Determinant Barriers to Sustainable Road Freight Operations in Lagos Metropolis and Freight Operators Loyalty to Road Freight Corridors

Determinant Barriers to Sustainable Road Freight Operations in Lagos Metropolis and Freight Operators Loyalty to Road Freight Corridors

¹Buhari Sodiq O., ²Faiyetole A.A., ²Odesanya J.F., ²Olorunfemi S.O

¹Federal College of Fisheries and Marine Technology, Lagos,

²Federal University of Technology, Akure

DOI: https://doi.org/10.51584/IJRIAS.2025.10040010

Received: 24 March 2025; Accepted: 28 March 2025; Published: 28 April 2025

ABSTRACT

The study evaluated the significant barriers to sustainable road Freight operations in Lagos metropolis and freight Operators loyalty to road freight routes/corridors in the state. The aim of the study was to identify the determinant barriers to sustainable road freight logistics and physical distribution operations in Lagos metropolis. It also aimed to evaluate the freight operator’s extent of loyalty to major freight routes/corridors in Lagos metropolis. It used qualitative and survey research design method in which primary data obtained from questionnaires used as survey instruments were used to elicit freight operators responses of the influences of identified barriers types on sustainable road freight operations in Nigeria. The willingness of individual operators to re-use the Lekki –Epe-Chevron-VGC Route (LEVGC)

Ikorodu-Itopin-Ijebu route (IIL), Lekki-Epe Express-Lekki Phase1 Route LEEP1), Agbara- Badagry-Seme route (ABS), Ibadan Express-Berger-oworonshoki route (IEBO), Epe-Ijebu Ode-route by MOJODA (EIOM) and the Oshodi-Apapa Express (route) (OAE) as a measure of route loyalty was also elicited from the respondent. The principal component factor analysis and the descriptive statistics were used to analyze the data obtained. The results reveal that the significant barriers and challenges to sustainable freight vehicle operators mobility, logistics and physical distribution operations across signature road freight corridors in Lagos metropolis Nigeria include Safety challenges and/or frequency and rate of involvement of road freight vehicles in traffic accidents (SCFA), Excessive police harassment of freight vehicle operators to extortion and intimidation on the road (EPHEI), Multiple taxation and illegal collections by appointed government officials (MTICO), Poor/Bad road network (PBRN)  and Traffic congestion challenges and the associated delay (TCCD) each with respective Eigen values of 1.739, 1.273, 1.135, 1.172 and 1.129.  Since each of the five identified challenges to sustainable freight logistics and distribution operations in Lagos have Eigenvalues greater than one (Eigenvalue>1), the study infers that SCFA, EPHEI, MTICO, PBRN and TCCD constitute the detainment barriers/challenges to sustainable mobility of road freight operators and physical distribution operations in Lagos metropolis. The findings of the study also reveal that in Lagos, the average freight operator’s loyalty to all sampled signature road freight corridors across Lagos metropolis is an average of 47.870% with standard deviation of 4.355. This is less than 50%, which is not healthy for sustainable road freight logistics and physical distribution sector in Lagos. The implication is that freight corridors such as the IIE with the least loyalty score should improve the conditions on the route and address the barriers and challenges that freight operators face in the use of such routes for physical distribution and road freight operations.

Keywords: Road freight operations, freight-logistics, determinant-barriers, route-loyalty

INTRODUCTION

Lagos Metropolis, Nigeria’s commercial nerve center, is characterized by an extensive road freight and physical distribution network that plays a crucial role in facilitating economic activities. However, the sustainability of road freight transport and physical distribution in Lagos is significantly challenged by various barriers, which affect efficiency, environmental quality, and economic viability. Understanding these barriers is essential for developing strategic interventions aimed at improving sustainable logistics and freight distribution within Lagos metropolis.

One of the major barriers to sustainable road freight operations in Lagos is the poor road infrastructure. According to Olawole and Aloba (2021), a significant proportion of roads in Lagos are poorly maintained, leading to congestion, vehicle breakdowns, and increased fuel consumption, which negatively impact environmental sustainability. Additionally, inadequate road networks result in increased transit times, high operational costs, and reduced supply chain efficiency (Aderamo & Magaji, 2020). traffic congestion and constitute a serious challenge which has been identified as a major impediment to sustainable freight distribution. Lagos experiences one of the worst traffic congestions in the world, with vehicles spending hours on the road due to poor traffic management and an overwhelming number of automobiles (Afolabi & Gbadamosi, 2017). The congestion leads to excessive fuel consumption and greenhouse gas emissions, exacerbating environmental concerns (World Bank, 2019).. there is also the problem of regulatory and institutional inefficiencies that further hinder sustainable freight and distribution operations. Regulatory agencies responsible for road freight management often implement inconsistent policies, leading to disruptions in logistics operations (Ogunbodede, 2019). Additionally, multiple taxation and levies imposed on freight operators increase operational costs and deter investment in sustainable logistics solutions (Ajiboye & Akinwale, 2021).

Security and safety concerns are also identified by road freight operators as constituting barriers to sustainable freight operations in Lagos. The metropolis has a high incidence of road theft, vandalism, and accidents involving freight vehicles. In a study by Onakomaiya et al. (2022), it was reported that freight operators suffer losses due to theft and damage to goods, which affects supply chain reliability and increases operational risks. Furthermore, inadequate safety measures contribute to frequent road accidents, causing delays and increasing transportation costs. The problem of lack of sustainable transport alternatives contributes to inefficiencies in freight distribution. While other global cities are investing in green logistics, Lagos heavily depends on diesel-powered trucks, leading to high carbon emissions (UNEP, 2020). The absence of effective multi-modal transport integration limits the potential for alternative freight solutions such as rail and inland waterways, which could alleviate road congestion and improve sustainability (Ndikom et al., 2018).

From available empirical literature, it is observed that road freight operators in across road freight corridors in Lagos metropolis are concerned about barriers to sustainability of road freight operations such as Safety challenges and/or frequent accidents   (SCFA), Security concerns related armed robbery attacks on the routes (SCRAR), Traffic congestion challenges and the associated delay (TCCD), Harassment by community groups and local cult groups (Agboro syndrome) (HCCG), Poor/Bad road network (PBRN), Excessive police harassment, extortion and intimidation (EPHEI) and Multiple taxation and illegal collections by appointed government officials (MTICO).

In a similar manner, these challenges and barriers to sustainable road freight operations in key road freight corridors in Lagos metropolis have implications on freight operators’ route preferences; route loyalty and route re-use intentions. This is because road freight operators would naturally be discouraged from re-use of road freight routes/corridors that pose the greatest safety and security barriers and challenges for example, to their operations. In Lagos for example, the Lekki –Epe-Chevron-VGC  road Route corridor (LEVGC), Ikorodu-Itopin-Ijebu route/corridor (IIL), Lekki-Epe Express-Lekki Phase1 Route LEEP1), Agbara- Badagry-Seme route (ABSB), Ibadan Express-Berger-Oworonshoki route (IEBO), Epe-Ijebu Ode-route by MOJODA  (EIOM) and the Oshodi-Apapa Express (route) (OAE)  are identified as host to majority of road freight and physical distribution operations  in Lagos (Ndikom, et al, 2018). These routes are also prone to disproportionate levels of challenges and barriers to sustainable road freight operations in and a clear knowledge an understanding of freight operators re-use intentions and loyalty score on the individual routes relative to the extent of barriers to effective road freight operations on the routes is crucial for improving firstly, the conditions of the road freight routes by eliminating barriers to sustainable operations and secondly,  improving road freight operators re-use intention and loyalty to the routes thereby enhancing economic development. Lagos.

In line with the above, this study is carried out with the goals of identifying the significant/determinant barriers to sustainable road freight and physical distribution operations in Lagos, and to measure the extent of road freight operator’s loyalty to and re-use intention of major road freight corridors in Lagos metropolis.

LITERATURE REVIEW

Sustainable road freight and physical distribution operations are critical for economic growth, environmental preservation, and social well-being. However, in rapidly urbanizing cities like Lagos Metropolis, several barriers hinder the adoption and implementation of sustainable practices in freight and distribution operations. As aforementioned, studies by Ndikom et al (2018); Nwokedi et al, (2021), and Ajiboye & Akinwale, (2021) are in agreement that road freight operators in across majority road freight corridors in Nigerian cities such as Lagos metropolis are faced with barriers to sustainability of road freight operations such as Safety challenges and/or frequent accidents   (SCFA), Security concerns related armed robbery attacks on the routes (SCRAR), Traffic congestion challenges and the associated delay (TCCD), Harassment by community groups and local cult groups (Agboro syndrome) (HCCG), Poor/Bad road network (PBRN), Excessive police harassment, extortion and intimidation (EPHEI) and Multiple taxation and illegal collections by appointed government officials (MTICO). However, the extent to which the identified challenges constitute significant barriers to sustainable road freight operations in Lagos road freight corridors seem not to have been investigated by available empirical literature.

Studies by Adeniran et al (2020) identified Infrastructure deficiencies among the most significant barriers to sustainable road freight operations in Lagos. The study is of the view that the poor state of road networks, which leads to increased vehicle wear and tear, higher fuel consumption, and elevated greenhouse gas emissions, impedes sustainable development of road freight operations in Nigeria (Adeniran et al., 2020). The lack of dedicated freight corridors and inadequate parking facilities for trucks exacerbate congestion, particularly in urban centers (Oluwaseyi et al., 2019). Furthermore, the absence of integrated transport systems limits the efficiency of physical distribution operations, forcing reliance on road transport despite its unsustainability (Adeniran 2020; Adeleke et al., 2021).

In another study, Titman (2017) grouped the identified challenges and barriers to sustainable freight logistics operations in developing urban cities to include infrastructural gaps, regulatory challenges and barriers, economic constraints, socio-cultural factors cum behavioral gaps. While the studies of Adeniran (2020) is already in agreement with Litman (2017) that infrastructural gaps constitute barriers to sustainable freight logistics and physical distribution operations in developing cities; neither of these studies were explicit to state to what extent this influences sustainable freight operations, whether significantly or otherwise.

Regulatory challenges according Litman (2017) that pose obstacles to sustainable freight operations may include for example, inconsistent enforcement of environmental regulations and weak policy frameworks, poor road freight safety and security regulations, poor road infrastructure management policy, issues related to operational policies, among others (Ogunleye et al., 2018). For instance, while there are policies aimed at reducing emissions from freight vehicles, enforcement remains lax, leading to widespread non-compliance (Adeniran et al., 2020).

Economic constraints as another critical barrier to sustainable road freight operations may include factors related to taxation of road freight operators such as multiple taxation of road freight operators, lack of loan scheme to support acquisition of road freight assets such as freight trucks, and cost induced increase in operations costs of road freight operators and the high cost of adopting sustainable technologies, such as fuel-efficient vehicles or renewable energy-powered logistics hubs, is an observed deterrent for freight operators, particularly small and medium-sized enterprises (SMEs) (Adeleke et al., 2021). Moreover, the lack of access to financing options for road freight assets further limits the ability of operators to transition to sustainable practices (Ogunleye et al., 2018).

Ogunleye et al (2018) found that Socio-cultural factors also play a role in hindering sustainable road freight operations. For example, the touting or agboro syndrome on most freight corridors and routes in most cities in Nigeria is a major social and behavioral problem that constitute barrier to sustainable road freight operations in Nigerian cities. Similarly, a lack of awareness education and training on the benefits of sustainable practices among freight operators will hinder effective and efficient operations (Oluwaseyi et al., 2019). Cultural resistance by host communities to infrastructural development in preference to retention of traditional shrines and worship places, further complicates efforts to provide road freight infrastructure and promote sustainability (Adeleke et al., 2021).

Although the aforementioned studies are in agreement with the grouping of the barriers to sustainable road freight operations, these groups are further broken down into specific barrier types for ease of measurement and assessment by Ndikom et al (2018); Nwokedi et al, (2021), and Ajiboye & Akinwale, (2021). These specific barriers factors to sustainable logistics and road freight operations in Nigerian frontline cities for example include: Safety challenges and/or frequent accidents   (SCFA), Security concerns related armed robbery attacks on the routes (SCRAR), Traffic congestion challenges and the associated delay (TCCD), Harassment by community groups and local cult groups (Agboro syndrome) (HCCG), Poor/Bad road network (PBRN), Excessive police harassment, extortion and intimidation (EPHEI) and Multiple taxation and illegal collections by appointed government officials (MTICO) (Ndikom et al, 2018; Nwokedi et al, 2021: and Ajiboye & Akinwale, 2021).

Studies by Tan, et al (2016); Sanchez-Diaz et al (2016), and Ramesh et al (2018) are in agreement that the extent of barriers experienced by road freight operators on individual freight routes/corridors influence their extent of loyalty to and re-use of the individual freight corridors. By implication, with disproportionate prevalence of barriers to sustainable freight operations on individual freight corridors, there is bound to be disproportionate levels of freight operator’s loyalty and re-use intention on those corridors too (Akinyemi, 2009; Anthony et al, 2014; Rahane & Saharkar, U, 2014 ).. In Lagos however, studies have identified the existence of barriers and challenges to sustainable freight and physical distribution operations on for example, the Lekki –Epe-Chevron-VGC  road Route corridor (LEVGC), Ikorodu-Itopin-Ijebu route/corridor (IIL), Lekki-Epe Express-Lekki Phase1 Route LEEP1), Agbara- Badagry-Seme route (ABSB), Ibadan Express-Berger-Oworonshoki route (IEBO), Epe-Ijebu Ode-route by MOJODA  (EIOM) and the Oshodi-Apapa Express (route) (OAE); but the extent of freight operators loyalty to and re-use intention of the road freight routes relative to the extent of barriers on the routes have not been investigated in available empirical literature. These are the gaps that this study is determined to address in order to provide empirically based knowledge for the development of sustainable road freight logistics and physical distribution operations in Lagos metropolis Nigeria.

DATA AND METHODS

The study used qualitative and survey research design methods in which primary data were obtained using questionnaire as survey instrument. The study area consists of Lagos metropolis with emphasis on the identified road freight corridor/routes in Lagos metropolis. Therefore, seven (7) signature road freight routes/corridors were sampled in Lagos metropolis which include Lekki –Epe-Chevron-VGC  Route (LEVGC), Ikorodu-Itopin-Ijebu route  (IIE), Lekki-Epe Express-Lekki Phase1 Route (LEEP1), Agbara- Badagry-Seme route  (ABS), Ibadan Express-Berger-oworonshoki route (IEBO),  Epe-Ijebu Ode-route by MOJODA  (EIOM),  and Oshodi-Apapa Express (route)  (OAE)  These locations in lagos Nigeria were chosen because available extant literature justified these routes as the frontline road freight corridors/routes in Lagos responsible for handling most freights and articulated vehicles in the City as a result of the existence of the major seaports, international airport and other signature infrastructures that handle freight. These corridors are host to the signature infrastructure like Seaports, Industrial Layouts, and Refineries, etc. Primary data was sourced from road freight operators in the identified freight routes and statistical analysis were implemented in line with the objectives of the study while the results and findings were discussed.

Population and Sampling Technique

The population of the study areas (Lagos) sourced from the National Population Commission (NPC) formed the population of this study. Though the population of inhabitants of Lagos state is estimated at about 20million inhabitants is known, not all inhabitants of Lagos are directly involved in the road freight and physical distribution sector. There is no accurate data of the actual number of all registered road freight logistics and physical distribution operators operating solely in the sampled freight routes in Lagos over the years. So the study employed z-score for unknown population to determine the sample size in Lagos metropolis.

The determination of sample of unknown population using Z score is given as:

N = Z²(P) (1-P) /C² ———————————————————————————- (3.1)

Where Z = standard normal deviation set at 95% confidence interval =1.96

P = percentage picking a choice or response =50%

C = confidence interval = 0.05

Theref

ore N = (1.96)2(0.5) (1-0.5)/ (0.05)2

N= 0.9604/0.0025

N= 384.16

=384

About 385 copies of the survey questionnaire were distributed among the road freight vehicle operators operational in Lagos state. Recall that a total of seven (7) road freight corridors/routes were sampled in Lagos metropolis which include the Lekki –Epe-Chevron-VGC Route (LEVGC), Ikorodu-Itopin-Ijebu route (IIE), Lekki-Epe Express-Lekki Phase1 Route (LEEP1)

Agbara- Badagry-Seme route (ABS), Ibadan Express-Berger-oworonshoki route (IEBO), Epe-Ijebu Ode-route by MOJODA (EIOM) and Oshodi-Apapa Express (route) (OAE); therefore a total of 55 survey questionnaires were issued to road freight operators in each road freight route/corridor. The average score from the 55 respondents on all the seven sampled road freight routes are determined as the Lagos average for each parameter/variable considered in the study.  The collected data was normalized and used to implement the analysis in line with the objectives of the study.

The sampling technique used is the purposive random sampling technique. This is because the survey instruments were purposively issued to only road freight operators on the selected road freight corridors/routes who were randomly selected to provide responses to the contents of the survey instrument.

Sources of Data and Types

Data for this study will be collected through primary sources. As aforementioned, the study used questionnaire as survey instrument to obtain primary data from road freight operators on the major challenges and barriers they face with road freight logistics and physical distribution operations in both Lagos metropolis. For example, the review of extant literature reveal that sustainable road freight operations in both Lagos metropolis faces challenges/barriers such as: Safety challenges and/or frequent accidents   (SCFA), Security concerns related armed robbery attacks on the routes (SCRAR), Traffic congestion challenges and the associated delay (TCCD), Harassment by community groups and local cult groups (touting/Agboro syndrome) (HCCG), Poor/Bad road network (PBRN), Excessive police harassment, extortion and intimidation (EPHEI) and Multiple taxation and illegal collections by appointed government officials (MTICO). Primary data on the extent to which these constitute barriers to sustainability in road freight logistics and physical distribution operations in Lagos were elicited by the use of questionnaire as survey instrument. The data sourced for each road freight route/corridor was normalized as explained above and analyzed by the use of Principal Component factor Analysis (PCA)

Similarly, the primary data on freight vehicle operator’s route loyalty scores and re-use intention for all the identified routes sampled in Lagos was obtained by the use of loyalty and re-use intention survey method were obtained through primary survey.

Validity and Reliability of Research Instruments

The validity test of research question helps to determine if the measurement truly reflects the concept being studied, while the reliability test determines the consistency that the research items in a scale of measurement should be able to obtain the same answer each time the scale is replicated under the same assumptions and conditions. The validity test was achieved through the content validity test of the instrument (content-related evidence) by supervisors of this PhD thesis who are senior academic staff and expert from the field of urban transportation planners to determine the appropriateness of its contents. The result provided validation that the items in the instrument covered the breadth of the content area. The test-retest reliability method was used to test the reliability of the instrument. The result of the reliability test gave a correlation coefficient of 0.73; suggesting about 73% correlation. This indicated that the responses are reliable.

Method of Data Analysis

Various quantitative methods were used to analyze the dataset obtained for the study in line with the objectives of the study. These include the Principal Component factor Analysis (PCA) and the Re-use Intention Analysis (RIA) for measuring route loyalty.

Principal Component factor Analysis

The first objective of the study was to identify the determinant barriers/Challenges to sustainable road freight and physical distribution operations across all signature freight routes in Lagos Metropolis. The study used the Principal Component factor Analysis (PCA) was used to analyze the data obtained from field survey in order to determine the determinant barriers/challenges that significantly impede sustainable road freight and physical distribution operations across all signature freight routes in Lagos Metropolis. It is revealed in empirical literature that the identified by majority road freight operators as constituting barriers/challenges to sustainable road freight and physical distribution operations across all Signature freight routes include:

• Safety challenges and/or frequent accidents (SCFA)
• Security concerns related armed robbery attacks on the routes (SCRAR)
• Traffic congestion challenges and the associated delay (TCCD)
• Harassment by community groups and local cult groups (Agboro syndrome) (HCCG)
• Poor/Bad road network (PBRN)
• Excessive police harassment, extortion and intimidation (EPHEI) and,
• Multiple taxation and illegal collections by appointed government officials (MTICO)

The determinant barriers/challenges that significantly impede Sustainable road freight and physical distribution operations across all Signature freight routes in Lagos Metropolis was determined by subjecting the data obtained to principal Component Analysis using SPSS version21 analytical software.

Route Re-use Intention (RIA) Approach to Route Loyalty Analysis

The second objective of the study was to estimate freight operators’ route loyalty scores cum willingness tore- use specific routes relative to the challenges posed to sustainable road freight logistics. This was realized by using the route re-use intention approach to measure the freight vehicle operator’s loyalty to each freight route/ corridor. The approach used questions included in the survey instrument to elicit responses from each operator on the sampled routes/corridors regarding the percentages (%) of their willingness to re-use the route continuously in the future in view of their past and current experiences of barriers to effective operations on the routes and given the availability of alternative routes. The individual responses are collated, summed and averaged using descriptive statistics to determine the average road freight vehicle operators route loyalty score for each freight corridor sampled in Lagos metropolis. The Analysis of variance method (ANOVA) was used to compare the loyalty scores of the freight corridors to determine if significant difference exists among them.

RESULTS AND DISCUSSION OF FINDINGS

Table 1: Determinant barriers/Challenges to Sustainable freight Distribution Operations Across all Signature Routes in Lagos Metropolis

Source: Author’s calculation

Table1 shows the results of the Principal Component factor Analysis (PCA) carried out to determine the determinant barriers/challenges to Sustainable road freight and physical distribution operations across all signature routes in Lagos Metropolis. The results of the study, as shown in Table37 indicate that Safety challenges and/or frequency and rate of involvement of road freight vehicles in traffic accidents (SCFA), has a mean value of 16.3636 with standard deviation of 4.85479 while Excessive police harassment of freight vehicle operators to extortion and intimidation (EPHEI) on the road (EPHEI) has a mean score of 15.0909 with standard deviation of 5.04535. Multiple taxation and illegal collections by appointed government officials (MTICO) and Poor/Bad road network (PBRN) each have respective mean scores of 14.9091 and 14.5455 with standard deviations of 5.04525 and 5.02519 respectively.

Security concerns related armed robbery attacks on the routes (SCRAR), Traffic congestion challenges and the associated delay (TCCD) and Harassment by community based groups and local cult groups (Agboro syndrome) (HCCGA) each have respective mean scores of 13.2727, 13.2727, and 12.5455 with respective standard deviations of 4.73542, 4.73542 and 4.39620.

The results of the PCA further reveal that the barriers and challenges to sustainable freight vehicle operators mobility, logistics and physical distribution operations across signature road freight corridors in Lagos metropolis Nigeria include Safety challenges and/or frequency and rate of involvement of road freight vehicles in traffic accidents (SCFA), Excessive police harassment of freight vehicle operators to extortion and intimidation on the road (EPHEI), Multiple taxation and illegal collections by appointed government officials (MTICO), Poor/Bad road network (PBRN)  and Traffic congestion challenges and the associated delay (TCCD) each with respective Eigen values of 1.739, 1.273, 1.135, 1.172 and 1.129.  Since each of the five  identified challenges to sustainable freight logistics and distribution operations in Lagos have Eigenvalues greater than one (Eigenvalue>1), the study infers that SCFA , EPHEI, MTICO, PBRN and TCCD constitute the detainment barriers/challenges to sustainable mobility of road freight operators and physical distribution operations in Lagos metropolis.

The implication is than to ensure sustainability in the road freight sector and physical distribution operations in Lagos metropolis, the Lagos state transportation authorities should prioritize promoting policies that are aimed at reducing road accident involving freight vehicles across the routes, eliminate issues of police extortion and intimidation of road freight vehicle operators on the freight routes, eliminate policies that promote multiple taxation of road freight vehicle operators, promote policies that address the challenges of traffic congestion involving road freight vehicles and the associated delay on Lagos roads and address the challenges related to bad road networks in Lagos metropolis.  The implementations of the determinant industrial preventive maintenance operations have implications for the rate of sudden breakdowns of industrial vessels.

The findings of the study also indicates that Security concerns related armed robbery attacks on the routes (SCRAR) and Harassment by community based groups and local cult groups (Agboro syndrome) (HCCGA) each with respective Eigen values 0.551 and 6.868E-017 which is each less than 1 (0.551<1; 6.868E-017<1) does not constitute significant barriers/challenges to the development of sustainable freight logistics and physical distribution operations in Lagos metropolis. Figure-1 below present in chart form the decreasing order of influence of the identified five determinant barriers/challenges to sustainability in road freight logistics and physical distribution operations in Lagos state Nigeria.

Figire-1: Decreasing order of influence of the identified five determinant barriers/challenges to sustainability in road freight logistics and physical distribution operations in Lagos state Nigeria.

Source: Prepared by the author

Table 2: Freight Operators Route Loyalty Score (%) Indicating their Willingness to Continuously Re-use the Routes in Relative to the Extent of Barriers experienced on the Routes/Corridors and the Availability of Alternative Routes

Source: Author’s calculation

In view of the challenges faced by road freight vehicle operators on individual signature freight routes in Lagos metropolis, the result of the study presented in Table-2 shows the freight vehicle operators loyalty to individual routes in Lagos metropolis which confirms their willingness to continuously use the routes, given the extent of challenges each route pose to sustainable road freight logistics and physical distribution operation in Lagos.

The result indicates that the mean score of freight operator’s loyalty to the Lekki –Epe-Chevron-VGC  Route  (LEVGC) indicating the willingness of the freight vehicle operators to continue to use the route in the future in view of the challenges they faced on the route over time is 67.27% with a standard deviation of 15.209. The range which shows the difference between the least and highest loyalty scores in line with the perceptions of the respondents is 60%. The minimum and maximum recorded royalty score on the LEVGC route is 30% and 90% respectively. This implies on the LEVGC route, the road each freight vehicle operator’s loyalty to the route falls within the range: 90%≥60%≥30%.

On the Ikorodu-Itopin-Ijebu route (IIE) the average route loyalty score of freight vehicle operators to the route is 32.73% with standard deviation of 15.209. The maximum and minimum route loyalty scores of respondents of the IIE route and the range indicating the difference between the minimum and maximum scores indicates that on the IIE route, freight vehicle operator’s loyalty score falls within the range depicted as:  70%≥60%≥10%.  The average route loyalty score on the Lekki-Epe Express-Lekki Phase1 Route (LEEL1) is 56.00 with a standard deviation of 14.221. On the LEE1 route, freight vehicle operator’s loyalty score falls within the range depicted as:  80%≥60%≥20%.

Similarly, on the Agbara- Badagry-Seme route (ABS), the mean freight operators’ loyalty to the route which indicates their willingness to continuously use the route in the future given the challenges they faced on the route and the availability of alternative routes is 35.273% with a standard deviation of 13.589. On the ABS route, freight vehicle operator’s loyalty score falls within the range depicted as:  60%≥40%≥20%.  While the average freight operators route loyalty score to the Ibadan Express-Berger-oworonshoki route (IEBO) is 61.091% with a standard deviation of 12.273. The range of loyalty to the IEBO route by freight vehicle operators on that route is 80%≥40%≥40%.

Moreover, the Epe-Ijebu Ode-route by MOJODA (EIOM) and Oshodi-Apapa Express (route) (OAE) have respecitive route loyalty scores of 43.273% and 39.455% with respective standard deviations of 14.789 and 15.446. The range of loyalty to the Epe-Ijebu Ode-route by MOJODA (EIOM) route by freight vehicle operators on that route is 60%≥40%≥20% and also 60%≥40%≥20% on the Oshodi-Apapa Express (route) (OAE).

In Lagos, the average freight operator’s loyalty to all sampled signature road freight corridors across Lagos metropolis is an average of 47.870% with standard deviation of 4.355. This is less than 50%, which is not healthy for sustainable road freight logistics and physical distribution sector in Lagos.

The implication is that freight corridors such as the IIE with the least loyalty score should improve the conditions on the route and address the barriers and challenges that freight operators face in the use of such routes for physical distribution and road freight operations.

Figure-2 below shows a chart presentation that compares the percentage of freight vehicle traffic flow rate per period and the freight vehicle operator’s route loyalty score on individual signature freight corridors in Lagos metropolis.

Figure-2: comparing the percentage of freight vehicle traffic flow rate per period and the freight vehicle operator’s route loyalty score on individual signature freight corridors in Lagos metropolis. Source: prepared by the author

Table 3: Comparing Significances of the variations in Freight Operators loyalty to the Signature Freight Routes in Lagos Metropolis

Source: Author’s Calculation

The result of the study on Table3 shows the output of the comparison carried to determine the significance of the variations in loyalty of freight vehicle operators to the individual signature freight corridors sampled in Lagos metropolis. The result of the analysis of variance (ANOVA) shows f-score of 21.072, p-value of 7.18E-21 and f-critical score of 2.126597. Since the f-score is greater than the f-critical (i.e.; 21.072≥2.126597), the study infer that there is significant variation in the loyalty of the freight operators to the individual routes with the LEVGC route having the most freight operator’s loyalty. The implication is that freight corridors such as the IIE with the least loyalty score should improve the conditions on the route and address the barriers and challenges that freight operators face in the use of such routes for physical distribution and road freight operations.

DISCUSSION OF RESULTS AND POLICY IMPLICATIONS

The findings of the study provide critical insights into the levels of loyalty expressed by freight vehicle operators to individual signature freight routes in Lagos metropolis. Freight operator loyalty is a proxy for their willingness to consistently use a route despite challenges such as congestion, poor infrastructure, safety concerns, and alternative options. The results highlight the disparity in loyalty across different freight routes, underscoring areas that require targeted interventions to enhance road freight logistics and physical distribution operations.  The average loyalty score for all sampled signature routes in Lagos metropolis is 47.87%, with a standard deviation of 4.355. This loyalty score, being below 50%, indicates a general dissatisfaction among freight operators with the conditions of the road freight corridors in the City. This poses a significant threat to the sustainability of road freight logistics and the physical distribution sector in Lagos, requiring that barriers to effective road freight and physical distribution operations in Lagos which are responsibility for the lower loyalty scores by addressed. Low overall loyalty suggests that operators face substantial challenges across the routes, necessitating immediate policy and infrastructure interventions.

The LEVGC route has the highest loyalty score, with a mean of 67.27% and a range of 30%-90%. This suggests that while some operators face significant challenges (30% loyalty), a majority find the route relatively more reliable compared to others. This higher loyalty score could be attributed to better infrastructure or reduced congestion relative to other routes. The IIE route has the lowest loyalty score, averaging 32.73% with a range of 10%-70%. This implies that a significant proportion of operators perceive the route as unsuitable for sustainable logistics operations due to barriers like poor road conditions, congestion, or safety risks.

Ibadan Express-Berger-Oworonshoki (IEBO) with an average loyalty score of 61.09% and a narrower range (40%-80%), this route ranks second in operator preference. This relatively high loyalty reflects its critical role as a major freight corridor with likely better infrastructure than other routes. The Agbara–Badagry–Seme (ABS) route has an average loyalty of 35.27%, indicating moderate dissatisfaction among operators, possibly due to infrastructural or operational inefficiencies while Lekki–Epe Expressway–Lekki Phase 1 (LEEP1) route exhibits moderate loyalty, with a mean score of 56.00% and a range of 20%-80%.  This score highlights the need for continued improvements to infrastructure and operations.

Epe–Ijebu Ode via Mojoda (EIOM), the loyalty score for EIOM is 43.27%, with a range of 20%-60%. This indicates dissatisfaction but with potential for improvement and Oshodi–Apapa Expressway (OAE) route has a loyalty score of 39.45%, reflecting substantial dissatisfaction, likely due to the poor state of the road and severe congestion challenges.

The implications of operator Loyalty trends are that the loyalty scores reflect the challenges faced by operators in terms of road quality, safety, traffic congestion, and operational inefficiencies. Routes with lower loyalty scores, such as IIE and OAE, require urgent attention to address these challenges.  The range of loyalty scores on individual routes (e.g., 10%-70% for IIE) highlights the variability in operator experiences, which could be linked to inconsistencies in road conditions, maintenance, or enforcement of safety measures.

The findings also have implications for reduction of barriers to freight mobility. For example, Routes like IIE and OAE need interventions to address the specific challenges identified by freight operators, such as Traffic Congestion control by Implementing smart traffic management systems, such as real-time traffic monitoring, to reduce delays, Road Quality improvement by Regular maintenance and repair to ensure smooth vehicular movement and Safety promotion by Deployment of law enforcement and safety patrols to deter theft and vandalism.

CONCLUSION

The study reveals a critical need to improve the conditions of road freight corridors in Lagos metropolis to enhance freight operators’ loyalty and ensure sustainable logistics operations. The low overall loyalty score of 47.87% is a wake-up call for policymakers to address the pressing challenges faced by freight operators. By targeting low-performing routes for infrastructural upgrades, addressing specific barriers to mobility, and fostering public-private collaborations, Lagos can transform its road freight sector into a more efficient, reliable, and sustainable system.

Finally for road freight corridors in Lagos metropolis, the study’s findings underscore the critical need for infrastructure upgrades in Lagos’ road freight corridors. While some routes face significant dissatisfaction due to road conditions, others like the IIE route highlight the challenges posed by insufficient lane width. Policymakers must balance these issues by prioritizing road rehabilitation in most cases and expanding lanes where congestion is a primary concern. By addressing both road quality and capacity, Lagos can improve the sustainability and efficiency of its road freight logistics sector, fostering a more robust and reliable transport system for the future.

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