are the trunks “A” roads, which are federal inter-state highways.They form the grid
framework on which the rest of the road system is built. A number of major routes make
up the trunk “A” system. These include routes from the parts of Lagos. Warri, Port
Harcourt, and Calabar to the northern parts of the country (Iloeje, 2001).
Trunk road “A”, connects Warri with Kano via Benin – Lokoja and Kaduna.
Trunk road A2 connects Port Harcourt to Jos via Enugu and Makurdi.Another North –
South route is the “A3” which connects the port of Calabar directly with Maiduguri.
There is also the route from Lagos via Abeokuta to Sokoto. Finally, there are some east-
west routes such as that from Lagos via Benin City to Calabar and the one from Kaima
via Ilorin and Lokoja to KatsinaAla (Iloeje, 2001).The trunk B roads are local roads,
which serve mainly as feeders to the trunk A and B roads: these are constructed by local
government authorities (Iloeje, 2001).
The densest road networks correspond with the industrial zones, the construction
of the roads was often hindered by the many rivers, which flow through Nigeria.
Therefore, it often becomes necessary to spend huge sums for money on bridging the
rivers or ferrying traffic across them.
2.4 The role of Rail Transportation in the Transportation sector of Nigeria
Since the industrial revolution era when the railway was first introduced, the rail
as a mode of transport has undergone numerous transformations that has been it develop
its capacity to move safely, persons, carry heavy and bulky goods overland for longer

13. 13
distances at improved speed and at reasonable cost. The Nigerian Railways, even at its
rudimentary level, had offered economic benefits and potential such as the following
identified by Ecomaritime Digest (2007):
(a) An alternative mode of transport.
(b) Huge source of employment where in corporations offered over 45,000 job
positions to Nigerians up till 1983, but currently reduced to less than 7,000 workforces
due mainly to the poor infrastructure and low operational status of the corporation.
(c) Instrumental to improved trade and commerce within and between communities
as well as precipitate the rapid urbanization of towns like Ibadan, Kafanchan, Minna,
Kano, Port Harcourt, Aba, etc.
(d) Provided revenue to governmental up till 1964 as the sole carrier of goods and
persons across the vast expanse of land in Nigeria.
(e) Provides economies of scale and multiplier effects on the economy as currently
enjoyed by OANDO, WAOSCO, Dangote Group and Ashaka Cement in moving their
products by rail to create easy availability of products and reduction in unit cost to
consumers.
(f) Provides environment friendly operations few noise levels and emissions.
(g) The peculiarity of rail transport is an added advantage for the development
of inland container Depots (ICDs) and government ports decongestion programme as
well as tourist and tourism development.

14. 14
Government Railway Reforms
Several measures had been taken in the past to arrest the declining trend of the
corporation’s performance dating from the 1970s when government entered into a
bilateral technical – management agreement with the Rail India Technical and Economic
services (RITES) in 1979 (Ecomaritime Digest, 2007).
In 1996, the Nigerian Government through a counter trade arrangement with the
Romanian Government received for NRC 400 CBX (flat) wagon, 50 guard vans in
addition to workshop machines and equipment. Again in 1995, Nigeria signed another
bilateral pact with the Peoples Republic of China through CCEC to rehabilitate the
corporation. In 2001 government through BPH commissioner CPCS – Trains com.
(ANAC of Canada and MessrsVoest – Alpine Industrial Services (VAIS) and
TEMOINSA variously to either assist government in its privatization bid of the railways,
provide Techno – Management support to NRC, rehabilitate a number of grounded
locomotive and wagons, and to undertake the refurbishment of NRC workshops for
effective performance (Ecomaritime Digest, 2007).
Regrettably, however, all of these measures which are today seen as adhoc and
short term palliatives have not had the effect needed for improved NRC operational
performance hence government’s current decision to under take a more comprehensive
reform and restructuring of the NRC.
Current Development Programme for Nigerian Railway Corporation
In the light of the various problems highlighted and the failure of the palliative
measures put in place since 1979, the Federal Government in 2001 decided on a more
comprehensive programme of development of a 25 year development plan that is to be

15. 15
executed in two phases – Phase 1 being the immediate phase, entail the rail line
concession programme, institutional reform, and basic repairs/rehabilitation programme,
whereas phase II, the medium to long term phase, covers the expansion and
modernization programmes.
Immediate plan and Programme of Action
Under the immediate stage, projects being pursued are:
(i) Concession for the following three segments/sections of the railway
network/Western. Central and Eastern by the Government through the Bureau of Public
Enterprises (BPE).
(a) Western Line Lagos – Kano – Nguru
(b) Eastern Line: Port Harcourt – Maiduguri
(c) Central Line: Ajeokuta – Itakpe – Warri Standard gauge.
(ii) Spare parts for rehabilitation of rolling stock in about 16 lots and track
improvement projects.
(iii) Gombe – Bauchi – Ashaka wash out replacement and reconstruction.
(iv) Rail linkage projects between Apapa and Tin-Can Island in Lagos and Port
Harcourt – Onne in Rivers State.
(v) Institutional Restructuring of the NRC into two parts, Regulatory Authority and
Development Authority.
For the purpose of achieving the utilization of the existing network target of at 60
km/ph for the freight trains and 80km/ph for passenger trains to meet specified freight
and passenger traffic volumes, a number of projects requiring immediate execution were
identified as follows:

16. 16
(a) Rehabilitation involving rail and track works on 1499km within the 3,505km
narrow gauge line.
(b) Signal and communication equipment at 180 stations.
(c) Refurbishment and overhaul of 8000 wagons and coaches.
(d) Overhaul of 20 and 50 (Chinese) locomotives including support spare parts; and
(e) Some extension works involving the following:
(i) Tin-Can – Apapa Ports connection
(ii) Onne – Port Harcourt ports connection
(iii) Completion of the remaining 9km on the Ajaokuta – Itakpe – Warri
line up to Warri Port.
It is the hope and view of NRC Management/the Federal Government that if
about 60% - 70% of the proposed investment is judiciously expended on the
rehabilitation of the existing network of 505kms and 180 stations, and likely impact will
reflect a tremendous improvement in the capacity utilization of the network of 505kms
and 180 stations, and likely impact will reflect a tremendous improvement in the capacity
utilization of the rail network, and increase in the freight train speed from its present
position of less than 30kms/ph to at least 60km/ph and a total daily train movement on
the entire network to increase from less than 10 per day to about 40 per day.
Medium and Long term Development Plan and Programme of Action
The medium of long-term development plan and programme of action constitutes
the phase II of the Nigerian Railway Corporation’s 25-year development plan. This
phase is expected to deal with modernization and the construction of new lines and the
conversion to standard gauge, continuation of the national technological capacity

17. 17
development relying strongly on the concept of the Private Public Partnership investment
model, whereas, Phase II is to stabilize the system as in the completion of conversion and
construction of the new standard gauge lines.
2.5 Objectives of the Nigeria Transport Policy
Government enunciated the following policy, principle and objectives for the
nation’s transport sector in order to ensure that available transport services meet fully the
need of the nation and that the best is made of resources dedicated to the sector (National
Transport Policy, 1993).
(a) Be adequate to support the existing and future needs for efficient movement of
people and goods.
(b) Be adequate to meet the requirement for social and economic development
and be able to perform its proper role as an instrument of social and economic
development and be able to perform its role as instrument of social and economic
policies of the nation.
(c) Assure adequate and economic mobility of people and goods and efficient
provision of public services, thereby act as an instrument of national integration and
unity.
(d) Improve competitiveness of Nigeria exports through its efficient operations.
(e) Assure that essential transport services are affordable to majority of Nigerians:
transport cost should not be a barrier to having access to employment opportunities or to
the delivery of essential social and public services;
(f) Transport facilities and services should use economic resources in the most
efficient manner.

18. 18
(g) Free market forces should as far as possible, play the dominant role in assuring
efficient allocation and, use of resources. Government interventions in the transport
sector should promote efficiency, avoid creating economic distortions and assure
protection of transport users.
(h) Government enterprise or parastatals should operate under conditions of
commercial discipline: be assured managerial freedom and be fully accountable for their
results:
(j) Effective measure should be taken to assure safety of transport operation and to
reduce as far as possible accident with resulting loss of life, injuries and damages.
(k) Transport operations and development should avoid causing environmental
damage; effective measure should be taken to reduce pollution.
2.6 The Federal Ministry of Transport
The Federal Ministry of Transport is the Government arm which responsibility is
the promotion, coordination and development of transport systems and administration in
Nigeria.
According to Onwumere (2008), the Federal Ministry of Transport (FMOT) is in charge
of the following sub-sector:
A Nigerian Maritime Administration and Safety Agency
B Nigerian Ports Authority
C Nigerian Shippers Council
D National Inland Waterways Authority
E Nigerian Railway Corporation

19. 19
The Functions of the Federal Ministry of Transport
The overall functions of the ministry of transport can be grouped into four as
identified by Onwumere (2008).
(1) The formulation of policy on transport in general and the sub-sectional
policies aimed at achieving specific goals in the sub-sector for example, the
National Shipping Policy Decree 10 for the maritime industry by the Government,
National Transport Policy, and Port Reforms.
(2) The coordination of the activities of the various departments, parastatals and
agencies under its supervision.
(3) The development of transport facilities in such areas of monopoly requiring
government investment and control: - Nigerian Ports, Inland Waterways, and others.
(4) Supervision of the activities/operations of transport facilities under its
agencies – Ports, Ferries, Barges, Aircraft, Rail and their services. Internally, the
Ministry as a government body takes the responsibility of internal development through
the following ways:
(a) The coordination of developments within the Ministry;
(b) The Appraisal of the economic, social and technological development and plans;
(c) The monitoring of development plans and ensuring their implementation;
(d) Representation of the Ministry in the development plans for submission to the
Central Planning Office of the Ministry of Economic and National Planning.

20. 20
Onwumere (2008) also noted that another area that needs highlight is the
international scene. The ministry has international responsibilities and these include:
1. Coordinating and participating in international and sub-regional conference
such as:
(a) The ports management association
(b) Union of national shipping lines
(c) Regional negotiating committee, which is now the association of shippers’
council.
2. Representation at the conference of African ministers of maritime transport
organized by the African union.
3. Coordination of delegates and representation at the United Nations Conference on
Trade and Development (UNCTAD) meeting. This is also an important role because the
UNCTAD Committee on shipping is the policymaking body for world shipping multi
modal transport and other related issues, organized by UNCTAD.
4. Arrangement and representation at the conference of African ministers of
Transport communication and planning-organized by Economic commission of African
(ECA).
5. Coordination of the World (Bank Projects and programmes concerning
transport in Nigeria.
6. Other functions: Apart from the aforementioned functions of the ministry of
transport, which are summed up as Regulatory, supervisory, administrative, coordinating
and representation, the ministry also has the functions of providing current and authentic

21. 21
transport statistics and information to the society as well as playing advisory role to the
Federal Government on general transport issues.
In addition, it provides training and manpower development in the transport sector of the
economy.
2.7 Factors Involved in Transport Demand, Provision and Assessment
According to Hoyle and Knowles (1999), transport is itself a major complex
industry in terms of land use, employment and functions. Transport infrastructures and
facilities occupy large areas of land and water space and transport services provide
substantial employment. In both these dimensions, transport is highly significant
geographically.
The second idea is that transport facilities and services taken as a whole or in
terms of their component parts, are a major factor affecting the environment and the
spatial distribution and development of all other forms of economic and social activity.
In this sense, transport is a major influence on virtually all other phenomena capable of
analysis in terms of spatial variations and structures (Taffe, Gauthier and O’Kelly, 1996).
Changes in transport demand usually originate with changes in the pattern of
resource exploitation and are often stimulated by changes in population structure density,
distribution or mobility as well as by people’s desire to improve living standards.
Resource exploitation involves the extraction, processing and marketing of resources,
requires an increasingly specialized division of labour to generate higher standards and
although stimulated by trading opportunities is limited by trade constraints (Hoyle and
Knowles, 1999).

22. 22
The form of the transport network provided and the nature of the transport
systems that operates upon it is a product of competing constraints. Historical factors are
essential to a proper understanding of modern transport systems, for all existing transport
networks have been inherited from the recent or more distance and from decision-making
processes now modified or superseded. In Britain or France, this principle applies equally
to Roman road networks and to recently constructed motorways (Hudson, 1996).
According to Hoyle and Knowles (1999), the importance of inherited transport systems
and of superseded decisions-making processes is that they provide part of the framework
within which present-day decisions are taken and future development planned. Historical
legacies provide, in other words, one set of constraints that condition, positively or
negatively, the ways and methods in which future transport systems can be designed and
implemented.
The physical environment influences the development of transport infrastructures
– roads, railways, seaports and airports-both directly and through the comparative costs
of construction. The morphology of any specific component of a transport network – a
railway station, an air terminal, a motorway, a container terminal – is set within a specific
environmental context and its development raises particular environmental questions,
problems and perhaps controversies.
All the factors discussed above are underpinned in many respects by
technological factors (Hans on 1995).The technological characteristics of individual
transport modes pipelines, railways, canals, roads – impose limitations with regards to
usage and maintenance costs. Similarly, vehicles offer potentialities and impose
limitations by reason of their individual or collective technological characteristics:

23. 23
bicycles, cars, ships, trains, aero planes, trucks and hovercraft all have appropriate
physical, social and economic environments within which they operate and without
which they either cannot operate or are unsuitable. Advanced technology is expensive
and transport costs are therefore frequently a reflection of technological inputs. Together,
technology and cost factors are closely related to environmental issues, for the adaptation
of a transport system to physical conditions or to environmental concerns is dependent
upon technological capacity and available financial resources. in many port cities, for
example, the relocation of port facilities and the consequent opportunities for inner-city
renewal are basically derived from the evolution of global maritime transport technology
(Hoyle et al., 1988) while the restructuring of urban transport systems is virtually a
continuous process in the context of urban economic evolution and rapidly changing
technology (Hanson, 1995; Hudson, 1996).
There is a sense in which political factors transcend the logic of other factors
discussed above and their interrelationship. Political decisions involving transport
investment, like those in other spheres, hinge upon issues both broader and more specific
than those outlined here. Political considerations are significant in a sense in relation to
transport. Governments, according to Knowles and Hoyle (1999), are a major source of
capital for investment in transport infrastructure, although private investment is also very
important in some countries. In addition, governments are involved in the regulation of
the supply of transport services. In the control of inter modal competition (to varying
degrees). In safety control, in the coordination of investment allocation between modes
and areas, and in decisions concerning pay and working conditions. In all these ways,
governments are often in a position to decide what happens in transport terms, but

24. 24
decisions can only be taken in the context of consideration, relevant factors involved
(Cloke and Bell, 1990)
Economic factors involve a different set of perspectives. Traditionally, economic
approaches to transport have involved the assessment and analysis of traffic flows – the
collection, dissection and discussion of movement along a line, through a node or within
a network, in relation to demand and costs. The objective of such approaches underlines
the essential economic perspective claims of other forms of investment or activity for
available finance. These perspectives have led transport economists and planners to
develop sophisticated quantitative transportation models to attempt to forecast future
traffic trends and to identify interrelationships between different transport models,
usually expressed as the modal split. Implications have been assessed for investment and
planning (Hoyle and Knowles 1990).
2.8 New Direction in Road maintenance
Just like any other structure, once a road is built it has to be maintained. Failing
government revenue over the last decade have meant that government have had to try and
save money wherever possible, and because the results of insufficient road maintenance
do not become obvious for some years, road maintenance had been one of first areas to
suffer. In the developed world, cuts in road maintenance generally worldwide, where
money and other resources for even the most essential maintenance have been in short
supply, the situation has become much more serious, particularly in recent years
(Thriscutt, 1990).
In the developing world generally, it is estimated that over a quarter of the road
network now needs partial or total reconstruction. In sub-Saharan Africa which has been

25. 25
the hardest hit due to continued recession and initially weak economies, a survey showed
that over 40 percent of highways require some degree of reconstruction, and some 30
percent of road were receiving no maintenance at all having been virtually abandoned.
The direct result of this is that much more has to be spent to rehabilitate the roads than
would have been required at the proper time to keep them in good condition (Hudson
1996).
According to Thriscutt (1990), in one typical African country, a reduction in road
maintenance funding of US$100 million over about 12 years has resulted in the need now
to spend at least US$330 million to put neglected roads back into reasonable condition.
However, the biggest loss comes not to government directly, but to everyone who uses or
depends upon the road. In this same country, the author noted, it is estimated that extra
cost of transport over the neglected road at least four times as much as the money saved
by reducing maintenance. This takes no account of the development opportunities that
may have been lost due to high transport costs.
In an effort to reverse the trend of deteriorating roads in the developing countries
Thriscutt (1990) observed that bilateral and international aid agencies are now switching
their funds for roads away from new construction and into building up maintenance
capacities. It has not been easy to bring about this change in aid policy. Politicians in
developing world have favoured prestige road building projects, giving a façade of
development, rather than the sort of long-term institution buildings, which is a primary
feature of maintenance projects (Hanson, 1995). Donors also have pushed for new
construction, seeing it as a better advertisement for their aid, and a better market for their
products, than road maintenance. The result has been that, in a number of countries,

26. 26
governments have been left with an increase length of main highways which the
overburdened local maintenance organisations cannot maintain, because funds have not
been adequately appropriated (Hudson 1996).
Even technical staff in road departments have looked upon road maintenance as a
thoroughly unglamorous occupation, lacking in technical interest and best carried out by
the less able and ambitious members of the organisation.
Within the past decade, it has been gradually realized that (far from being uninteresting)
road maintenance, viewed as an exercise in technical management, presents a number of
fascinating and challenging opportunities. Faced with limited resources, often
unpredictable climatic conditions, and growing traffic loads on a widely dispersed road
network, the maintenance engineer must be ready for any event anywhere in the system,
and must be prepared to react in order to keep traffic moving at the lowest possible cost.
2.9 Logistics
Logistics is the art and science of managing and controlling the flow of goods,
energy, information and other resources like products, services, and people, from the
source of production to the market place. It is difficult to accomplish any marketing or
manufacturing without logistical support. It involves the integration of information,
transportation, and packaging. The operating responsibility of logistics is the
geographical repositioning of raw materials, work in process, and finished inventories
where required at the lowest cost possible (Wikipedia, 2007).
2.9.1 Business Logistics
Logistics as a business concept evolved only in the 1950s.This was mainly due to
the increasing complexity of supplying one’s business with materials and shipping out

27. 27
products in an increasingly globalized supply chain, calling for experts in the field who
are called supply chain logicians. This, according to Ballou (1998), can be defined as
having the right item in the right quantity at the right time at the right place for the right
price and this is the science of process and incorporates all industrial sectors. The goal of
logistics work is to manage the function of project life cycles, supply chains and resultant
efficiencies.
In business, logistics may have either internal focus (inbound logistics), or
external focus (outbound logistics) covering the flow and storage of materials from point
of origin to point of consumption (Coyle &Bardi, 1999).
According to Ballou (1998) the main functions of a logistics manager include
inventory management, purchasing transport, warehousing, and the organizing and
panning of these activities. Logistics managers combine a general knowledge of each of
these functions so that there is a coordination of resources in an organisation.There is two
fundamentally different forms of logistics. One optimizes a steady flow of material
through network of transport links and storage nodes. The other coordinates a sequence
of resources to carry out some project (Coyle and Bardi, 1999)
The relatively recent development of business logistics hassled, as it has evolved,
to the use of variety of terms of refer to it. In the 1960s and 1970s the terms physical
distribution, distribution, materials management, and physical supply were common.
Physical distribution and distribution refer to the outbound flow of goods from the end of
the production process to the consumer; physical supply and materials management refer
to the inbound flow of material from the raw materials to the end consumer became

28. 28
recognized, the term business logistics became widely used to reflect the broadening of
the concept (Ballou, 1998).
Today, the term supply chain management is coming into use to reflect the
importance of forming alliances and partnership to streamline the flow of materials.
Business logistics remains the dominant, all-encompassing term for this important
concept at this time.
2.9.2 Logistics Activities
Logistical activities are the basic functions that have to be performed in any
logistics system. It is important to recognize that they are the components of a true
system. In that they are all interrelated. Very often a change in one will create a ripple
effect of change throughout the entire system.
The basic logistics system can be described very simply. The process begins with
a customer placing an order with the organization product is then either produced or
supplier from an inventory to the customer. As more products are sold, more raw
materials must be acquired from suppliers and more products produced to fill demand or
replenish inventories. The way that the parts of this system are configured will determine
how and when the customer receives the order. Thus, the output of the logistics system is
customer services, and the job of the logistician is to design a system that delivers a
desired level of customer service at the lowest total cost. Cost cutting, while important,
must be balanced with the need to provide optimum levels of customer service and
satisfaction (Ballou, 1998).
Customer service can be defined and measured in many ways, and in most firms
multiple measures will be used.

29. 29
According to Wikipedia (2007), the starting point for design of a logistics system
is the determination of customer service levels that will give the firm a strategic
advantage over competitors. The logistician must learn which elements are important to
customers, how well competitors perform them, and how well the logistician’s
organisation is perceived to perform them. The logistics system must then be designed to
deliver the required level of service at the least possible cost. Determining customer
service levels is an ongoing, never-ending task, because customer needs are constantly
changing and evolving-presenting challenges and opportunities to the firm and its
competitors alike.
2.10 The role of Transport in Logistics
The definition of logistics adopted by the council of Logistics Management is “the
process of planning, implementing, and controlling the efficient, effective flow and
storage of goods, services and related information from point of origin to point of
consumption for the purpose of conforming to customer requirements”. Every business
firm, regardless of what it produced or distributes, requires the movement of goods from
one point to another and, therefore, is involved in transportation. Transportation
essentially concerns the spatial dimension of the business firm. “The spatial dimension
refers to geographical relationship and reflects the juxtaposition of firms with respect to
their material sources, markets, and competitors, plus the spatial relations of the later to
their sources and markets.
The purpose or function of transportation is to serve as a connecting link between
the spatially separated units within a firm’s own organisation (such as between plants and

30. 30
warehouses) and between units of the firm and units of other firms and individuals (such
as suppliers and customers).
To emphasize the significant role played by overland transport, www.fhwa.dot,
(2007) noted that it is imperative that we understand that the modern logistics structure
rests on efficient motor carrier transportation. Techniques such as JIT and Efficient
Consumer Response (ECR) would not be possible without the highly developed trucking
industry.
Robert Delaney, Vice President of Cass Logistics and Consultant to Pro-Logic
indicated in his 11th annual state of Logistics report that the mort carriers have an 82
percent share of the freight market and freight expenses constitute 50 present of the total
cost of logistics.
Delaney also points out that the efficient motor carrier network has made possible
the lowering of the level of safety stock with its resultant reduction in inventory carrying
cost.

31. 31
CHAPTER THREE
RESEARCH METHOD
3.1 StudyArea
The study examined the impact of overland transport on logistics chain
performance in Nigeria. Nigeria is located between latitude 4oN and 14oN, and longitude
3oE and 15oE. It is bounded in the North by Niger
RepublictheWestbyBeninRepublicandintheEastbytheCameroonRepublic. The
ChadRepublic is to the Northeast and the Atlantic Ocean is to is South via the Gulf of
Guinea.
Aside from the traditional modes of overland transport (human proterage and
beasts of burden) most used in rural areas of the country, the modern overland transport
modes include railways roads/highways and pipelines.
Railways
As of 2003, Nigeria’s poorly maintained rail system had 3,557 kilometers of
track, 3505 kilometers of which were narrow gauge and the remainder standard gauge.
The country has two major rail lines: one connects Lagos on the Bright of Benin and
Nguru in the Northern state of Yobe; the other connects Port Harcourt in the Niger Delta
and Maiduguri in the North Eastern State of Borno.
Highways
Nigeria has roughly 113,000 kilometers of surface roads, but they are poorly
maintained and are even cited as a cause for the country’s high rate of traffic fatalities.
However, in 2004, Nigeria’s Federal Road Maintenance Agency (FERMA) began to
patch 32,000 kilometer federal road network, and in 2005 FERMA initiated a more

32. 32
substantial rehabilitation. The rainy season and poor equipment pose challenges to road
maintenance.
Many of the roads reported as paved may be graveled. Because of poor maintenance and
years of heavy freight traffic (in part of result of the failure of the railroad system much
of the road systems is barely usable.
Pipelines
In 2004, Nigeria had 105 kilometers of pipelines for condensates, 1,896
kilometers for natural gas, 3,638 kilometers for oil, and 3,626 kilometers for refined
products. Various pipeline projects are planned to expand the domestic distribution of
natural gas to Benin, Ghana, Togo through the West African Gas Pipeline, and,
potentially, even to Algeria (where Mediterranean export terminals are located) by
proposed NIGAL pipeline.
3.2 Research Design
Research designs re plans that guide decision about when and how often to collect
data, what data to gather, from whom and how to collect data, and how to analyze data.
The study used sample survey, which enabled the researcher to use sample of the
population to conduct the research. This enabled the researcher to administer
questionnaire to a wide range of individuals within the population who constitutes the
sample. Structured interview was also used to gather data.

33. 33
3.3 Population of the Study
The population of this study was made up of the following organisations.
(a) Nigerian Railway Corporation (NRC)
(b) Federal road maintenance agency (FERMA)
(c) Department of petroleum resources (DPR)
(d) Lagos state transport management authority (LASTMA)
(e) Advanced logistics and procurement services limited. (ALPSL)
3.4 Sample size and Sampling Techniques
A total of 185 copies of the questionnaire were distributed among the invited
sample. The proportionate stratified random sampling was used under the probability
sampling techniques.The instruments used for this study include questionnaire, interview
and non-participant observation. The questionnaire was made up of both close-end and
open-ended questions. The close-ended questions restricted respondents to some
response options. For the open-ended questions, no response options were provided.
Only questions pertinent to the problem were asked and the respondents were free to
supply their response in their own words and in any manner they deemed fit. The
structured interview was conducted asking respondents the same questions in the same
order. This was because the researcher wanted different answers to reflect differences
among subjects.
The researcher also used non-participant observation in order to complement
other methods.
3.5 Validity and Reliability of Research Instrument

34. 34
Validity is the degree to which a measuring instrument measure what it is
designed to measure. To determine the validity of the instrument (questionnaire) used in
this study, the research requested for the input of experts in transport planning.
This guaranteed that the questions were relevant and would elicit the desire information.
To further, enhance the validity of the instrument, a pilot test was done to assess how
respondents would interpret and provide answers t the questions in the instrument.
The reliability of these is the stability, dependability and predictability of the
questionnaire. The reliability of the questionnaire was assured by re-presenting questions
from the questionnaire in the structured interview. This was to determine consistency,
and hence reliability of the instrument in eliciting information from respondents.
3.6 Method of Data Collection
Data gathered were those relevant to understanding the variables representing the
problem and testing the hypothesis. The statistical test was done to either uphold or reject
the null hypotheses.
Chi square statistical test and Z-Score were used to analyze the data gathered in respect
of the hypotheses.
 
f
ff
E
EO
XsquareChi
2
2
)(


Where Of = observed frequencies
Ef = expected frequencies
Degree of freedom = (r – 1) (c – 1)
Where r = number of rows
c = expected frequencies
Expected frequency is determined by

35. 35
totalGrand
total)(Row(Columun)
Pm
x
Z


Where x = mean
Pm = population mean
 = mean  critical value of Z – score

36. 36
CHAPTER FOUR
DATA PRESENTATION AND ANALYSIS
4.1 Introduction
This chapter is designed to test the hypothesis posited to analyze the different
responses to the research questions. The chapter is divided into two parts.
Part I deals with respondents’ classification and characteristics. Part II deals with testing
the hypotheses; analyzing data according to responses to the research questions.
Relationship proposed between variables in the hypotheses were tested, an conclusions
were drawn either in rejection or in support of each hypothesis.
4.2 Part 1 Respondent’s classification
The names of respondents were made optional. The respondents were given the
option to omit their names. Data on this item was of no use, hence the researcher made it
optional for respondents, who needed privacy.

37. 37
Table 4.1 Respondents’ Classification and Characteristics
Variable Sample size Sample
composition
Percentage (%)
1. Sex 185
(a) Male 121 65
(b) Female 64 35
2. Age 195
(a) Under 20 years 32 17
(b) 20-40 years 88 48
(c) 41-60 years 53 29
(d) 61 years above 12 6
3. Status 185
(a) Junior staff 37 20
(b) Middle management 91 49
(c) Top management 57 31
Source: Authors Field Survey, 2015
Table 4.2: Sample of the Study
S/N Organisations Sample
composition
(%)
1 FERMA 58 31
2 NRC 31 17
3 DPR 27 15
4 LASTMA 29 16
5 ALPSL 40 21
Total 185 100
Source: Authors Field Survey, 2015

38. 38
4.3 Part 2 Hypothesis Testing
Hypothesis I
There is no relationship between logistics chain efficiency and the poorly
developed overland transport in Nigeria.
Question 6
The poorly developed overland transport in Nigeria hampers logistics chain
efficiency.
Discussion
A total of 122 (66%) respondents indicated “Yes” in response to question 6, while
63 (34%) disagreed.
Table 4.3: Observed frequencies for Question 6
Organisations Yes No Total
FERMA 38 20 58
NRC 20 11 31
DPR 16 11 27
LASTMA 18 11 29
ALPSL 30 10 40
Total 122 63 185
Source: Authors Field Survey, 2015

39. 39
Table 4.4 Contingency Table – Hypothesis I
Organisations Yes No Total
FERMA 38.25 19.25 58
NRC 20.44 10.56 31
DPR 17.81 9.19 27
LASTMA 19.12 9.88 29
ALPSL 26.38 13.62 40
Total 122 63 185
Source: Authors Field Survey, 2015
Table 4.5: Observed and Expected frequencies
Of Ef Of - Ef (Of - Ef)2 (Of-Ef)2/Ef
38 38.25 -0.25 0.0625 0.002
20 19.75 0.25 0.0625 0.003
20 20.44 -0.44 0.1936 0.01
11 10.56 0.44 0.1936 0.018
16 17.81 -1,18 3.2761 0.184
11 9.19 1.18 3.2761 0.356
18 19.12 -1.12 1.2544 0.066
11 9.88 1.12 1.2544 0.127
30 26.38 3.62 13.10 0.50
10 13.62 -3.62 13.10 0.962
2.228
Sources: Authors Field Survey, 2015
Calculated value of X2 = 2.228
Degree of freedom = (5 -1) (2 – 1) = 4
The critical value of X2at 0.05 level of significance, with a degree of freedom of 4 is
9.488.

40. 40
Decision rule
Reject the null hypothesis if the X2 calculated is greater than the X2 critical.
Otherwise, do not reject HO
Inference
Since the calculated value of X2 (2.228) is less than the critical value of X2
(9.488), we accept the null hypothesis.
Conclusion
There is no relationship between logistics chain efficiency and the poorly
developed overland transport in Nigeria.
Hypothesis 2
There is no relationship between the logistics chain and the crude traditional
means of overland traditional in Nigeria rural areas.
Variable X F Fx Fx2
Strongly agree 4 102 408 1632
Agree 3 37 111 333
Disagree 2 17 34 68
Strongly disagree 1 29 29 29
185 582 2062
Means


f
fx
x)(
185
582

= 3.15

41. 41
Standard Deviation (SD) = 2
2
X
f
fx



 
23.1
92.915.11
15.3
185
2062 2



S.D = 1.11
P.M
185
11.1

60.13
11.1

= 0.08
U = X + 1.96 (0.08)
= 3.15  1.96(0.08)
= 3.15  0.1568
= 3.31 or 2.99
Z =
Pm
X 
=
08.0
31.315.3
08.0
31.315.3 
or
= -2 or 80.75

42. 42
Decision Rule
From the result of the Z score above, the values fall outside the acceptance region
(+1.96). But -2 and 80.75 fall within the critical region.
Inference
Reject the null hypothesis.
Conclusion
The crude traditional modes of overland transport in Nigerian rural areas
contributed to the inefficiency of the logistics chain.

43. 43
Table 4.6: Responses to Question 8-11
Item Statement Response No (%)
8 Transportation remains the engine of growth
and indispensable superstructure for an efficient
logistics chain.
Yes
No
185
-
100
-
9 Modern efficient overland transport in Nigeria
will substantially improve the quality of life in
many areas and ways, but any improvement
inevitably brings costs of various kind
Yes
No
185
-
100
-
10 The creation of economic utility through the
logistics chain is a function of an efficient
transportation system.
Yes
No
185
-
100
-
11 Good transportation has the effect of holding to
a minimum the time and cost involved in the
spatial relationships of the firm.
Source: Authors Field Survey, 2015
Discussion/Majority
All the respondents answered in the affirmative questions 8-11.
Respondents affirmed that an efficient logistics chain is a function of a good transport
system.
Question 12
What are the factors that make traditional mode of transport in certain localities in
Nigeria to continue to be important?
Discussion
Respondents identified the following factors:
 Lack of good motorable roads, especially during the rainy seasons;

44. 44
 Low aggregate demand for transport in the rural areas thereby making it
uneconomic for the operation of vehicular transport:
 Small scale production by farmers and little profit realized by them do not
encourage the use of vehicular transport.
Question 13
Which are the active modes of overland transport in Nigeria?
Respondents identified the overland transport modes in Nigeria as
 Railways
 Highways
 Pipelines
 Head porterage and
 Beasts of burden
Question 14
What is the relationship between transport and the logistics chain in Nigeria?
Respondents noted that good transportation has the effect of holding to a minimum the
time and cost involved in the spatial relationships of the firm, particular as it creates value
by creating place and time utility.
Question 15
Why is overland transport more predominantly used in the logistic chain in
Nigeria?
Respondents noted that the concentration of traffic on overland transport in Nigeria is
traceable to the gross neglect of the inland and coastal waterways.

45. 45
Question 16
What are the factors responsible for the decline in the performance of railway
transport in Nigeria?
Respondents’ identified the following factors:
 Nigeria’s road network has improved bigger, faster and more comfortable trucks
and passenger buses are capturing more freight and passengers from the railways.
 Steady decline since the mid-1950s n the transport of export products.
 The railway is no longer able to provide an efficient and reliable service to
consumers.
Question 17
What are the problems of road transport in Nigeria?
Respondents noted the following factors
 Rainfall causes erosion on most Nigerian roads.
 High temperature causes melting of tar on tarred roads, alternation of high and
low temperature causes formation of bumps on road.
 High cost of road construction over rivers and marshy areas.
 Reckless driving and accidents.
Question 18
What is the problem with pipeline as a means of transport in Nigeria?
Respondents noted the following problems
 It can be easily destroyed by mischievous individuals, or during wars or civil
disorders.

46. 46
 It many also be easy to steal from the materials being transported by simply
tapping from the pipeline at some remote places.
 Apart from not being suitable for transporting most goods, human beings cannot
be conveyed by this means.
Question 19
What are the major thrusts of transport policy in Nigeria?
 Assuring that transport services are adequate to meet the social and economic
needs of the country and to provide an effective instrument of national
development policies.
 Assuring the most efficient use of resources within the transport sector and the
sustained improvement of the sector’s productivity.
Question 20
How has overland transport impacted on logistics chain performance in Nigeria?
Respondents observed that overland transport in Nigeria has made the transport
component of the logistical activities very costly and inefficient mainly because of the
problems associated with the poorly maintained highways and the moribund railways.
4.4 Implication of Research
The implications of the research findings are:
1. The pressure of traffic on overland transport owing to non-performance of the
inland coastal waterways has made logistics very expensive.
2. An efficient logistics chain is a function of good transport system.
3. If the rural areas are to catch up in terms of development, modern overland mode
of transport must replace the traditional modes to enhance logistics performance.

47. 47
CHAPTER FIVE
SUMMARY, CONCLUSION AND RECOMMENDATION
5.1 Summary
This study with the title: An impact assessment of overland transport on logistics
chain performance in Nigeria was carried out to:
 Identify the active modes of overland transport in Nigeria;
 Examine the relationship between the transport and the logistics chain in Nigeria;
 Examine why overland transport is more predominantly used in Nigeria;
 Examine why overland transport in more predominantly used in Nigeria;
 Determine the factors accounting for the continued importance of traditional
modes of transport in certain localities in Nigeria;
 Identify the factors responsible for the decline in the performance of railway
transport in Nigeria;
 Examine the problem of road transport in Nigeria;
 Identifying the problem with pipelines in Nigeria;
 Highlight the major thrusts of transport policy; and
 Examine how overland transport has impacted on the logistics chain performance
in Nigeria.
The population of the study was made up of five organisations as follows:
 Federal Road Maintenance Agency
 Nigerian Railway Corporation
 Department of Petroleum Resources

48. 48
 Lagos State Transport Management Authority
 Advanced Logistics and Procurement Services Limited
A total of 185 copies of the questionnaire were distributed among individuals
drawn from the population of the study. The invited sample was selected using
proportionate stratified random sampling under the probability sampling technique.
The study of used sample survey, which enabled the researchers to use sample of
population to conduct the research. Chi-square statistical test and z-score were used to
analyze the data gathered in respect of the hypotheses.
The review of related literature was done under the following headings:
 Relevance of transportation
 Overland transport modes
 Overland transport in Nigeria
 The role of rail mode in the transport sector in Nigeria
 Objectives of the Nigerian transport policy
 The federal ministry of transport
 Factors involved in transport demand, provision and assessment
 New direction in road maintenance
 Logistics
 Business logistics
 Logistical activities and
 The role of transportation in logistics: a conceptual framework
The two null hypotheses posited were tested using both Chi-square test and Z-score.
While hypothesis I was accepted, hypothesis II was rejected.

49. 49
Respondents showed strong support for the following statements:
 Transportation remains the engine of growth and an indispensable superstructure
for an efficient logistics chain.
 Modern efficient overland transport in Nigeria will substantially improve and
inevitably bring down costs of various kinds.
 The creation of economic utility through the logistics chain is a function of an
efficient transportation system.
 Good transportation has the effect of holding to a minimum the time and cost
involved in the spatial relationships of the firm.
 Respondents identified the following factor as being responsible for traditional
mode of overland transport’s continued importance:
 Lack of good motorable roads, especially during the rainy season.
 Low aggregate demand for transport in the rural areas thereby making it
uneconomic for the operation of vehicular transport;
 Small-scale production by farmers and little profit realized by them do not
encourage the use of vehicular transport.
The respondents identified the following as constituting overland transport in Nigeria:
 Railways
 Highways Modern Modes
 Pipelines
 Head Porterage Traditional
 Beasts of burden Modes

50. 50
Respondents identified the following factors as being responsible for the decline
in the performance of railway transport in Nigeria:
 Nigeria’s road network has improved, become bigger, faster and more
comfortable trucks and passenger buses are capturing more freight and passengers
from the railway.
 Steady decline since the mid-1950s in the transport of export products
 The railway is no longer able to provide an efficient an reliable service to
consumers. The problems of road transport in Nigeria were identified as follows:
 Nigeria’s road network has improved, become bigger, faster and more
conformable trucks and passenger buses are capturing more freight and
passengers from the railway.
 Steady decline since the mid-1950s in the transport of export products.
 The railway is no longer able to provide an efficient and reliable service to
consumers.
 The problems of road transport in Nigeria were identified as follows:
 Rainfall causes erosion on most Nigerian roads
 High temperature causes melting of tar on tarred roads. Alternation of high and
low temperature causes formation of bumps on road.
 High cost of road construction over rivers and marshy areas.
 Reckless driving and accidents.
Respondents observed that overland transport in Nigeria has made the transport
component of the logistical activities very costly and inefficiency mainly because of the
problems associated with the poorly maintained highways and the moribund railways.

51. 51
5.2 Recommendations
The following recommendations were made in the light of the implications of the
research findings:
1. For the overland transport modes to function optimally to enhance logistical
performance, its infrastructure, vehicles and operations must be revamped.
2. Relevant authorities should consider providing rural areas with appropriate
infrastructure, vehicles and operations to enhance logistics with performance.
3. An efficient logistics chains entails a holistic and integrated approach to
transportation to transportation to facilitate multimodal transport system. This
calls for the all-round development of the entire transport sector.
Suggested areas for further studies
 Multimodal and logistical efficiency
 Traditional transport mode and logistical exigencies.
5.3 Conclusion
It has been established that modern logistics structure rest on efficient overland
transport. This is because transportation creates time and place utility, both of which are
necessary for economic exchanges to take place; its availability, adequacy, and cost have
an effect on several kinds of decision made by a business firm in addition to decision
related to managing the transportation function itself. However, overland transport in
Nigeria has made the transport component of the logistics structure very costly and
inefficient, mainly because of the problems associated with the poorly maintained
highways, moribund railways and the crude traditional modes of transport in most rural
of the country.

52. 52
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Badejo, D. (2002) “Transport in the 21st Century: Challenges and Prospects” Transport
Monitor, June 2002
Ballon, R. H (1998) Business Logistics Management 4dth ed. (Paramus, NJ: Prentice
Hall)
Blunden, W. R. and Black, J. A. (1984) The Land Use/Transport System 2nd ed.
(Oxford: peryamon)
Cloke, P. and Bell, P. (1990) Transport Deregulation: Market Forces in the Modern
World (London: Fluton)
Coyle, J. J. and Bardo. E. J. (1999) The Management of Business Logistics 7th ed.
Concinnati, OH: Southwestern College Publishing
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APPENDIX
AN IMPACT ASSESSMENT OF OVERLAND TRANSPORT ON LOGISTICS
CHAIN PERFORMANCE IN NIGERIA
QUESTIONNAIRE
1. Name (Optional)
2. Sex
(a) Male
(b) Female
3. Age
(a) Under 20 years
(b) 20-40 years
(c) 41-60 years
(d) 61 years above
4. Status
(a) Junior staff
(b) Middle management
(c) Top management
5. Organisation
6. The poorly developed overland transport in Nigeria hampers logistics chain
efficiency
(a) Yes (b) No

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7. The crude traditional means of overland transport in Nigeria rural areas
contributes to the inefficiency of the logistics chain.
(a) Strongly agree
(b) Agree
(c) Disagree
(d) Strongly disagree
8. Transportation remains the engine of growth and an indispensable superstructure
for an efficient logistics chain.
(a) Yes (b) No
9. Modern Efficient overland transport in Nigeria will substantially improve the
quality of life in many areas and ways, but any improvement inevitably brings costs
of various kinds.
(a) Yes (b) No
10. The creation of economic utility through the logistics chain is a function of
an efficient transport system.
(a) Yes (b) No
11. Good Transport has the effect of holding to a minimum the time and cost
involved in the spatial relationships of the firm
(a) Yes (b) No
12. What are the factors that make transport in certain localities in Nigeria to
continue to be important?
13. Which are the active modes of overland transport in Nigeria?

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14. What is the relationship between transport and the logistics chain in
Nigeria?
15. Why is overland transport more predominantly used in the logistics chain in
Nigeria?
16. What are the factors responsible for the decline in the performance of railway
transport in Nigeria?
17. What are the problems of road transport in Nigeria?
18. What is the problem with pipeline as a means of transport in Nigeria?
19. What are the major thrusts of transport policy in Nigeria?
20. How has overland transport impacted on logistics chain performance in
Nigeria?