Sustainable land use as panacea for efficient households’ trips in Osun State Nigeria

Abstract

An underlying factor with the problems of trip making in urban areas is related to the land use potentials and the condition of its transport system. The land use pattern of any settlement is the basis for its physical planning, especially in rapidly growing cities. This study examines land use and households’ trip in selected cities of Osun State, Nigeria. Data were obtained for the pattern of land uses. Data were also randomly obtained from 2,134 households to examine their trip pattern. Descriptive statistics was used to analyse land use pattern, while correlation analysis was used to examine relationship between land use and households’ trip pattern. Findings revealed that all the cities studied possessed characteristics of mixed land use. The study shows that 57.15% of the land use is for residential while non-residential accounted for 42.85%. Further, households made an average of 27 trips per week and travelled an average of 10.65kilometres per day in the selected cities. Results from correlation analysis indicated that there is low positive correlation between residential land use and trip frequency (r = 0.302) as well as distance travel (r = 0.222). Further, with correlation coefficient (r) of 0.613 and 0.559, there is strong positive correlation between non-residential land use and trip frequency as well as distance traveled by the household. The study recommends holistic urban planning to reduce future urban land use problems that may lead cities into a chaotic situation.

Keywords:

• land use
• trip frequency
• distance travel
• household
• circular economy

1. Introduction

Trip making in any settlement is somewhat related to the existing land use pattern especially as it relates to a real distribution of residential and non-residential land uses. Trip is seen as a single journey made by an individual between any two given points, using a specified mode of travel and for a defined purpose (Institute of Transport Engineers, 2010).

The movement of people to their places of work or business locations, markets schools and worship centres create traffic in the city at various time of the day and at some particular routes. Indeed, land uses, by virtue of occupancy are taken to generate interaction need and these needs are directed to specific target by specific transportation facilities (Oduwaye et al., 2011).

Most of the control measures adopted to put a stop to the menace in households’ trip making appear to have yielded no fruitful result. A holistic approach is needed to stem the trend. That is why it is believed that problem of trips can be solved through sustainable land use planning, and this is the major argument of this paper.

Babatunde (2016) observes that sustainable development concept is a shift from mere sustained growth of a society to the level whereby such growth does not jeopardize the need of the future generation. Sustainable development is predicated on the articulation and incorporation of environmental and human needs in the pursuit of economic growth and development objectives.

Early literature on sustainable development did not lay much emphasis on land use or physical dimension of the concept but it later became apparent that sustainability cannot be achieved in other facets of human development without the compliment of the physical environment. Thus sustainable physical development came into the debate. The early debates were on the need to create “green cities” (Leff, 1990). While some definitions linked social and economic development to environmental development, the World Health Organization WHO (1992) opined that sustainable urban development should be concerned with the achievement of more productive, stable and innovative economies at low resource use. The definition by the World Commission on Environment and Development WCED (1987) which emphasized meeting the “needs of the present generation without compromising the ability of future generation to meet their own needs” became the popularly embraced definition.

The land use pattern of any settlement is the basis for its physical planning, especially in rapidly growing cities like Osogbo, Ilesa, Iwo, Ikirun, Ila-Orangun and Ejigbo all in Osun Sate, Nigeria. However, being traditional cities, all selected cities in the study area develop virtually without a physical plan. This has resulted in the mixture of land use activities including residential, commercial, industrial, public and semi-public use.

It is on this basis that this study aims to analyse the influence of land use pattern on households’ trip in Osun State, Nigeria. The study tested the hypothesis that number of trips and distance of trips made by the households are a function of land use pattern. This is with a view of establishing relationship between number of trips as well as distance of trips made by the households and land use pattern. Other aspects of this paper addresses concepts, theories and literature review. Concepts of sustainable development, circular economy, land use and theories of urban land use were examined, while literature review were carried out to reveals current efforts in urban land use and household’s trips generation. This is followed by the study area, which is Osun state, Nigeria and the methodology adopted in the research survey. The paper continues with the discussion of results of major findings and ends with conclusion and policy issues.

2. Concepts, theories and literature

2.1. Concept of sustainable development

Basically, the concept of sustainable development is an attempt to articulate and incorporate environmental and human needs in the pursuit of economic growth and development. It is a process of change in which the exploitation of resources, investments, application of technology and institutional change are in harmony and enhances both current and future potential to meet human needs and aspirations (Babatunde, 2016).

The World Commission on Environment and Development (World Commission on Environment and Development WCED, 1987) known as “Our Common Future” defines sustainable development as one that meets the need of the present without compromising the ability of the future generations to meet their own needs. More prominence was given to the concept of sustainable development due to its emergence as one of the key resolutions of the United Nations Conference on Environment and Development (UNCED) held at Rio de Janeiro in 1992 and seconded by the Habitat Conference at Istanbul, 1996, the emphasis of both of which were on the need for sound environmental management in order to achieve the objectives of sustainable development.

At the global level Agenda 21 of the Earth Summit concern for sustainability of cities is at two levels: First at the global level, it involves a range of issues concerning long term sustainability of the earth. Second, at the local level, it involves the possibility that urban life may be undermined from within because of congestion, pollution, waste generation and their accompanying social and economic consequences (Babatunde, 2016).

Therefore sustainability in the broad area of physical development particularly, human settlements goes beyond conventional concerns as better social conditions, equity and better environmental standards; it includes issues such as concern for the impact of city-based production and consumption activities within and outside of the city (J. Adeniji, 1998). In the area of human settlement basic yardsticks of sustainability as established by the United Nations Centre for Human Settlements, 1996 are quality of life of inhabitants, scale of non-renewable resource use, extent of recycling and re-use, the scale and nature of renewable resource use, waste emanating from production and consumption activities as well as the impact of these wastes on environmental health and ecological systems. It adopts equity, socially responsive policies at both local and regional levels.

Specifically to achieve sustainable physical development in the less developed world the UNCED (The Earth Summit) Agenda 21 outlined eight programmes as itemized below:

• Promotion of adequate shelter for all;

• Improvement of human settlement management;

• Promotion of sustainable land use planning and management;

• Promotion of integrated provision of environmental infrastructure;

• Promotion of settlement planning and management in disaster-prone areas;

• Promotion of sustainable construction industry activities and

• Promotion of human resource development and capacity-building for human development.

2.2. Concept of circular economy

According to Gureva and Deviatkova (2020), circular economy (CE) concept is a general approach to promote green growth in countries’ development that allows overcoming global ecological problems and as a result, achieving sustainable state of the planet and saving lives on earth. This is a concept that would turn goods at the end of their service life into resources for others, closing loops in industrial ecosystems, minimizing waste from and following sustainable methods (Valavanidis, 2018). It is a system of resources utilization where reduction, reuse, and recycling of materials prevails, cutting down waste to a minimum and with the use of biodegratable products recycle the rejected products back to the environment. The CE is a popular concept for future sustainable development promoted by the European Union. The concept of CE is indeed connected with the sustainable development. Murray et al. (2017) opined that CE concept represents the most recent attempt to conceptualize the integration of economic activity and environmental wellbeing in a sustainable ways. The concept places emphasis on the redesign of processes and cycling of materials, which may contribute to more sustainable business models and maximize ecosystem functioning and human wellbeing.

2.3. Concept of circular economy and sustainable land use/management

Most households in developing nations especially Nigeria depends on land and natural resources for satisfying their immediate needs and achieving their life long-term livelihood ambitions. United Nations (UN) defined Sustainable land use or management as “the use of resources, including soils, water, animals and plants, for production of goods to meet changing human needs, while simultaneously ensuring the long-term potential of these resources and the maintenance of their environmental benefits” (Food and Agriculture Organisation, UN, 2021). European Parliament, News (2015) made it clear that CE model promotes the resiliency of natural resources. It aims to replace the traditional linear economy model of fast and cheap production and cheap disposal with the production of long lasting goods that can be repaired, or easily dismantled and recycled.

Sustainable land use has to do with a variety of management and governance structure, interventions and functional scales of approach taken in the management of land. Sustainable land use includes but not limited to the actions taken to provide cumulative benefits and emergent properties that reshape sustainable landscapes. Sustainable land use involve decision making over spatial arrangement of rural or urban land use.

From the literature, Sustainable land use or management are often used interchangeably but with different meaning in context. Land use has to do with decision making over spatial arrangement of land use activities such as, work, residential, commercial, recreation, public uses, etc. On the other hand land management refers to management practices within specific land uses. Sustainable land management has been defined as a “knowledge-based procedure that helps to integrate land, water, biodiversity and environmental management to meet rising economic, environmental and social demands while sustaining ecosystem services and livelihoods” (Muili, 2013). Sustainable Land use management is also described as the integrated land management.

2.4. Concept of land use

Land use planning sometimes referred to as Physical planning, is concerned with the spatial arrangement (organization) of urban and rural land uses for the purpose of creating functionally efficient, economic and aesthetically pleasing physical environment for living, working, circulation and recreation (Obateru, 1986). Physical planning attempts to solve problems of rural and urban growth and decay. Precisely, it deals with the future physical form and structure of towns and cities. By physical form is meant their spatial layout and pattern of vertical growth. By physical structure is meant the spatial pattern or arrangement of urban land uses on a functional basis. The ultimate aim which urban planning attempts to achieve through the physical form and structure of urban settlement is the creation of functionally efficient physical environment for living, working, circulation and recreation.

The main elements of land use are the residential and non-residential (which includes: industrial, commercial, educational, health, transportation, public utilities, recreation areas and conservation/open space areas. Adequate spaces should be provided for these land uses in appropriate locations. Implicit in this exercise is the employment of the technique of land use zoning. In land use zoning, attempt is made not only to achieve functional relationships between the various land uses but also to achieve a balanced land (space) allocation between them, that is to provide adequate land for the various land uses. In short, land use zoning aims at setting aside adequate land for the various land use activities in appropriate locations in the city.

With regards to “land use”, sustainable development implies the ability of the urban areas to continue to function at levels of desired quality of lives by community without limiting the options available to the present and future generations; and resulting to diverse impacts within and outside their boundaries. Nevertheless, the pace and scale of growth in urban areas have outstripped the capacity to maintain acceptable standards of public health, environmental safety, and sustainable economic growth in the less developed nations of Africa, Asia and Latin America (Daramola & Ibem, 2010).

Land use therefore, provides compatible land uses, ensures orderly development, equitable land distribution, provides functional and visually pleasing environment and satisfactory services in a sustainable manner.

2.5. Theories of urban land use

Urban land use analysis has attracted the attention of researchers and scholars. The outcome of these various studies conducted on the nature of urban land use structure has been the emergence of models based on the internal structure of cities (Salau, 2010).

These models were developed to generalize about the patterns of urban land use found in early industrial cities of the United States of America (USA). Three of these models are very popular, especially among scholars of urbanism. Each of the theory throws some light on the pattern of urban growth. The theories are:

1. The Concentric Zone Theory of Urban Growth by Burgess (1923);

2. Homer Hoyt (1939) Sector Theory and;

3. Multiple Nuclei Theory by Harris and Ullman (1945).

Harris and Ullman’s Multiple Nuclei Theory: For the purpose of this paper, Multiple Nuclei Theory by Harris and Ullman is most relevant to urban land use in Osun state, Nigeria. Most of cities in Nigeria grew organically with so many spontaneous centers. Unlike the previous authors, Harris and Ullman perceived that urban land-use is developed around many discrete centres in a city rather than from a single central point. Cities of greater size were developing substantial sub-urban areas and some suburbs, having reached significant size, were functioning like smaller business districts. These smaller business districts acted as satellite nodes or nuclei of activity around which land use patterns formed. Harris and Ullman suggested that specialized cells of activity would develop according to specific requirements of certain activities, different rent-paying abilities and the tendency for some kinds of economic activity to cluster together. These activities determine largely the nature of trip generation as indicated in Figure 1.

Figure 1. Concentric (A) sector (B) and multiple nuclei (C) models of urban land use.

Source: Zita et al. (2019).

2.5.1. Travel demand modelling (TDM)

An understanding of mobility patterns is essential to predict the travel patterns of individuals to plan for adequate infrastructure. Travel Demand Model is commonly used in regional transportation studies. The model has four stages: Trip generation, Trip Distribution, Mode Split and Traffic Assignment. Trip generation model is of interest in this study. Trip generation has to do with the total the total numbers of trips that are expected to be generated or attracted to each zone of the city. On a daily or peak period, basic trip generation models are used to predict the trips ends generated by a household or a zone. Trips that are predicted for each of the traffic zones are referred to as trip end and they could be origin trips or destination trips, separate models are used to predict predications and attractions. Some of the variables used in predicting trip productions include household, car ownership, household size and structure, number of working force of the household, value of land, residential density and distance from the central business districts (Adedotun, 2017). Jaideep Mukherjee and Raghuram Kadali (2022) also opined that land use is another factor affecting trip generation. They also maintained that in developing countries, land use varies significantly, and mixed land use is generally found, which likely result in reduced trip rates. Ahmed et al. (2020) and Jayasinghe et al. (2017) observed that only a few studies have focused upon the effect of land use in a developing country context. They maintained that the dynamic nature of land use characteristics is not much explored (Jaideep Mukherjee & Raghuram Kadali, 2022). Hence, the need for this study to contribute to literature by covering all the aspects which are important for trip generation modelling.

2.5.2. Concept of trip

Institute of Transport Engineers (2010) defines trip as a single journey made by an individual or a household between any two given points, using a specified mode of travel and for a defined purpose. Thus, any one way person movement by a mechanized mode of transport having an origin (the starting point) and a destination (the terminating point) is considered as a trip. A trip may take any of these form; home base and non-home base trips (HB and NHB), trip production and attraction and or trip purpose. When all these are critically examined, trip generation provides the relationship between urban activity and travel pattern.

Travel trip is derived demand in the sense that people do not travel for travel’s sake but to facilitate community activities, both socially and economically. Each trip is therefore made for a particular purpose and is also dependent on many factors varying from income, automobile availability, age or distance (Oyedepo & Makinde, 2009).

2.6. Literature

The importance of socio-economic and land use factors on household daily trips generation rates and household kilometers travelled was investigated by Wilfred et al. (2015). The study found out that land use parameters (accessibility, and entropy) have significant contribution on trip production, trip attraction, and households’ kilometers travelled along with the socio-economic characteristics of the people in the people living in Sylhet City Corporation. Wilfred et al. (2015) also noted in their study that in developing countries cities, the development of planned urban areas is associated with rapid changes in land uses. They observed that numbers of vehicles trips generation in the planned areas is related to the types, patterns and characteristics of land uses in that particular areas. The study therefore examined the effects of land use changes on trip generation rates for different residential land uses.

Muller et al. (2019), in his study, noted that changes in land use are reflected in not only changes of land cover but also cause changes in landscape structure. It must be mentioned that changes in land use will also bring about changes in household trips generation. Land use needs to be assessed on an integrated basis to achieve sustainable trips generation. From aspect of “sustainability” the target is to discuss land use which would regulate household trips with particularly reference to frequency of trips and distance travelled by the househoolds. Various studies have shown that land use policies can reduce vehicle travel through mode shifting and reduced trip lengths and generation of fewer or more efficient trips (Choi & Paterson, 2019). Furthermore, Choi and Paterson (2019) in their study explore how well known land use strategies (densification, mixed-use development, and street network improvement) interact with each other by testing possible combinations of land use factors and focus on these interactive effects vary by the level of development intensity. The study also examined the impacts of land use on household vehicle travel. Findings of the study suggest that interaction effect occurred, but they vary by development intensity. The study show the importance of considering development intensity and combination of policies effects in understanding how land use factors do and do not affect travel (trip). The result of the findings also reveals that greater land use intensification has higher efficacy in changing vehicle travel behaviour in areas with relatively higher development intensity. The study establish the fact that sustainable land use planning will enhance the household trips efficiency. Hence the need for this study “Sustainable land use as panacea for efficient households’ trip making.

Tommy Gim (2018) carried out an analysis of relationship between land use and weekend and non-weekend travel, focusing on internal capture of trips. The study reveals that compact land use causes a stonger addition of internal trips and a less strong reduction of external trips, that is, changes in destinations rather than in total travel time. Usanga et al. (2020) conducted a study on estimation of trip generation rates for residential land use in Uyo Nigeria using classification method. The analysis indicated that work trip produced the highest reported trip rates of 29.6% followed by religions trip of 24.7%. Gureva and Deviatkova (2020) descriptively analysed the trip making characteristics in Ado Ekiti, Nigeria. Business and Non-Business trips were classified in the city. The relationship between the numbers of trips generated and land use factors were also determined in the study. The study reveals that land use is the main factor responsible for trips production and attraction in Ado Ekiti, Ekiti state, Nigeria. The study also established that commercial areas attracted the highest number of business and non-business trips generated per week in the city while public land use zone produced the lowest number of business and non-business trips in the city.

Transport comprises many components, including travel behavior (Tanangsnakool Koranis, 2011). According to Olorunfemi (2003), travel behaviour issues have been investigated throughout various academic areas because it is an important component in dealing with transport problems. A large body of research finds the correlation between travel behaviour and other factors from personal and household attributes like income, family composition and participation in workforce to contextual factors like place of residence, city size, the built environment and government policies Dieleman et al. (2002), Tanangsnakoo (2011), and Adedotun (2017). Though travel behaviour is very complex and is influenced by many different factors, land use characteristics are of central importance. However, the influences of urban land uses on travel behaviour remain unclear (Badoe & Miller, 2000). Knowledge of how travel behaviour is affected by urban land use may contribute to a more sustainable urban land-use planning in order to achieve sustainable transport.

According to Solanke (2005), all over the world, urban travel takes place where inhabitants of urban centres carry out their different activities in different places either by necessity or by choice. Furthermore, studies have shown that in general, people tend to move in order to gain access to a variety of other people’s services and facilities that are not available at the origins of their journeys (Axhausen & Garling, 1992; Ojo, 1990; Dimitriou, 1995; Ogunsanya, 2002; Reddy & Ramakrishna, 2002).

Most of the researchers emphasize the use of different levels of aggregation (individual, neighbourhood, and city) in the analysis of their data which may directly impact significance levels of the estimated regression coefficients which may lead to wrong conclusions. Furthermore, questions on the effectiveness of land-use policy to reduce automobile dependence and manage transportation demand in developing countries (Nigeria) remained unanswered. Hence the need for this study to fill the existing gap in the literature.

According to Stopher and Meyburg (1975), study of cities varying in size had shown that between 40% and 60% of the total travels in the urban area each day consist of trips between home and work. The results of this heavy concentration of trips both in terms of time and space are the typical problems of commuting traffic: congestion, frustration and delays. They also maintained that neglect of public mass-transportation facilities present a considerably increased problem in the urban area.

However, some of the previous studies no doubt generates abundant evidence that socio-economic variables have relationship with urban mobility pattern (Adedotun, 2017; Muili, 2013; Tanimowo, 1983). But, most of the studies examine only relatively few measures of mobility pattern, ignoring the importance of interrelating variables like urban land use pattern. The link between the two, which is important in mobility characteristics has not been investigated, hence, this study.

Furthermore, there is need to conduct studies on the growing cities in order to avoid a chaotic and intractable situation that the major cities like (Lagos, Ibadan, Ife, Kano, Jos and Benin city) are experiencing (Ayeni, 1974, 1979; Olayemi, 1977; Ojo, 1990), while most secondary and fast growing cities have been neglected or are assumed not to have problems. However, most of these cities in Osun state, Nigeria (Osogbo, Ilesa, Iwo, Ikirun, Ila-Orangun and Ejigbo) are showing serious bottlenecks in their transport systems.

According to Singal (2002), urban travel in most cities of the developing world is in crisis situation and due to rapid changes in land use and demographic structure, the life of data in these nations is very short (Vitosoglu et al., 2004). In the light of this, S. A. Adeniji (1982), Ogunjumo (1986), Fadare (1989), and Oyesiku (1990) maintained that there is need for empirical study on continuous basis for proper understanding and cutting-edge information on the complexity of urban travels especially in the developing world for meaningful transport planning, development and management. The study intends to contribute to knowledge on how urban land uses in Osun State generate trips and how the land uses relate to the household’s travel characteristics in the study area.

3. Materials and Methods

Osun State in Nigeria is located between Latitudes 7° 30’N, Longitudes 4° 30’E and Latitudes 7.5°N, and Longitude 4.5°E. It is one of the states created on Tuesday, August 27th, 1991. It was carved out of the old Oyo State. According to the 2006 population census, Osun state population was 3,416,959 people. The state currently has thirty local governments. Based on the locality population data of 1991 census, projected into 2012 at 3.2%, there are 26urban centers in the state, out of which six are selected for this research. The selected cities are Osogbo, Ilesa, Iwo, Ikirun, Ila-Orangun and Ejigbo. They are all traditional cities and serve as administrative headquarters where many socio-political and economic activities take place. These activities, in a way influence the movement patterns of households in the cities (Tanangsnakoo, 2011).

The state lies in the south -western part of Nigeria and shares boundary with Kwara state in the North, Ekiti state in the East, Ondo state in the South East, Ogun state in the South and Oyo state in the West. The state is an inter-land state and one of the most urbanized states in the country (Adedotun, 2017). Figure 2.

Figure 2. Selected cities in Osun state Nigeria.

Source: Department of Urban and Regional Planning, Uniosun, (2020).

The method adopted for the study was field observation and the use of structured questionnaire survey. Information was gathered on the land use pattern of the cities studied through personal observation, the use of Global Positioning System (GPS) and Satellite Imagery through Google Earth. The structured questionnaire was designed to elicit information on household’s trips frequency and distance travel for a week. Respondents were requested to report their urban trips within the last 1 week to date of survey (Adedotun, 2017). The choice of a full week is to be able to cover the totality of trips made by people on both weekdays and weekends. This is also to collect the information when the memory of the trips are still fresh.

For the purpose of this work, questionnaire was administered to the urban residents on household basis. The questionnaire deals with the movements and activity patterns of urban households.

There were 26 urban centers in Osun State which fall into different categories (such as large (200,000 and above), medium (100,000 to 199,999) and small (20,000 to 99,999)) of urban centres in terms of population sizes (Adedotun, 2017). The classification is within the context of this work. A stratified sampling technique was employed to select two cities from each category of urban centres. They are:

• Large Urban Centers; Osogbo and Ilesa;

• Medium Urban Centers; Iwo and Ikirun;

• Small Urban Centers; Ila-Orangun and Ejigbo.

These cities were purposively selected from the categories of urban centers in the state to ensure total coverage of each political and geographical zone in the state.

The total estimated household size for 2012 in the study areas was 213,629 based on the estimation that average household size in the area was 5 as assumed by Oyesiku (1990) and Solanke (2005). Only 1% of the household was sampled. In each of the residential density areas surveyed, the numbers of streets were identified and a random selection made. On each of the streets, a systematic random sampling technique was employed to select each housing unit in one of every 20th buildings. In each of the building or housing unit selected, only one head of household was selected for questionnaire administration.

The data were subjected to various descriptive and analytical tools. The descriptive techniques such as percentages and frequency tables, were used in describing land use patterns of the various urban centres. Furthermore, Correlation Analysis were used to establish the relationship between households’ trips in relation to urban land use.

The research methodology adopted for the study of effects of land use on households’ trips is shown in Figure 3. The research focuses on analysing the influence of land use pattern on households’ trip in Osun State, Nigeria. The research problem’s definition is strengthened by extensive literature surveys on land use pattern and households’ trip. Further, based on findings from the literature, key variables indicators such as residential, commercial, industrial recreational, etc., land uses as well as trip distance and trip frequency are identified to capture the effects of land use on households’ trips in the study area.

Figure 3. Methodology adopted for the study of effects of land use on households’ trips.

Source: Authors’ Conceive, 2020.

4. Results and discussion

4.1. Land use pattern of the selected cities

The differentiation of functions over space has largely been a contributory factor in urban mobility (Adedotun, 2017). Urban growth and land use pattern coupled with changes in socio-economic status of people had been responsible for the increase in automobile ownership and travel pattern. The land use pattern of any settlement is the basis for its physical planning, especially in rapidly growing cities like Osogbo, Ilesa, Iwo, Ikirun, Ila Orangun and Ejigbo in Osun State, Nigeria. However, being traditional cities, all selected cities in the study area develop virtually without a physical plan. This has resulted in the mixture of land use activites including residential, commercial, industrial, public and semi-public use. It is on this basis that use pattern in the study area is discussed. As observed by Wilfred et al. (2015), land use parameters have significant contribution on trip generation, hence the justification for this study on sustainable land use as panacea for household’s trips in Osun State, Nigeria. Table 1 shows the analysis of land use pattern across the studied cities in Osun State. The study examined trips generation by six different land uses and across six different cities in Osun state while Usanga et al. (2020) studied trips generation by residential land use only in the city of Uyo, Nigeria. The study reveals that 47.9%, 49%, 58% land use in Osogbo, Ilesa and Iwo are for residential use, respectively. While 59%, 63% and 66% are for residential land use in Ikirun, Ejigbo and Ila-Orangun accordingly. The analysis further reveals that 52.1%, 51%, 42%, 41%, 34% and 37% are used for non-residential purposes in Osogbo, Ilesa, Iwo, Ikirun, Ila-Orangun and Ejigbo, respectively. The study shows that more land use are devoted to residential use in the medium and smaller cities compared to the large cities. Similarly, more land use are allocated to non-residential land use in the large cities. The land use pattern in the studied cities followed the pattern of Harris and Ullman’s Multiple Nuclei theory. All the cities studied are characterized with mixture land use of multiple centers.

Table 1. Land use analysis for the selected cities

Cities	Residential		Commercial		Industrial		Public		Recreation		Transportation
	Land (km^2)	%	Land (km^2)	%	Land (km^2)	%	Land (km^2)	%	Land (km^2)	%	Land (km^2)	%
Osogbo	69	47.9	2.64	1.8	7.8	5.4	15.03	10.44	3.74	2.6	45.79	31.8
Ilesa	61.74	49	1.89	1.5	4.032	3.2	13.86	11	2.142	1.7	42.336	33.6
Iwo	142.1	58	2.94	1.2	1.47	0.6	29.4	12	3.43	1.4	65.66	26.8
Ikirun	39.825	59	0.54	0.8	0.81	1.2	6.48	9.6	1.215	1.8	18.63	27.6
Ila-Orangun	26.136	66	0.4752	1.2	0.2376	0.6	4.0392	10.2	0.2772	0.7	8.4348	21.3
Ejigbo	32.508	63	0.7224	1.4	0.2064	0.4	5.7792	11.2	0.5676	1.1	11.8164	22.9
Total	385.01955	57.15	8.89284	1.32	12.8003	1.9	72.35538	10.74	10.44235	1.55	183.9201	27.3

Source: Authors’ Field Work (2020).

4.1.1. Residential land use

The study reveals that 57.15% of land uses in the studied cities are devoted to residential land use while the remaining 42.85% are for non-residential land uses (Table 1). Residential land use in Osogbo (47.9%) can be classified into three, which are the old (core) area, the intermediate and the new residential land use areas. The intermediate zone comprises of independent workingman’s homes largely comprising residences of second-generation immigrants into the city. The last zone in the ring form of the city is the exterior side of the city where the density is relatively low.

As reveals in Osogbo, the situation is not different in Ilesa, the proportion of land use devoted to residential (49%) is more than any other land use pattern in the city. Residential land use in Ilesa like Osogbo is classified into three, which are the old (core) area, the intermediate and the new residential land use areas. Like Osogbo and Ilesa, the residential area in Iwo (58%) made up of the traditional core area, intermediate area and the city fringe (new areas). Residential land use in Ikirun is 59%, similar to the one previously discussed in other settlements like Iwo, Ilesa and Osogbo. The residential land use pattern in Ila-Orangun accounted for 66%, while in Ejigbo the residential land use area accounted for 63% of the land uses.

The study however reveals that more land use are more devoted to residential use in the small city compare to large cities as indicated in the case of Ila-Orangun a small city and Osogbo a large city.

4.1.2. Commercial land use

The study also considered commercial land use in Osun State. Table 1 shows that only 1.32% of the land uses across the cities are used for commercial activities. This may not be unconnected with the fact that the cities studied grow organically that is without physical planning. Osogbo the state capital has the highest land use for commercial activities (1.8%). Ikirun, one of the medium city in the state has the lowest land use for commercial activities (0.8%) (Table 1). Izakovicova et al. (2018), had noted in their study that changes in land use will bring about changes in household trips. It must be mentioned that the percentage of land use for commercial activities in this study will definitely affects volume of trips going to commercial land use area.

4.1.3. Industrial land use

One of the land use activities examined is the industrial land use. It is noted from the study that only 1.9% of the land use in the cities studied in the state are for industrial use. The study further reveals that only the major cities (Osogbo, Ilesa) have land devoted for industrial use 5.4% and 3.2% respectively. Ila-Orangun and Ejigbo small cities have 0.6% and 0.4% of their land use for industrial use accordingly (Table 1). The analysis shows that industries are concentrated in the major cities, which could be a factor of variation in household’s trip across the city studied. To enhance effective household’s trip distribution in the state, Osun, Nigeria, there is need for sustainable land use planning. With the land use planning, trips will be properly distributed without necessarily concentrated in an area as found out in this study.

4.1.4. Public and semi-public land use

The study also considered land use for public and semi-public activities in Osun state. Some of the activities considered are educational institutions and health institutions. Other public and semi public land use in the cities are places of worship such as churches and mosques, cemeteries, post office, various government and private offices and the likes. Table 1 shows that 10.74% of the land uses across the cities are for public and semi-public use. The table also affirms that 10.44%, 11%, 12%, 9.6%, 10.2% and 11.2% of land use in Osogbo, Ilesa, Iwo, Ikirun, Ila-Orangun and Ejigbo respectively are for public and semi-public land use. Aderinlowo (2020), in the study of Business and Non-Business trips characteristics in Ado-Ekiti, Nigeria noted that public land use zone produced the lowest number of business and non- business trips in the city. In this study, after transportation land use, public land use zone is the next highest trips generation (10.74%) in the cities studied in Osun State. As claimed by Oluwaseun Aderinlewo and Olufikayo Oluwaseun Aderinlowo (2020) due to the nature of public land use activities as enumerated earlier are not expected to generate business trips.

4.1.5. Recreational land use

Recreational land use of the cities studied was also considered. In Osogbo, 2.6% of the land uses is for recreational activities, in Ilesa 1.7% of land use is for recreational, whereas in Ila-Orangun only 0.7% of the land use is for recreation. Average land use for recreation in the state is 1.55%.

4.1.6. Road transportation network

Another element of urban land use is the transportation network. Road network is the skeleton upon which the city flesh (residential, commerce, industry, and other land uses) are attached. The study showed that about 27.3% of land use in cities in Osun State is for transportation. This is in agreement with the claims of Oyesiku (1990) that as much as 20% to 30% of the total built up areas of the city is devoted to transportation land use. Table 1 shows land use for transportation across the cities studied. The study shows that after residential land use across the cities study, transportation is the next land use consumer as indicated in Table 1.

4.2. Trip frequency and trip distance

In this subsection, attempt is made to assess the frequency and distance of trips made by the households in the selected cities. Other researchers have used frequency of travel as the surrogate for trip generations at the household level (Wilfred et al,; Adedotun, 2017; Choi & Paterson, 2019; Usanga et al., 2020). Furthermore, Hanson and Hanson (1981) in their study of travel activity patterns in Uppsala, Sweden concluded that travel frequency is the most important single measure of travel. The analysis of this report reveals that 57,788 trips were made within 1 week by the respondents households (Table 2).

Table 2. Selected cities and average trips frequency/week

Cities	Number of households	Frequency of trips per week	Average frequency of trips per week
Osogbo	710	22022	31
Ilesa	540	13550	25.1
Iwo	356	8562	24.1
Ikirun	222	6210	28
Ila-Orangun	175	4429	25.3
Ejigbo	132	3015	23
Total	2135	57788	27.1

Source: Authors’ Field Work 2020.

Table 3 shows average trip frequencies across selected cities in the study area. It shows that a household make an average of 27 trips per week at the state level. The study reveals that a household made an average of 31 and 28 trip frequencies in Osogbo and Ikirun respectively. These cities generate higher trips frequency than the state average trips frequency. Other cities generate less than the state average household trips frequency per week with Ilesa (25.1%), Iwo (24.1), Ila- Orangun (25.3%) and Ejigbo (23%), respectively. The analysis shows that Osogbo which is the State Capital of Osun state and the largest city in the state recorded the highest trips frequency per household per week (31), while Ejigbo, one of the smallest city in the state recorded the lowest average trips frequency (23) per week by an household. One may conclude that to some extent urbanization influences the frequency of trips generated by the households since the study reveals that the largest urban centre in the state (Osogbo) generated highest average trips frequency (31) per week/household, while the smallest (Ejigbo) generated the lowest average trips frequency (23) per week/household. Average range of trips frequency in the selected cities is 8, which shows variation in the average frequency of trips across selected cities.

Table 3. selected cities and average trip distance (kilometres) travelled

Cities	No. of respondents	Total distance (km) per week	Average distance (km) per week	Average distance (km) per day
Osogbo	710	64,215	90.44	12.92
Ilesa	540	55,021	101.89	14.56
Iwo	356	17,651	49.58	7.08
Ikirun	222	10,253	46.18	6.60
Ila-orangun	175	7,134.5	40.77	5.82
Ejigbo	132	4893	37.07	5.30
Total	2135	159,167.5	60.988

Source: Authors’ Field Work (2020).

According to Abler et al. (1972) effect of distance on human spatial interaction has been well documented by the researchers. The effect of transferability used by Ulman in the theory of spatial interaction carries some implication of distance. Table 3 shows that respondents in Ilesa travel the longest distance with an average of 14.56 kms for a household per day. This is followed by Osogbo with an average of 12.92 km per household per day, while a household in Ejigbo made the least average distance travel of 5.30 km per day. The study further confirms that households in the bigger urban centres travel longer distance compared to households in the medium and smaller urban centres. It is also observed that the households travel an average distance of 10.65 km per day across the cities studied. This is computed thus:

Total distance per week = 159,167.5 km;

Total number of respondents = 2,135;

Average distance per week = 159,167.5/2,135 = 74.5515 km;

Average distance per day = 74.5515/7 = 10.65 km.

4.3. Relationship between land use and households’ trips

In other to test the hypothesis that the frequency of trips and distance of trips are not function of land use pattern Pearson Product Moment Correlation was used to establish the relationship. According to Choi and Paterson (2019) various studies have shown that land use policies can influence trip frequency and distance of travel. They also examined the impact of land use on household vehicle travel. They concluded in their findings that interaction occurred between land use and household travel behaviours, but they vary by development intensity.

Table 4 shows results of Pearson product Moment correlation analysis (PPCA) of relationship between household trip frequency and trip distance. According to the table, results of correlation analysis indicated that there is low positive correlation between residential land use and trip frequency (r = 0.302) as well as distance travel (r = 0.222). Further, with correlation coefficient (r) of 0.613 and 0.559, there is strong positive correlation between non-residential land use and trip frequency as well as distance traveled by the household. The findings indicates that 30% of trips generated were influenced by the residential land use, while 22% of distance travelled is a function residential land use. This could be attributed to the facts that most trips are naturally originated from residential areas. On the other hands, non-residential land use (61%) accounts for the frequency of trips, while 56% of non-residential land use determine distance of trips made in the studied cities.

Table 4. Correlation analysis of land use and households’ trip pattern

Variables	Household’s trip frequency	Household’s trip distance
Residential land use	0.302*	0.222*
Non-residential land use	0.613*	0.559*

Note: *Correlation is significant at the 0.05 level (2-tailed).

Source: Authors’ computation, 2020.

5. Conclusion and policy recommendation

• The study has shown that residential land use accounted for more than 50% of land use in the selected cities investigated in Osun State Nigeria. This is followed by transportation land use while commercial land use is the least.

• Attempt was made in the study to assess frequency and distance of trips made in the cities studied. The study revealed that a household made an average of 27 trips per week. It was also observed that the households cover an average of 10.6 kilometers per day across the cities studied.

• The survey also indicated that respondents in the large cities made more trips compared to respondents from smaller cities. In the same way, respondents in large cities travel longer distance in Osun State.

• The study also examined the relationship between land use and households’ trips in urban centres, Osun State.

• The study revealed that there is low positive correlation between residential land use and trip frequency also with the distance covered by the respondents. On the other hand, there is a strong positive correlation between non-residential land use and trip frequency as well as distance covered by the households.

• The study found strong relationship between land use and households travel pattern in the study area.

The study therefore recommends as follows:

1. It is clear that the role of land use planning in reducing household trips in Nigeria cannot be over-emphasized. However, to accomplish this onerous task, the government at all levels as well as the planners to achieve the many opportunities, which land use planning strategies offer us must intensify efforts.

2. On the part of the professional planners, they should ensure that the designs of land use plans are not deficient demographically, infrastructurally, technically and socio-economically. It should be seen as realistic exercise.

3. Government on their part should as a matter of legislation, make fund available for proper implementation of the physical plans.

4. The study also recommends holistic urban planning in which different land uses are taking into consideration to reduce future urban land use problems that may lead cities into a chaotic situation.

Disclosure statement

No potential conflict of interest was reported by the authors.