BABA, NDALAI ADAMS

PG/MURP/06/45664

AN ANALYSIS OF THE LOCATION PATTERN OF

INFORMAL AUTOMOBILE ARTISANS’

WORKPLACES IN IDAH, KOGI STATE.

URBAN AND REGIONAL PLANNING

AN ANALYSIS OF THE LOCATION PATTERN OF

INFORMAL AUTOMOBILE ARTISANS’

WORKPLACES IN IDAH, KOGI STATE.

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ii

AN ANALYSIS OF THE LOCATION PATTERN OF INFORMAL

AUTOMOBILE ARTISANS’ WORKPLACES IN IDAH, KOGI STATE.

BY

BABA, NDALAI ADAMS

PG/MURP/06/45664

DEPARTMENT OF URBAN AND REGIONAL PLANNING

SCHOOL OF POST GRADUATE STUDIES,

UNIVERSITY OF NIGERIA, ENUGU CAMPUS.

JANUARY, 2010.

1

TITLE

AN ANALYSIS OF THE LOCATION PATTERN OF INFORMAL

AUTOMOBILE ARTISANS’ WORKPLACES IN IDAH, KOGI STATE.

A dissertation Submitted in Partial requirement for the award of MURP to the

department of urban and regional planning,

School of post graduate studies,

University of Nigeria, Enugu campus.

By

Tpl. Baba Ndalai Adams BURP, MNITP, RTP

Reg.no. PG/MURP/06/45664

JANUARY, 2010.

2

CERTIFICATION PAGE

This is to certify that Baba, Ndalai Adams with registration number PG/MURP/06/45664 was a

Postgraduate Student of the Department of Urban and Regional Planning of the University of

Nigeria. He has satisfactorily completed the requirements for the award of Masters in Urban and

Regional Planning.

This Project embodies an original work and has not to the best of our knowledge been submitted

in part or wholly for award of any other degree of this or any other university.

………………………………… …………………………

Assoc. Prof. K.O Efobi Prof. (Mrs) J.U. Ogbazi

(Supervisor) (Head of Department)

……………………………………. .. ………………………..

Prof. F.I. Okeke Prof. John Obot

(Chairman, Faculty of Environmental (External Examiner)

Studies Postgraduate Committee)

iii

3

APPROVAL PAGE

This Project has been approved for the Department of Urban and Regional Planning

of the University of Nigeria

………………………………… . …………………….

Assoc. Prof. K.O Efobi Prof. (Mrs) J.U. Ogbazi

(Supervisor) (Head of Department)

………………………………... ………………………

Prof. F.I. Okeke Prof. E.E. Chigbu

(Chairman, Faculty of Environmental (Dean, School of

Studies Postgraduate Committee) Postgraduate Studies)

4

DEDICATION

This dissertation is dedicated

To

My late mother

Madam Grace Titi

Who laid the solid foundation for my education.

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ACKNOWLEDGEMENT My profound gratitude goes to all that have contributed in one way or the other

towards the successful completion of this of this dissertation.

My special thanks goes to my supervisor, Ass. Prof. Efobi K.O. for his effort in

guiding and aiding the development of this research. My sincere regards also goes

to my lecturers that took me through the course work; they are my H.O.D Prof.

Ogbazi, Prof. H.C Mba, Prof, L.C Umeh, Dr K.C Ogboi, Dr (Mrs) U. Jibrum,

Associate Prof Smart Uchegbu, Mr Victor Onyebueke, Mr B.D. Umoh, Mr A.E

Okosun and Mr. Don Okeke. Others are Dr. M.N Nwachukwu and Mrs. Nkiru

Ezeadiche.

My gratitude also goes to my lovely wife Nana-Aisha, my siblings, Angelina,

Jacob yakub, Joe, John, Rilwan, Rabiu, Danjuma and Zuretu. for their prayers. I

acknowledge and remember the wonderful support of friends and peers, Tpl,

Alaci D.S.A (Nda-patti), Arc. Ogbaje D.J. Mr. Mejabi E.I, Mall Ali Moh’d,

Mohammed Ibrahim Elule, Johnson Ajogu, Hon. Abi Titus, Abubakar Yusuf and

Abu Asaka.

My sincere regards goes to my HOD in The Federal Polytechnic Idah, Tpl Elegba

E.O.f, and my colleagues, pastor Hassan Tifwa, Tpl adah Paul, Tpl Otaro O.T,

Elder Badmus J.D, Odewale S.M, and Oratokhai O.O, as well as Mr. Ato E.S. and

Mrs. Jegede J.A.

I will also like to acknowledge the support of my course mates, Mr. Brown Ibama,

Ikiriko Ipiriba, Anierobi Chris and Roland.

Finally, the effort of Mr. Mike Olukolajo, Mike Apeh, Mr Ikani J.L, Mr Davwa P.

and Mr. Alfa Matthew, made this work a success. Thank you all.

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TABLE OF CONTENTS.

Page Title page- i

Certification ii

Dedication iii

Approval iv

Acknowledgment v

Table of Contents vi

List of Tables xi

List of Figures xii

Abstract xiii

CHAPTER ONE: INTRODUCTION

1.1 Background of Study 1

1.2 Statement of the Problem 3

1.3 Goal and Objectives 4

1.3.1 Goal 4

1.3.2 Objectives 5

1.4 Research Questions 5

1.5 Statement of Hypothesis 6

1.6 Scope of the Study 6

1.7 Limitation of the Study 6

1.8 Justification of the Study 7

1.9 Definition of Operational Terms 8

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CHAPTER TWO: THEORETICAL FRAMEWORK AND LITERATURE

REVIEW.

2.1 Concept of Informal Sector. 10

2.1.1 Nature of Informal sector. 12

2.1.2 Classification of Informal Sector. 15

2.1.3 Role of Informal Sector. 16

2.2 Location Models and Theory. 19

2.2.1 Facility Location Model 20

2.2.2 Webers Model of Industrial Location. 21

2.2.3 William Alonso’s Theory of Rent 23

2.3 The Development of Automobile Repairs Industry in

Nigeria. 24

2.3.1 Nature of Automobile Repairs industry in Nigeria. 26

2.3.2 Classification of Automobile repair services. 26

2.3.3 Location pattern of automobile repair service in Nigerian

cities. 29

2.4 Concept of planning Automobile Repair Service Industries. 32

2.4.1 Urban Edge/Region Route Concept. 32

2.4.2 Centralization Concept. 33

2.4.3 District Regrouping Concept. 34

2.4.4 Dispersal/Spreadout Concept 35

2.5 Planning Principles for designs of automobile repair

service Industry. 36

2.6 Planning Standards Used for the Design of Automobile

Service Industry. 37

2.6.1 Size 38

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2.6.2 Land Use Structure 38

2.6.3 Roads 39

2.6.4 Workshop Areas by Type of Auto Service Industry. 40

2.6.5 Workshop Set Backs to Road type. 41

2.6.6 Utilities, Facilities and Services Requirement. 41

2.7 A Review of Planning efforts For Auto Mobile Repair

Services in developing Countries. 42

2.7.1 The Experience of India 42

2.7.2 The Experience of Iran 44

2.7.3 The Experience of Nigeria. 44

2.8 Review of Empirical Studies. 47

2.9 Significant Lessons from Literatures Reviewed. 51

CHAPTER THREE: STUDY AREA

3.1 A Brief History of the Study Area 53

3.1.1 Location and Area Coverage 54

3.1.2 Climate and Vegetation 58

3.1.3 Soil, Geology and Topography. 58

3.1.4 Population 59

3.1.5 Socio-Economic Activities. 59

3.1.6 Urban Infrastructure. 60

CHAPTER FOUR: METHODS AND PROCEDURES

4.1 Sources of Data 62

4.11.Secondary Data 62

4.11.1 Published Materials 62

4.11.2 Unpublished Materials 63

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4.12. Primary Data 63

4.12.1 Direct Observation 63

4.12.2. Personal Interviews 64

4.12.3 Questionnaire 64

4.3 Populations of The Study 64

4.4 Sampling Size and Sampling Technique 64

4.5 Description of the Instrument used (the questionnaire) 65

4.6 Description of The Statistics Used in The Analysis 65

4.6.1 Descriptive Statistics 66

4.6.2 Inferential Statistics 66

CHAPTER FIVE: DATA PRESENTATION, ANALYSIS AND

FINDINGS.

5.1 Job Description of Respondents 68

5.2 Respondents’ Age Group 69

5.3 Education Attainment 71

5.4 Location Pattern and Nature of Artisans Workplaces. 74

5.5 Consideration for Location of Work Places. 75

5.6 Tenancy Status 79

5.7 Nature of Operation 80

5.8 Operations frequency 81

5.9 Respondents’ Daily Income 82

5.10 Waste Generation. 84

5.11 Waste Disposal Method 86

5.12 Location Problems of Artisans 88

5.13 Location of workplaces and level of patronage. 90

5.14 Test of Hypothesis and discussion 92

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5.15 Summary of Findings. 94

6.0CHAPTER SIX: PLANNING PROPOSAL, RECCOMMENDATION

AND CONCLUSION

6.1 Planning Proposal 97

6.1.1 Modified District Regrouping Concept. 99

6.2 Recommendation. 101

6.3 Conclusion 103

6.4 Areas for Further Studies. 104

References 105

Appendix

LIST OF TABLES

PAGE

2.1 Land Use Structure of Automobile Services Industry in

Some Selected towns 39

2.2 Planning Standards for Road in Auto Repairs Industrial Areas. 39

2.3 Areas Coverage of Workshop for Auto Repairs. 40

2.4 Setbacks to Road in Automobile Workshops. 41

3.2 Infrastructural Facilities in Idah Town 61

5.1 Job Descriptions and Distribution of Artisans. 68

5.2 Respondents’ Age Group. 70

5.3 Level of Education of Respondents. 72

5.4 Location Pattern and Nature of Artisans’ Workshop. 74

5.5 Respondents’ Reasons for Location of Workplace 78

5.6 Tenancy Status. 79

5.7 Artisans operations frequency. 81

5.8 Respondents’ Daily Income 82

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5.9 Nature of Waste Generated in Artisans Workplaces 84

5.10 Respondents’ Method of Waste Disposal 86

5.11 Location Problems of Artisans. 88

5.12 Location of Work Places and Level of Patronage. 91

LIST OF FIGURES

PAGE

2.1 Urban Edge/regional Route Concepts 33

2.2 Centralization Concept 34

2.3 District Regrouping Concept 35

2.4 Disperse/Spreadout Concept 36

3.1 Map of Nigeria Showing Kogi State 55

3.2 Map of Kogi State Showing Idah Local Government Area 56

3.3 Map of Idah Showing the Various Wards. 57

5.1 Job Descriptions and distribution of Artisans. 69

5.2 Age group of Respondents 70

5.3 Education Attainments of Respondents. 72

5.4 Location Pattern and Nature of Artisans’ workplaces. 75

5.5 Map of Idah showing Automobile artisans’ Workplaces 77

5.6 Respondents’ Consideration for Location of workplace 80

5.7 Tenancy Status of Respondents

5.8 Respondents’ Operations Frequency 82

5.9 Respondents’ Daily Income 83

5.11 Respondents’ Method of Waste Disposal 87

5.12 Map of Idah Showing Relative Location of Artisans’ Workshop

to a Major Road 93

6.1 A Proposed Automobile Artisans’ Village Plan 98

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6.2 Location of proposed automobile Artisans’ Villages in Idah. 100

ABSTRACT

Urban informal economic activities have grown tremendously over the years in Nigeria

without a conscious attempt towards planning for them in the urban space. The

automobile repair sector of this informal activities have been haphazardly located within

the environment and so affecting the aesthetic quality of urban outlook. It is therefore the

aim of this study to analyse the location pattern of these automobile artisans as an arm of

the informal sector with a view to assessing their implication on the urban landscape. In

order to achieve this aim, the following objectives were formulated.; to examine the

distribution pattern of automobile artisans in Idah urban area; to examine the nature of

operations of the automobile workshop operators, to assess the effect of the activities of

automobile artisans’ on the urban landscape, to examine the problems of the artisans’ in

their location and to make recommendation for their effective operation in the area.

Five research questions and one hypothesis were formulated for the study. The

hypothesis states that there is no significant relationship between location of the

automobile artisan’s workplace and patronage (as measured by accessibility to major

road) and it was tested by correlation and regression analysis. Both secondary and

primary data were used in the study. A total of 103 copies of questionnaires were

distributed to the artisan’s population and were filled and returned giving a 100%

coverage and success. The result of the hypothesis using Pearson correlation coefficient

proves that there is a negative relationship i.e. an inverse relationship between location

and patronage among the artisans. The regression analysis also shows a weak relationship

between location and patronage meaning that patronage did not entirely depend on

location of artisans workplaces. Based on this findings. The study recommended

modified district regrouping concept in the form of two cluster groupings within Idah

along the two major primary arterial roads so as to ensure their effective operation.

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CHAPTER ONE: GENERAL INTRODUCTION

1.1 BACKGROUND OF THE STUDY

The Urban landscape provides opportunities for diverse land uses as against

rural which is homogenous in terms of activities. This is the reason why concerted

efforts are taken by government to organize, allocate and utilize the urban land in a

way that best suits the use of such land. This is perhaps the most fundamental role

of urban planners.

The spatial location of these activities within our urban environment defines

not only the form and structure of such urban centres but determines the health,

safety, convenience and beauty (aesthetics) of the community and its inhabitants;

thus fulfilling the objectives of urban planning (Hiraskar, 1993).

The location of economic activities within the urban area is very significant

as every urban centre needs them not only as an integral component of the urban

land use, but more importantly as the much needed economic base which is a

spring board for urban growth and development. These economic activities are

represented either as organized private and public sector other wise called the

formal sector or relatively unorganized and non – public sector activity which is

regarded as informal sector of the economy.

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Idah town whose existence spans several decades has a long history of

commercial activities among the natives and also with the neighbouring

communities across the River Niger. Its location along the bank of the River Niger

encouraged the colonial masters to build warehouses by the bank of the river to

facilitate the storage and transportation of produce bought from the natives to their

own countries.

The town remained a relatively small settlement until Idah acquired a new

status of a Local Government Headquarter in 1976 coupled with the establishment

of the Federal Polytechnic and the School of Health Technology in the late 70’s ,

large population was attracted to the town and this brought into the town people of

diverse ethnic groups some of whom have acquired skills in different informal

sector activities to render services such as trading, artisans like auto repair workers,

tailoring, bricklayers, hair dressers, plumbers etc.

Consequently, informal sector activities grew tremendously with the ever

increasing urban population accelerated by rapid rural – urban migration without

corresponding vibrant productive sector, and this has produce a bleak situation in

terms of access to gainful employment thus increasing the proliferation of small –

scale economic activities in Idah.

By the late 1980’s automobile workshops had grown and spread across every

major road within Idah town especially around Sabon – Gari, Odolu road, Ayegba

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Oma – Idoko road and the G.R.A. Their haphazard location prompted the

local government to relocate all auto – repair artisans to a location at Ojuwa – Ofu

in the outskirt of Idah to curb their negative implication on the urban

environment. The success of this effort was ephemeral as no sooner had they

relocated to their new sites that they returned to their initial locations, their reasons

being that, the place was isolated, lacking facilities and security, they suffered low

patronage and theft of their tools and customers valuables.

Ever since the failure of this relocation attempt, their operation has grown

beyond acceptable level as they now occupy open spaces, residential households,

road junctions and intersections in almost every part of Idah town. There is a dire

need for comprehending and accommodating the challenges that are presented by

these informal activities for effective urban growth, development and governance.

They cannot continually be treated as incidental matter and neglecting their

environmental and social consequences but should be seen as integral component

of urban land use even though subsumed within other land uses.

1.2 STATEMENT OF THE PROBLEM

The lack of implementation of urban master plans, development plans and

other related type of plans in our urban centers has continually been the bane of

effective planning in Nigeria. Consequently land use such as automobile artisans’

workplaces evolved unplanned with artisans identifying any open space within the

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built environment to carry out their activities. This has led to deterioration in

environmental quality, poor sanitary condition, poor accessibility, change in land

use and blighted in Idah urban area. This is a major problem even in the new

millennium.

The urban land uses are left at the dictates of these artisans who take

decision on where their activities locate and function even at the detriment of other

land users; this most times brings about conflicts on the use of land whereby

incompatible uses tend to find themselves juxtaposed with one another, thus

negating the fundamental objectives of urban planning. It becomes worrisome

when the authorities concern shows little or no concern about these developments.

The automobile artisans which located at every nook and crannies of the Idah

urban landscape portend some planning and environmental challenges which need

to be understood and tackled. This is because they are vital informal sector service

activities which are desirable within the urban environment, their shortcomings not

withstanding.

1.3 GOAL AND OBJECTIVES

1.3.1 Goal

The goal of this project is to analyze the location pattern of automobile

artisans as an arm of the informal sector in Idah with a view to assessing their

implication on the urban landscape.

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1.3.2 Objectives

The objectives are as follows:

i. To examine the distribution pattern of automobile artisans in Idah urban

area.

ii. To examine the nature of operation of the automobile workshop operators.

iii. To assess the effect of the activities of automobile artisans on the urban

landscape.

iv. To examine the problems encountered by these artisans especially in their

location.

v. To make recommendations for their effective operation within the urban

landscape.

1.4 RESEARCH QUESTIONS

i. How organized are the patterns of distribution of automobile artisans in

Idah?

ii. What is the nature of operation of automobile artisans in the study area?

iii. What are the effects of the activities of automobile artisans on the urban

landscape?

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iv. What are the location problems of these automobile artisans in Idah?

v. What are the recommendations for effective operation of automobile artisans

in Idah?

1.5 STATEMENT OF HYPOTHESIS

There is no significance relationship between the location of the automobile

artisans’ workplaces (as measured by distance to major roads) and number of

patronage by vehicle owners

1.6 SCOPE OF THE STUDY

This research studies automobile artisans in Idah urban area as an arm of the

urban informal economic activities and thus focuses on their location pattern,

distribution and implication on Idah urban landscape. Attempts are made to

quantify the observations where possible in order to appraise the general

consequences of situations.

This study will cover the various wards which make up Idah urban area and

inferences drawn from it may not have general applicability to situation elsewhere.

1.7 LIMITATION OF THE STUDY

Research of this nature involve courses which will eventually lead to

establishment of facts, however, certain factors are bound to impede such

investigative effort. Due to time factor and resources constraints, this project

generates data from the artisans in terms of patronage rather than physical

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observation, site measurement was also done manually to elicit information on

location.

The study is limited to only automobile artisans in Idah urban area, other

aspects of the informal activities will only be mentioned where necessary, because

of the enormity of work involved, adjourning suburbs will not be part of this study.

1.8 JUSTIFICATION OF THE STUDY

This study is imperative in order to achieve the various urban planning

objectives of enhancing, convenience, aesthetics, compatibility in land uses and

functionality within the urban area as well as striving to achieve the millennium

development goal of ensuring environmental sustainability by the year 2015. It will

also serve as a working document for policy making especially on organizing the

hitherto neglected but indispensable sector of the urban economy which are

established with ease within the confines of our residential domain.

Effective implementation of this work will serve as a model for other urban

centers in the state and the country at large.

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1.9 DEFINITION OF OPERATIONAL TERMS

a. LOCATION: – Location according to Oxford Advanced Learner’s

Dictionary 6th

edition means, “a place where something happens or exist”,

i.e. the position of things.

b. ANALYSIS: - The Oxford Advanced Learners Dictionary defines analysis as

the detail study or examination of something in order to understand more

about it. It is also an act of resolving or separating of a thing into its elements

or component parts and ascertainment of those parts. It involves tracing of

things to their source and discovering the general principle underlying

individual phenomenon.

c. INFORMAL SECTOR ACTIVITIES: - According to Onerkerhoaye (1984)

informal sectors are made up of intermittent part – time workers, hawkers,

petty traders, barbers, casual construction workers and handicraft workers,

Onerkerohoaye and Omuta (1986) describe informal sector as unregistered

commercial enterprise without formal structure and organization.

d. URBAN LANDSCAPE:- The term urban is usually universally relative as

what is defined urban in Nigeria may not be in another country. However the

United Nation Economic Commission for Africa (UNECA) used a

population of two thousand people to define an urban area which was

adopted by the 1991 census in Nigeria. Tijani (2007).

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The word landscape on the other hand refers to “every thing you can see

when you look across a big large area of land especially in the country”

(Oxford Advance Learners Dictionary 6th

Edition).

e. AUTOMOBILE ARTISANS:- Automobile artisans as used in this study

refers to all workers involve in repairs and maintenance of automobile

vehicles such as cars and motorcycle.

These include, motor mechanic, motorcycles mechanic, panel work, auto

painting, auto rewiring, auto furniture, battery repair, vulcanized work, wheel

balancing and alignment works.

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CHAPTER TWO: THEORETICAL FRAMEWORK AND LITERATURE REVIEW

2.1 CONCEPT OF INFORMAL SECTOR.

The informal sector is often referred to as the subterranean economy,

underground economy, shadow economy, on – corporate enterprises, micro –

enterprises, petty producers. It is defined as a large volume of self employed in

developing countries who are engaged in small – scale intensive work such as

tailoring, food preparation, trading, shoe repairing. These people are often regarded

as unemployed or underemployed as they cannot be included in the national

employment statistics but they are highly productive and make a significant

contribution to national income. Their work is usually characterized by low capital

output ratio, that is the ratio of capital of level of equipment or capital relative to

output is low. (Ijaiya and Umar, 2004).

Ijaiya and Umar (2004) views informal sector as a heterogeneous

phenomenon which encompasses a wide variety of economic activities which tend

to be overlooked in statistics, including all sorts of manufacturing activities,

construction, trade and commerce, repair and other services. For example informal

sector workers make beds, pots and pan, they repair watches, cars and radios, they

write letters, lend money, run restaurant and barbering shops in the side walk, they

transport goods and people on their motor bikes, they sell fruits and cooking oil

and cigarettes by the piece, informal sector activities are mostly carried out in

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small units owned and operated by one or a few individuals with little capital, they

are usually labour intensive activities which results in low quality but relatively

cheap goods and services.

Over the years, informal sector activities were relegated to the background

and treated in development economies as “traditional” or retarded sector in which

the techniques of production are traditional and highly labour intensive but with

corresponding low productivity.(Akinbinu, 1988)

Recent understanding by social scientists and policy makers according to

Abumere et al (1998) shows that not only does the sector provide employment for

a considerable proportion of the labour force in the developing countries but with

virtual collapse of the formal sector in many of these countries, it is this sector that

keeps the economy going. Akinbinu, (1988) observed that the sector has expanded

so rapidly in most developing countries that it is now the source of livelihood for

between 1/3 and 3/4of the urban economically active population of the third world.

As distinguished from the formal sector which are larger and more

productive manufacturing and commercial enterprises, government departments,

education and public health institutions, Onokerhoaye, (1984) stated that the

informal sector, are made up of intermittent part – time workers, hawkers, petty

traders, side walk barbers, casual workers and handicraft workers.

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Mabogunje (1980) refers to this sector as “bazaar”, the “lower circuit”

economy which according to him comprises numerous owner operated activities

and job opportunities offered by individuals who purchase merchandise or service

generally on a short time basis. He further went on to say that such activities

include traditional craft, petty trading, and small – scale repair services of various

kinds operating outside the ambit of legal definition.

A critical look at the two definitions above elicits a common phenomenon

which is size of operation. This further reveals that, the informal sector is

predominantly a small – scale venture or activity. The issue of size of the informal

sector activities as noted by Abumere et al (1998) is a direct measure of failure of

socio – economic policies and stage of development phenomenon which according

to him is usually weakly developed at the early stage of economic development

with generally low investment. Bangasser (2000) in reviewing the International

Labour Organization (ILO) employment paper on the informal sector stated that

informal sector activities are largely ignored, rarely supported, often regulated and

sometimes actively, discouraged by government.

2.1.1 NATURE OF INFORMAL SECTOR

According to the report of the International Labour Organization’s

comprehensive employment state mission to Kenya of enterprises in 1972 cited by

25

Onokerheaye and Omuta (1986), the main characteristics of the informal sector

activities in the urban economy of African cities are described as follows;

a. Ease of entry

b. Reliance on indigenous resources

c. Family ownership of enterprises

d. Small scale operation

e. Labour – intensive and adapted technology

f. Skill acquired outside the formal school system

g. Unregulated and competitive markets.

Their submission is that the informal sector of the economies of Nigerian

cities is all unregistered commercial enterprises that have no formal structure in

terms of organization and operation. This gives credence to Mabogunje’s assertion

above and also Abumere et al (1998) who after studying the operational definitions

of the informal sector offered by some participants of the ILO Kenya study (ILO

1972) concluded that the definition adopted for this study regards informal

enterprises as being small and outside the long arm of government.

They went on to explain that government has no record of these enterprises

and so does not recognize them as they are not registered with government or its

agencies and do not pay taxes or obey government regulations on wages, child

26

labour, work practices etc. the understanding that the informal sector is small –

scale operations gives a further insight to the characteristics of the sector.

A more empirical definition is that given by Gunu (2003) who stated that in

countries such as the USA, Britain and Canada, small – scale enterprises are

defined in terms of annual turnover of 2 million pounds or less and with few paid

employees. In Japan, they are those wholesale trade with 30 million yen paid up

capital and 300 employees and those in retail and services trade with 10 million

yen paid up capital and 50 employees.

However, he quoted the National Development Plan as describing small – scale

operations in Nigeria to mean manufacturing establishments employing less than

10 people or whose investments in machinery and equipment does not exceed sis

hundred thousand naira (N 600,000.00).

Abumere et al (1998), stated that with respect to size, a small enterprise

employs 10 persons or less perhaps taking a cue from the National Development

Plan (NDP).

A deviation from statistical approach to understanding the nature of informal

sector is that by Mabogunje (1980) who simply describe the sector as characterized

by low wages, occupational instability and the absence of social welfare system.

27

2.1.2 CLASSIFICATION OF THE INFORMAL SECTOR

The major activities in the informal sector of the economics of Nigerian

cities can be divided into four major groups which according to Onokerohoaye and

Omuta (1986) are primary, secondary, small – scale distribution and tertiary

activities.

The primary activities are those engaged in agricultural production in most

traditional urban centers which their study reveals is gradually declining perhaps

with rapid urbanization even though a sizeable number of the population are still

active in it.

The secondary informal sector activities of the economies of Nigerian cities

include traditional crafts such as blacksmithing, carving, weaving and wood

working, others are shoe making, including watch, radio, and auto repair,

vulcanizing, hair dressing and printing. The small – scale distribution essentially

deals with petty trading in essential commodities required in households and the

last sector which is the tertiary sector comprises enterprises such as transport

operator, house ownership, restaurant owners, hair dressing, laundering,

photography and domestic services.

A more inclusive classification is perhaps that by Akinbinu, (1988). It

reveals that firms that constitute the informal sector in Nigeria are mainly engaged

in 25 activities. These, he listed to include among others; bakery, bicycle repair,

28

blacksmithing, brewing, brick making, goldsmith, grain milling, knitting,

carpentry, carving, cloth dyeing, electrical works, furniture making, leather work,

motor vehicles repair, pottery, printing, rubber processing, saw milling, shoe

making, tailoring, watch working, weaving and welding. These enterprises

according to him are usually very small in scale and one – man type of business

organization.

2.1.3 ROLE OF THE INFORMAL SECTOR

The informal sector has despite its neglect by the urban governments remain

a major spring board of a country’s economic development as it provides

opportunities for meeting many countries employment need, besides its functions

as available engine for the development of entrepreneurial capabilities and

indigenous technology. (Adeyemi and Badmus, 2001; Gunu 2003).This sector

contributes by way of income generation to nation’s economy as it offers some

means of subsistence for a considerable part of the population or help raise the

standard of living.

Akinbinu (1998) agreed that the role of small enterprises in the national

economy shows that those establishments usually employ labour intensive

production techniques and since they employ more labour per given unit capital

compared to the enterprises in modern sector, they have greater positive impact in

29

terms of employment generation. He also stressed that given their small initial

capital requirement; they equally facilitate the exploitation and mobilization of low

capital resources as well as utilize available local resources or materials and thus

conserving some foreign exchange.

Even though the World Bank Mission sees the informal sector as a residual

employer of those who failed to win the prize of formal sector employment in the

rural – urban migration lottery, recent studies which have measured trends in

employment strongly disagree with the position of the World Bank. International

Labour office study found that informal sector job creation in sub – Saharan Africa

increased by 6.7per cent between 1980 and 1985 while another study reported that

during the 1980s the informal sector generated nineteen million as against the

formal sector two million new jobs (ILO 1990; Akinbinu, 1998). There is also a

greater use of apprentices in the labour force which studies have shown a

tremendous increase in many Sub-Saharan cities.

Akinbinu (1998) citing Dawson (1991) stated that in Banjul for instance,

apprentices constitute 54 per cent of labour force, in Kumasi, 86 percent and

Nouakchott 32 per cent. This gives an average figure of 50 percent as a fair

representation of the importance of apprentices in the labour force.

A study carried out by Ijaiya and Umar (2004) shows that evidence from a

number of countries reveal that an increased portion of employment income and

30

output are originating from this sector. They quoted international labour office

(ILO) estimates that in the poorest countries 80 per cent of workers operate in the

informal agricultural sector while for middle income countries; the

informal/agricultural figure exceeds 40 per cent. On average 30 per cent of workers

in developing world cities are informal which is few in some cases and higher in

many cases.

According to a recent statistical compilation by ILO of total urban

employment the informal sector portion accounts for 49 per cent in Peru, 40 per

cent in Ecuador and 54 per cent in Columbia. Among 15 sub-Saharan African

nations, urban informal employment ranges from 9 per cent in Zimbabwe to 80 per

cent in Benin with a median of 49 per cent. In five Asian countries, the

corresponding percentages range from 17 per cent to 67 per cent (Ijaiya and Umar,

2004).

A study conducted in 1992 by the Economic commission for Africa (ECA)

indicates that the informal sector contribution to GDP in the African countries is

estimated at about 20 per cent and its contribution to the GDP of the non-

agricultural sector stood at 34 per cent. For instance, its contribution to GDP was

38 per cent in Guinea, 10.3 per cent in Tanzania, 30 per cent in Burkina Faso, 24.5

per cent in Nigeria and 20 per cent in Niger (Ijaiya and Umar; 2004).

31

A World Bank report in 1990 cited by Adeyinka et al, (2006) stated that the

informal sector is estimated to account for about 75 per cent of the total

employment in sub-Saharan Africa lending credence to Wickware (1988). It

further stated that it account for 89 per cent in Pakistan and 75 per cent in Brazil.

In North Africa informal employment makes up 48 per cent of non agricultural

employment, 5 per cent in Latin America and 65 per cent in Asia.

A more recent study carried out by Adeyinka et al (2006) shows that the

informal economy accounts for about a third of the 50 million labour forces out of

123.9 million people in 1999 in Nigeria. They quoted Oyerinde, (2001) that the

main economic activity of the informal economy is retail trade and most workers in

this sector run front shops stalls, kiosks or hawk goods as part-time or full-time

activity by millions of children of both sexes in urban area and semi-urban areas

such as Lagos, Ibadan, Osogbo Aba, Onitsha, Kano, Maiduguri and Abuja.

2.2 LOCATION MODELS AND THEORY.

Model refers to a simple description of a system used for explaining how

something works or calculating what might happen. It is something such as a

system that can be copied by other people.

Theory on the other hand can refer to a formal set of ideas that is intended to

explain why something happens or exists. It is the principle on which a particular

32

subject is based. Furthermore, it is an opinion or idea that is believed to be true but

not yet proven.

There are no established theories that explain why automobile artisans locate

where they are, however there are theories that explain location of industries

generally. These theories can also be applied to location of informal automobile

workplaces since they are service industries. Models have been formulated in an

attempt to explain the complexities affecting industrial location. Two of the most

commonly quoted models are those based upon:

i The industrialists who seeks the lowest-cost location (LCL) propounded by

Alfred Weber in 1909 and this is termed list cost location.

ii The industrialist who seek the area which will give the highest profit as

propounded by Smith (1947).

2.2.1 FACILITY LOCATION MODEL

Facility location models concern the provision of a service to satisfy a

spatially dispersed demand (Mahmud and Indriasan,2009). The understanding is

that since it is impossible to provide from a few centralized locations. Examples of

location models are the P-median problem (PMP), location set covering problem

(LSCP) and maximum covering location problem (MCLP)

33

• The PMP has the objective to minimize the total or average distance

between facilities and demands assigned to them.

• The PCP has the objective to minimize the farthest distance (Mahmud and

Indriasar.

• In the LSCP, the optimum number of facilities is one aspect of the solution

to the problem and the constraints for all demands must be covered by at

least one facility.

• In the MCLP, the number of facilities is known. The objective becomes to

maximize services for demand.

2.2.2 WEBER’S MODEL OF INDUSTRIAL LOCATION

Alfred was a German Spatial economist who in 1909 derived a model to try

to explain and predict the location of industry. Like Von Thunen before him and

Walter Christaller later, Weber tried to find a sense of order from apparent chaos

and made assumptions to simplify the real world in order to produce his model. His

assumptions are highlighted below:

There was an isolated state with relief, a uniform transport system in all

directions, a uniform climate, a uniform cultural political and economic system.

Most of the raw materials were not evenly distributed across the plain (This differs

from Von Thunen). Those which were evenly distributed (water, clay) he called

34

ubiquitous materials. As these did not have to be transported, firms using them

could locate as near to the market as was possible. Those raw materials which were

not evenly distributed he called localized materials.

The size and location of markets were fixed. Transport costs were a function

of the mass (weight) of the raw material and the distance it has to be moved. This

was expressed (+/km)

• Labour was found in several fixed locations on the plain at each point it

was paid the same rates, had equivalent skills, was immobile and in large

supply, similarly, entrepreneurs had equal knowledge, related to their

industry and motivation.

• Perfect competition existed over the plain (i.e. markets and raw materials

were unlimited) which meant that no single manufacturer could influence

prices (i.e. there was no monopoly). As revenue would therefore be one

with least cost production or least cost location.

According to Waugh (1995) the more important factors in the 19th

century was

physical, while in modern industry, they tend to be human and economic. He

observed the following:

• That in a primary manufacturing industry, where due to weight loss, the

presence of raw materials and sources of energy is more important than the

market and other economic factors.

35

• A secondary manufacturing industry initially tied to raw materials and

sources of energy but in which economic and political factors have become

increasingly more important.

• A secondary manufacturing where the nearness of a market and labour

supply is more important than the presence of raw material and source of

energy.

• Modern secondary (quarterly) manufacturing industry where human and

economic factors are the most important.

The last two factors are more important in exploring locational factors for

automobile service or repair industries.

2.2.3WILLIAM ALONSO’S THEORY OF LAND RENT

William Alonso (location and land use: Toward a general theory of land

rent, 1964) built upon the Thunen model to account for intra-urban variations in

land use (housing, commercial and industrial). According to his theory, each land

use type has its own rent gradient or bid curve. The curve sets the maximum

amount of rent any land use type will yield for a specific location. Households,

commercial establishments, and industries compete for locations according to each

individual to each individual bid rent curve and their requirements for access to the

unity centre. All households will attempt to occupy as much land as possible while

36

staying within the accessibility requirements. Since land is cheaper in the fringe of

the city, households with less needs for city center accessibility will locate near the

fringe, these will usually be wealthy households. Poor households require greater

accessibility to the city centre, competing with commercial and industrial

establishments. This will tend to create a segregation land use system because

households will not pay commercial and industrial land prices for central location.

THE DEVELOPMENT OF AUTO MOBILE REPAIRINDUSTRY IN

NIGERIA

The advent of automobile repair service industry in Nigeria can be traced as

far back as 1920 in Lagos during the colonial era, but its growth began with the

establishment of vehicle assembly plant (VAP) in 1959 which is now known as

General Motors Limited, to assemble trucks from semi-knocked down

components. Thereafter, a number of companies including Leventis, RTB Briscol

and SCOA also invested in the automobile industry in Nigeria.

During this period some uncoordinated efforts were made by the private

sector using wood and flat sheet to build cob on truck chasis. The Federal

government’s direct investment in the automobile industry began in the year 1970,

during the Second National Development plan (1969 – 1974), when it promoted

the establishment of the first two car assembly plants in Nigeria, namely

37

Volkswagen of Nigeria (VWON) Lagos, and Peugeot automobile Nigeria (PAN)

Limited, Kaduna. This was followed by the Third National Development Plan

(1975 – 1980). This include Anambra Motor Manufacturing Company

(ANAMCO) Limited Enugu, Ley land Nigerian Limited, Ibadan, Steyr Nigerian

Limited, Bauchi, and the National Truck Manufacturers (NTM) Limited Kano.

These were responsible for the training of automobile repairers in Nigeria who in

turn became experts in the servicing and maintenance of vehicles in Nigeria (Duchi

2005).

At the later part of 1970 and mid 1980s, broke down vehicles were fixed by

the Nigerian experts for effective functioning on the Nigeria roads but the auto

repair activities developed fully in the 1980s when the economy became harsh on

many Nigerians. The activities started springing up by the road sides for easy

identification and accessibility for customers. The increasing activities of the road

side mechanics has led to the high patronage by many Nigerians because it is

cheap and faster with no formal procedures for repairs.

Despite the role played by the road side mechanics in Nigerian urban

centers, they are also associated with negative environmental implications. The

implications of these auto repair industries in Nigeria are mostly environmental

problems such as air/noise pollution, street congestion, reduction in environmental

quality.

38

2.3.1 NATURE OF AUTOMOBILE REPAIR INDUSTRY IN NIGERIA

Auto mobile repair works can be categorized under the term service

industry. Service industry connotes a wide range of activities which has various

definitions by different authors. Duchi (2005) cited Whittik (1974) defined service

industry as industry devoted to the repairs, servicing and maintenance of goods as

distinct from manufacturer.

Duchi (2005) also cited Dore (1976) who writing on the informal sector,

identifies service industry as “the roadside and empty lot mechanics who will weld

on a burnville cocoa tin to the exhaust pipe of the civil services Mercedes, the

leather worker making hand bags for tourist trade, the furniture makers, the men

who convert empty cans from garages twice in a day and have them processed into

serviceable lamp by sunset”.

Automobile repair service industry as earlier defined, carryout the repair

service and maintenance of motor vehicles thus enhancing the road worthiness of

all types of motor vehicles. The nature of operations of this automobile repair

services can best be appreciated if we classify them.

2.3.2 CLASSIFICATION OF AUTOMOBILE REPAIR SERVICES

Classification of the automobile services in Nigeria can either be according

to types of workshops or according to the hierarchy of vehicles repaired. Duchi

39

(2005), Meekyan (1980), Ahmed (1983), Kaura (1985) and Ojibo (1990) in their

works on automobile repairs workshops in Zaria, Jos, Kaduna, Kano and Kaduna

respectively classified the automobile services industry according to the type of

workshop and level of services provided. They identified the following three types

of automobile repair work namely:

i. Modern/Standard garages

ii. Fuelling station and

iii. Wayside/ Roadside (private) garages.

1. Modern/Standard Garages

This refers to garages or organized motor repair service workshops that are

characterized by advanced technical skills and equipment, higher servicing cost

and formal servicing procedures resulting in delays. They in addition undertake

repairs and services as well as sales of vehicles and spare parts on formal sites

approved by authorities. Examples of these standard garages are SCOA motors,

Leventis Motors, UTC Motors, Mandilas. Many of which have closed down in

most Nigerian towns giving rise to the dominance of the other two types.

40

2. Fuelling stations

This category of motor services workshops undertakes the sale of fuel and

minor maintenance work such as change of oil and lubrication, wheel balancing

and alignment etc. These have the tendency to locate linearly along major roads in

the urban areas.

3. Roadside/ Wayside Workshop

These are usually sole proprietor operated workshop in urban areas and are

characterized by poor aesthetic surrounding, indiscriminate disposal of waste such

as vehicle scraps, used engine oil, closeness to roads, operates in the open air,

under sheds of trees or in temporary sheds. They require little space for

establishment and locate linearly along major traffic routes. The “roadside”

mechanic workshop can further be classified according to the type of vehicle

repaired. These repairs include vulcanizing, battery charger, electrical repairs or

rewire, car upholstery, motor cycle repairs and maintenance of all kinds of light

kinds of cars, saloon car, medium cars, like minibuses, delivery van, land rover and

heavy duty vehicles such as lorries, tippers, tractors and tankers. These types of

auto repairs are broadly classified as light vehicle repair. This category engages in

vulcanizing, battery charging, electrical repairs, car upholstery, motorcycle repairs,

repairs and maintenance of light vehicles etc.

41

The medium vehicle repair workshop, this category of auto repair service

industry deals with the repair, servicing and maintenance of all medium sized

vehicles, such as mini – buses, delivery van, land rovers etc. the heavy vehicle

repair workshops specializes in the repairs, servicing and maintenance of all kinds

of heavy duty vehicles such as lorries, 40 and 50 seater buses, tippers and tankers.

2.3.3 LOCATION PATTERN OF AUTO MOBILE REPAIR SERVICES IN

NIGERIA CITIES

It has been observed that automobile service industries follow the same

locational pattern as other informal sector enterprises in most developed countries

such as Nigeria.

Abumere et al (1998) cited Stressman (1986) who studied informal sector

activities in Lima, Peru and observed that bakery; printing, repairs, photography

etc. locate and operate in residences, workshops, marketplace and open space.

Abumere et al (1998) corroborated this in their survey carried out in Nigeria cities

on locational characteristics of informal activities, they arrived at the following

distribution pattern of informal activities; location in residence (34%), specially

built places such as workshops (15%), the street (17%), the marketplace (15%),

open spaces (11%) and government designated centers (20%).

42

The case of automobile repair services is not different from the above

information. In most Nigerian cities, artisans takes advantages of unused spaces,

easements, right of ways, open spaces for utilities or facilities, underdeveloped

land which are usually rented or arbitrarily occupied to practice their trade. This

then mean that there is no regard for land use plans and this compromise the

aesthetic quality of the environment. Akinbinu (2001) in his study of auto –

mechanics villages in Ibadan observed that auto – repair workers exists in the form

of clusters with three of such clusters in Ibadan North, two clusters in Ibadan South

– West and one in Oluyole. He further stated that the distribution pattern tallies

with the population of the local government areas and there are no known clusters

of mechanics and other auto repair workers in such local governments in the city as

Ibadan North - East and Ibadan South – West. This is because a number of

mechanics in these local governments’ areas moved to the existing clusters in 1984

following directive that auto - repair workers should move out of the city centre

and this gave rise to some of them operating as lone rangers in obscure places in

the local governments areas. The only government acquired land for the settlement

of auto - repair workers that were driven from the city centre in 1984.

The ownership of these clusters are, private, however, the lands on which

they are located are rented from either public (e.g. Nigerian Railway Corporation)

or private bodies.

43

In the federal capital city, Abuja where strict enforcement of land use act is

carried out, an area was designated outside the city core for the operation of auto -

repair works. The Apo mechanic village in Abuja accommodates all types of auto

– repair activities as well as vehicle spare parts sales, as such auto – repair services

are restricted to that area. In almost all towns in Northern Nigeria such as Kaduna,

Minna, Lokoja, Kano, attempts made to relocate these artisans has not yielded any

positive result as they are still found scattered in every nooks and crannies of the

urban areas. In Lokoja for instance, the place acquired by the government for the

auto – repair artisans was so remote that when the first occupiers relocated to the

area, they suffered theft from criminals as their tools and customer’s car valuables

were stolen overnight when they close from operation. This forced them to

abandon the place and find their way back into the city core.

An attempt to understand why these artisans locate in an uncoordinated and

unorganized manner is traceable to absence of planning whereby urban

governments neglect their activities, thus, allowing them to operate without

control. Another reason could be that of access to land by these artisans even when

they desire to have a place of their own. The land use decree of 1978 created two

forms of Right of Occupancy. The Statutory Right is granted by government of a

state and the Customary Right which is granted by a local government. In any case,

securing a certificate of Occupancy in Nigeria is not easy as the process can

44

sometimes last for years. This then means that auto – repair artisans cannot easily

procure Certificate of Occupancy

2.4 CONCEPTS FOR PLANNING AUTOMOBILE REPAIR SERVICE

INDUSTRIES

Quite a number of approaches/concepts have been proposed for planning

automobile repair service industries in urban areas. These concepts include:

i. Urban edge/regional route concepts

ii. Centralization concept

iii. District regrouping concept

iv. Dispersal / spread out concept

2.4.1 URBAN EDGE/REGIONAL ROUTE CONCEPT

This can also be referred to as “mechanic village concept”, since it involves

complete removal and relocation of “road side” automobile repairers from the

urban centre to the periphery or fringes usually along regional routes leading in and

out of the town. This approach has some advantages and disadvantages. One of the

advantages is that of availability of adequate and cheap land spaces at the

periphery, others are the elimination from sight of the eye – sores and nuisance of

the industry and the improvement of the quality of the urban environment. The

45

major problems of this concept are inconsistency within the process of growth

(Obateru, 1984, Duchi 2005). This means that spatial growths of our towns are not

static as their parameters are continuously and progressively retreating towards the

country side. In addition, the concept has no socio – economic basis in the theory

and practices of planning and also does not respond or tally with the needs and

aspirations of the people being planned for. The approach does not take into

consideration the difficulty and cost of providing the village with some basic

infrastructure necessary for operation to the artisans. Another disadvantage is that,

it seems to favour vehicles entering and going out or passing through the town

more than those within the town.

Fig. 2.1: Urban Edge/Regional Route Concepts

2.4.2 CENTRALIZATION CONCEPT

The concept of centralization involves concentration of all “road side” auto

repairers in one place for the whole town. Such mechanic concentration does not

necessarily locate at a geometric centre of the town but found within a portion of

46

the town. The major advantage here is that of ease of location and availability of

infrastructure but its disadvantage is that, it attracts chaotic traffic in and around

the site where they are located. The tendency to form unions which may lead to

hikes in service charges from time to time is also a failure of this concept.

Fig 2.2: Centralization Concept.

2.4.3 DISTRICT REGROUPING CONCEPT.

This concept favours the arrangement that regroup “roadside” automobile

repairers within the town according to the districts or residential neighbourhood

that makes the urban area. This concept has many advantages and these include the

following:

a. Proximity to both automobile repairers and those patronizing them.

b. Ready access to the service of this industry.

c. Reduction of traffic volume and congestion on urban roads.

d. Availability of physical infrastructures.

47

e. Improved efficiency in the performance of the artisans.

f. Improvement in the quality of the urban environment.

The only disadvantage of this concept is associated with the fact, there has to

be availability of space within such districts or neighbourhood, but for built up

areas, it may be difficult to implement, in any case it is ideal for planning new

areas as Keeble (1965) favour this concept, since he argued that the service

industry to which auto repair service industry belong to is an element of the

residential neighbourhood.

Fig. 2.3: District Regrouping Concept.

2.4.4 DISPERSAL/SPREAD OUT CONCEPT

This concept involves the dispersion of roadside automobile workshops

throughout the town.

48

This concept tends to negate the essence of planning as they exist mostly as

squatters on land. It equally makes provision of infrastructure, the control and

regulation of their activities difficult.

FIG 2.4 Disperse/Spread out Concept

2.5 PLANNING PRINCIPLES FOR DESIGN OF AUTOMOBILES

REPAIR SERVICE INDUSTRY

Physical planning as both social and technical undertaking relies on certain

fundamental principles for effectively organizing land use to satisfy its objectives.

In planning for automobile repair service industry, a set of important locational

principles needs to be formulated and these are highlighted below

i. Auto mobile repair service industry requires adequate space of about 10 ha.

ii. There should also be easy accessibility of the site to motorist.

49

iii. The site should be generally flat or gently undulating with site slope varying

between 1% and 4%

iv. It is very important to screen the site from public view.

v. The design of the site should avoid double frontage.

vi. The location of the site should take into consideration the accessibility to

main transport route, good access road are necessary for easy movement in

and out of the site to forestall traffic congestion on the town road and street.

vii. The site should have basic infrastructure.

2.6 PLANNING STANDARDS FOR DESIGN OF AUTOMOBILE

REPAIR SERVICE INDUSTRY

Standards in planning are tools used in measuring the variables stated as

principles. Standards are classified into two in this regard, the set standards and the

empirical standards.

Set standards are those derived, accepted and already in wide use, while the

empirical standards are those gained or derived from experience or observation and

in use in a limited context (Duchi 2005). Standards do not exist exclusively for

auto repair service industry, but standards do exist for modern industry design.

However, the standards are reviewed and derived for auto repair service industry.

50

2.6.1 Size

Zange (1987) cited in Duchi (2005) stated that a standard workshop should

contain panel beating and spraying area and should cover 900m2. The auto repair

section should have three checking pits with size of 10m2 and depth of 3m, the

minimum required is two. Two works shed for panel beating and spraying, one for

auto electrification. The spare parts selling shops on the other hand should have a

standard size of 25m2, other services provided should be in close proximity to the

dominant work sheds based on standards.

2.6.2 Land Use Structure

This is the specification of land allocated to users within the auto repair

service industrial area. The standard adopted by some urban areas in Nigeria for

land allocation within auto repair industrial area is shown in table 2.1

51

Table 2.1 Land Use Structure Of Automobile Service Industry In Some

Selected Towns.

Land use

Percentages Of Developed Areas

Vagales

Proposal

Jos Markurdi Kano

Workshop 45 – 50 81.37 35.37 55.05

Organized Open Space 10 – 15 4.27 3.33 -

Utilities, facilities and

services

20 – 25 - 3.89 7.75

Circulation and parking 15 – 20 15.51 38.41 37.29

Other uses 5 – 10 - 20.00 -

Source: Duchi (2005)

2.6.3 ROADS

The derived planning standards for roads within auto repair service

industrial areas from three towns are shown in table 2.2

Table 2.2: Planning Standards For Roads In Auto Repair Industrial Areas.

Type of roads Markurdi (M) Jos (M) Kano (M)

Service roads 10 25 18

Collector road 10 20 15

Source: Duchi (2005)

52

There are usually two types of road within auto service areas. These are

service roads for vehicle traffic in and out of the area, it should be wide enough to

accommodate all hierarchies of vehicles. The other is the collector road that

distributes traffic within the automobile repair service area to various workshops.

2.6.4 Workshop Areas by Types of Auto – Service Industry

The type of auto repair service undertaken determine the plot requirement

for the workshop, for instance the plot requirement for light vehicles like saloon

cars differs from that of medium and heavy vehicle such as buses and trailers

respectively.

Table 2.3 Area Coverage of Workshop For Auto Repairs

Types of industry Workshop Area m

2

Markudi Jos Kano

Light Vehicle Workshop 200 225 270

Medium Vehicle Workshop 245 250 270

Heavy Vehicle Workshop 560 3300 540

Motor Cycle Workshop 25 15 -

Vulcanizing Workshop 20 15 -

Source: Duchi (2005)

53

2.6.5 Workshop Setback to Road Type

Locating auto repair service workshop close to the road leads to on street

parking of vehicles and thus generates traffic problems. In order to avoid this, it is

necessary for automobile workshops to have adequate setback whenever they are

located. The recommended setback by Vagale in table 2.4 could be adopted,

subject to modification to suit specific site constraints.

Table 2.4 Setbacks To Road In Automobile Workshops

Types of roads

Setbacks (Meters)

Vagale’s

Proposal

Markurdi Jos Kano

Highway 24 - - -

Major road 18 - - -

Collector Road 15 15 15 12

Access Road 12 10 5 7

Source: Duchi (2005)

2.6.6 Utilities, Facilities and Services Requirement

An automobile repair industrial area requires some basic infrastructure for it

to function properly. These infrastructures include electricity, water, good access

road, eateries, drainages, refuse receptacles and other miscellaneous services.

54

The supply of electricity depend on activity type, however, activities such as

battery chargers, car electricians etc. require constant supply of electricity. Water

supply is required for cleaning, filling, drinking, fire fighting, cooking and other

uses. There is also the need for an organized eateries, at least two food canteens for

a cluster of workshop. Finally, a washing shower for 10 – 12 employees could be

provided for washing down at the close of business.

2.7 A REVIEW OF PLANNING EFFORTS FOR AUTO – MOBILE

REPAIR SERVICES IN DEVELOPING COUNTRIES

2.7.1 The Experience Of India

One of the first few countries to emphasize the planning of her auto repair

and related service industries is India. As early as 1953, the central government

invited a team of experts from the United Nations to tour the country and make

recommendations, a service industrial development organization was established

with a regional institution at Bombay (Mumbai), Calcutta, Madras and New Delhi.

The service industrial development organization was headed by a commissioner.

By 1970, there were 16 small industrial service institutes, 5 branch institutes and

65 extension centres.

During the last two decades, auto repair services industry made tremendous

progress in India. It accounted for about one – third of all industrial production and

55

employment in the country. One of the most important role in the development of

service industrial estates.

In 1955, a comprehensive scheme for the development of service industrial

estates all over India was formulated. The Indian government has already

sponsored 493 estates (Duchi, 2005). The estates were apportioned proportionately

between urban, semi urban and rural areas. The total government investment in this

amounted to Rs156million. Annual production of these estates (economic gains)

amounted to about Rs100million and it provided labour to some 70 million people.

The construction and management of the industrial estate were done by the states.

Lately the government has been encouraging cooperatives in undertaking service

activities. The provision of service industrial estates have been of immense help to

serve industrialists in India, because the availability of improved sites with healthy

environment makes for the efficient production.

The consequence of the Indian experience is that it helped in enhancing the

image of the profession and hence paved way for specialization which culminated

the possibility of inventing tricycle, it enables the efficient control of urban

environmental degradation through littering with scraps, metals and smearing of

urban land with engine oil and grease as well as pollutions.

56

2.7.2 The Experience Of Iran

Another developing country which made effort in the improvement of her

auto mobile repair service industry is Iran. During its 4th National Development

plan in 1963, Iran concentrated her effort towards furthering the rate of her

economic growth. In order to achieve that, it devised a method of improving the

service industrial sector. One of the positive methods that was undertaken was to

provide appropriate accommodation to congenial atmosphere for industrial

production. The allocation of shed were done on the basis of whether the activity is

an important substitute for import and its potentials for exports. In the light of this,

the sector was regrouped instead of allowing it to proliferate in all directions,

major towns and cities were planned incorporating the auto repair service

industries.

2.7.3 The Experience of Nigeria

There are no adequate statistics to appraise or review the contributions of the

automobile repair service industries towards the development of urban areas in

Nigeria.

In recognition of the importance of the role played by the auto repair service

industry, the Kaduna State Urban Planning and Development Authority

(KASUPDA) opened up other areas for the regrouping and concentration of the

57

automobile repair service industry in New Panteka and Kurmin Mashi areas of the

town at least to save the town from gradual environmental deterioration and also to

help government on obtaining revenue easily.

Similar attempt were made in Ibadan where the mechanic villages were

relocated about 12km away from the general post office of the centre of the town

(Zange, 1987; Duchi, 2005). This followed the government directives in 1984 that

auto – repair workers should move out of the city centre. Akinbinu (2001),

revealed that the Ibadan experience lacked the basic facilities that are required to

support technological innovation as according to him, apart from electricity which

is supplied by public institution, National Electric Power Authority (NEPA) other

facilities such as roads within the clusters are not tarred and are provided and

maintained by the tenants, workshops were basically temporary sheds built by each

entrepreneur, there were no material testing centre nor machine foundry within the

area. Earth roads, deep wells and public conveniences were provided by the tenants

within the clusters. However, the attempt according to Duchi 2005 was criticized

by Obateru when he requested that “would the workshops remain there

permanently or would they be continuously moved with the retreating edge of the

city”. He further argued that if the workshops would be continuously moved, then

in about 5 to 8 years time, the parameters of the city would have retracted about

18km from the city centre or 6km from the present perimeters.

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In Ogun state, the same concept of peripheral location was employed. This

was when the governor of the state mentioned that the idea of road side mechanics

should be abolished except where they can come together and build garage, such as

that of SCOA, CFAO, Leventis, etc. then the state have no objection. His

government was however, sympathetic with the mechanics that would go out of

business as a result of the decision. In the end, mechanic villages were suggested.

The village sited in Abeokuta on a distance not too far from the town.

Duchi (2005) stated that Obateru maintained that, the idea of relocation is

inconsistent with the process of urban growth secondly, it has a socio – economic

basis in the theory and practices of urban planning, and thirdly it does not respond

to the needs and aspiration of the people.

Obateru suggested that for aesthetics and environmental purposes, the auto

repair service industrial land in the neigbourhood should be screened from

residential view by green buffer strips or hedges. Obateru also stated that the auto

repair service industry should be accommodated in residential areas and not the

urban edge where they will not be accessible to their customers.

Generally, the major attempt by the Nigerian government to recognize the

auto repair service industry was 1984 during the Buhari – Idiagbon regime where

legislation was passed for the ejection of this category of service from the roadside

and regrouped at the outskirts of major towns, ever since then successive

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administration have been paying little attention in that direction. In spite of the

lukewarm attitude, however, it must be appreciated that, this sector remain an

integral part of the urban structure contributing to the growth of the urban and

national economy in general.

2.8 REVIEW OF EMPIRICAL STUDIES

This sub-section reviews studies as it relates to location and prospects of

automobile artisans in Nigeria cities. Akinbinu (2001) conducted a study on

informal small enterprise clusters with emphasis on auto-mechanic villages in

Ibadan. The work which was aimed at establishing the extent to which ‘mechanic

villages’ in Ibadan area fit the stylized model of innovation networks also set

specifically to establish whether the enterprise agglomeration to form innovation

networks and what the forms and patterns of collaborations are, it also tried to

establish whether state or any private or public institutions aid technological

learning and dynamism in the clusters and finally to see whether development is

replicable elsewhere based on the peculiar characteristics of the clusters in Ibadan

area. He however, observed that networking which is a major characteristic of the

European variety of small and medium enterprises (SME) clusters in the form of

sub-contradicting between SME and large firms does not exist given the nature of

work that is carried out by the mechanics, what exist is the evidence of shared tools

and equipment and informal provision of capital through ‘ESUSU’ and micro-

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credit by the mechanic workers association. He also observed that each mechanic

unit maintain some linkage with blacksmith, tinsmiths, upholstery shops, machine

shops and so on within and outside the clusters for the repair of broken leaf

springs, soldering of leakage radiators, upholstery, re-boring of engine blocks and

regrinding of crankshafts etc as there is absence of such technological

infrastructure such as foundries/forge and machines shops. He concluded by

advocating for government intervention through public policy in the areas of

putting in place technological services through private sector to provide required

machines for material testing fault analysis, diagnosis and the likes in the cluster.

He also made case for the existing industrial development centers (CDS) to fund

and provide management consultancy services and technological information for

enterprises in the clusters. Finally he asserts that existing trade schools and

polytechnics should be mandated to carryout R and D geared towards solving their

identified problems. This work will be a reference point for this study especially in

making plans that will integrate and network the artisans in this study is inferences

will be drawn from it. The work of Akinbinu (2001) is very relevant to this study

as it is envisaged that with the establishment of a cluster for the artisans or

mechanic village, there will be integration among the artisans and possible

collaboration with the department of foundry, metallurgy, mechanical and

electrical department of the Federal Polytechnic Idah to set the stage for innovation

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generation and combination towards industrial development as was the case in

Europe and Asia.

Oni (1999) carried out a study on informal sector vocational trainees in

South Western Nigeria with a case study of auto technician. His data was

generated through administration of a questionnaire on mechanic in Ibadan and

Osogbo using total of 145 questionnaires, 85 and 60 for the two forms respectively.

The main objective of this study was to identify and analyse the employment

prospects of informal sector auto economic climate in Nigeria. His specific targets

was to analzse the impact of economic depression on the mechanic sub sector to

identify analyze the trend in the supply of apprentices, suggest possible reasons for

the observed trend and suggest policy options for keeping these vital sub sector of

the informal labour market alive.

The study revealed that while the government, development economist and

planners recognized the role of road transport sector as an important channel for

maintaining the effective distribution of goods and services in an economy. The

visibly inconsequential craftsmen who maintain the vehicles on the road are never

recognized. He observed that apart from the dwindling number of workshops, it

has become difficult to recruit apprentices this is attributed to preference for

further education especially in Ibadan, high cost of equipment and tools as well as

lack of capital to establish workshops. He therefore recommended that the auto

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mechanic should form trade cooperatives so that they can raise capital through

group savings and government guaranteed loans and technical consultant be

provided by the bank or government to make sure the loans are judiciously used.

Other recommendations are the issue of apprenticeship training by polytechnics,

local production of spare parts and tools, increase in accessibility to car ownership

and provision of social security.

Even though this work does not bear resemblance to location issues as in the

case of Akinbinu, information on employment prospects are a key to sustainability

and therefore reference will be made to it in this work.

In a study carried out by Akinbinu (1998) on liberalization policies and

technological capability of the informal sector: A case study of auto-repair industry

in Oyo State, whose main objective is to evaluate the impact of Nigeria’s

liberalization policies on technological capability development in the auto

mechanic sub sector with a view to identifying capability gaps that need to be fixed

in order to upgrade operational techniques and increase productivity in the sub-

sector.

The study observed that the decline in the economy in recent years had made

market conditions favourable to the sector and that the scarcity and high cost of

spare parts coupled with high cost of services in the formal sector induced many

vehicle owners to turn to the informal sector for the repair of their vehicles.

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Akinbinu made case for institutional support and credit facilities to the

entrepreneurs to facilitate their operation just as Oni recommended. He however

differ from Oni’s observation that there is a dwindling number of workshops and

fewer apprentices, this is because Akinbinu stated that the number of people with

auto-repair skills has continued to increase with post structural adjustment

programme (SAP) following the entry of a number of school leavers into the

industry.

2.9 SIGNIFICANT LESSON FROM THE LITERATURES

Quite a number of lessons were learnt in the course of review of literatures

for this study. It is important to state here that the informal sector of most

developing economies are usually small scale labour intensive entrepreneurs which

are usually not recognized by government as they are not registered nor pay taxes.

Despite government neglect, the sector has contributed tremendously to economies

of developing countries in the areas of employment as engine for the development

of entrepreneurial capabilities and indigenous technology as well as helps raise the

standard of living of their populace.

The patterns of automobile artisan locations in Nigerian cities which are

dispersed around the urban area do not encourage ‘networking’ among artisans that

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will bring about technology sharing and transfer for innovations to thrive and bring

about development.

It is also noted that the proliferation of informal activities is a function of the

level of underdevelopments in most third world economies as observed by

Abumere, et al (1998) that “for any particular country, the size of the informal

sector should decline overtime as the development process gets underway”. The

economic recession of the 1980’s in Nigeria accelerated the establishment and

patronage of roadside automobile repair artisans which is an informal activity, this

is because of its relatively cheaper and easy accessibility as compared to the more

organized garages, but the implication of these roadside arrangement have

negatively imparted on the urban landscape which calls for planning intervention

in virtually all urban centres in Nigeria. However, the approaches adopted to re –

organize them were not quite fruitful as compared to other developing countries

like India and Iran who had astronomical increase in economic gains and general

improvements in environmental quality.

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CHAPTER THREE: STUDY AREA.

3.1 A BRIEF HISTORY OF THE STUDY AREA.

Idah town is the headquarter of Idah Local Government Area of Kogi State;

it is one of the oldest Local Governments created since 1976. Idah also double as

the headquarter of the Igala Kingdom being the seat of power of the Attah Igala,

the paramount traditional ruler of the Igala people and chairman Kogi State

traditional council. Idah town was one of the first settlements along the River

Niger to have contact with the European traders and also one of the oldest

settlements in Igala land dating back to more than 780 years old according to oral

traditional. The recorded history of the dynasty (ruling house) of the Attahship,

dates back to the fifteen century. (Tijani, 2007). The triumph of Idoko, the father of

Attah Ayegba who fought and defeated the Jukun warriors in 1449 AD in what

was regarded as the Igala and Apa (Igala word for the Jukun tribe) war led to the

stability of the kingdom. It was also recorded that in 1515, Attah Ayegba Omo –

Idoko waged war against the Oba of Benin, the war led to the scarifies of Inikpi,

the daughter of the Attah, when the oracles decreed that she should be buried alive

to save her father’s kingdom from destruction by the Army of the Oba of Benin. In

memorial, the Inikpi statue was erected at the popular water side market (Egah) as

a monument.

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Since that period, there has been successive Attah’s rotating within the royal

clan till the present Attah, Aliyu Obaje.

3.1.1 LOCATION AND AREA COVERAGE

Idah is located in the south – west of Kogi state on longitude 5045’ and

latitude 705’ north (GPS reading, census 2006 Enumeration Area Demarcation

EAD Exercise). Idah is bounded to the north and west by Igalamela/Odolu local

government, to the south by Ibaji local government and to the west by Agenebode

in Edo state across the River Niger. Idah, which is the headquarters of Idah local

government comprises of three political districts namely: Egah, Edeke and Idah

native town. These