CAREERS

            

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                Geography-Information

                          Your One Stop geography Resource Center

The geography career section of this site contains information on the various geography careers available, and the career counseling you need to make the most of your geography education.It also enable you to know what you can do with geography.

Most students considering a geography course are often confused on which aspect of geography they should study. They are also concerned with what the career will enable them to do in life. Thus, you often here students say, “What can I do with geography?” This question is not surprising, because while it is easy to understand getting excited about maps, different cultures and environments, and even being better citizens through geography, it is harder to see how geographic knowledge can lead to good jobs or meaningful careers. Because nobody wants to live a wasted life, the concern of making a good living with the study of geography is of immense importance. 

Well, if you are in this category, I want you to relax your mind because you are bout to have mind refreshed with truths that will make your life worthwhile as you pursue your career in geography. The truth is that large numbers of our social problems have geographic dimension, and an education and training in geography provides you with the essentials skills and knowledge needed for real world problem solving. In line with the above statement of truth, it is a certainty that those who pursue a career in geography will be useful and needed in many organizations who are face with the task of bring lasting solutions to basic world problems. In a nut shell, geography is a necessary ingredient in hundreds of different jobs.

There will be stories about environmental quality, hazardous-waste disposal, world hunger,  crime, urban housing, agricultural productivity, water management, transportation, and the value of land and real estate. All of these aforementioned fundamental issues have geographic aspects, and it is only a well trained geographer that give sustainable and valuable solutions. For example, very little in the modern world can progress without good maps, and knowing how to use maps is one of the geographer’s specialties.

Geographic Fields

When you go to college or a university, expect to find a broad range of programs in geography. In fact, geography is now often a part of the core curriculum and can help you fulfill requirements in social science, natural science, international studies, and cultural heritage. At some colleges and university, geography is a required course. Most major universities have geography departments with a diverse selection of courses that will provide an excellent background for a wide variety of careers.

Below, you will be introduced to the areas of study within geography that are taught at the college and university levels and to a number of careers or employment categories for which these areas of geographic education and training are good preparation. Some of the jobs listed rely more on a knowledge of geography than others, although for many, you might have to take some non-geography courses that are essential to the field. Geography provides a wide latitude of career opportunities.

If you have a particular career in mind, your college adviser or university course adviser should be able to help you plan an appropriate course of study. A grounding in geography, especially when coupled with courses in related fields – from the natural or social sciences to the humanities – can be useful in a broad range of careers.

Regional Geography

 Environmental Studies

Cartography and Geographic Information Systems

Urban and Regional Planning

Economic Geography

 

Geographic Education

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3.4 SOURCES OF DATA

The source of data for this research is mainly the field source of collection. This involves the collection of data from the sampled motor parks and stations. It is also coupled with oral interview of the commuters, drivers and Managers in those motor parks and stations.

3.5 TYPES OF DATA

Primary data and secondary data

3.5.1. PRIMARY DATA

Primary Source of Data, are data collected from questionnaire, interview, field observation and field measurement (Ogbu et al, 2006). The primary data were collected through the methods of administration of questionnaire, personal interview and field observation.

3.5.2 SECONDARY DATA

This source of Data collection for this research study includes both data published and unpublished materials such as data from books, journals periodical, magazines and papers delivered at seminars, conferences, encyclopedias, newspapers and other documented materials relating to the study. They were mainly on the review of related literature and methodologies used in this research work.

3.6 METHOD OF DATA COLLECTION

The data for this study were collected between the third week of March and the second week of April as follows:

Third week, March - 21th to 27th

Fourth week, March - 28th to 3rd April

First week, April - 4th to 10th

Second week, April - 11th to 17th

In each week data were collected on daily basis (that is from Monday to Sunday).

3.7 METHOD OF DATA ANALYSIS

In analyzing the data collected from the completed questionnaire, interviews and field observation, so as to achieve the aims and objectives of this study, the researcher used percentage techniques.

Percentage technique was used in calculating the percentage of the responses for the various data. The calculations were done using the formula

P = A/N x 100/1

Where P = percentage (%) of responses

A = Number of respondents

N= Total number of sampled population (Udeh, 1990).

The tabulation methods also used are the process of using table and inserting some information into it. The tables are divided into several columns and rows according to the number of information conveyed by such tables (Ogbu et al, 2004). Histogram is used for showing the transport fare.

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CHAPTER THREE

3.0 RESEARCH METHODOLOGY

This chapter deals with the population of the study, sampling techniques, samples size and procedures used in data collection. It also showed the type of data needed, the instrument used in the collection of data and the sources of data. It again explained the analytical method used in the interpretation analysis of the data collected.

3.1 POPULATION OF THE STUDY

To accomplish this research the following were chosen to form the population of this study, vehicles operators and vehicle users.

These element selected were due to the fact that they were in position to reveal some information on vehicles transportation in Enugu urban centre and towns.

3.2 SAMPLING TECHNIQUES
Sampling is the procedure used in selecting a sample of population for purposes of making generalization about the population from which the sample is drawn (Freedman et al 1989).

The sampling technique use in this research work is cluster sampling techniques. This was carried out by mapping out three zones namely: Gariki – Awkunanaw, Old Park and New Market Zone. And data on motor vehicles movement were collected from various motor parks and Mass transit stations in the zones mapped out.

3.3 SAMPLED POPULATION SIZE

The population for this research work was the population of Enugu urban which is over a half of a million people. The study area was divided into zones according to natural features and ethnic group (different tribes). These zones are Gariki - Awkunanaw, Old Park and New Market zone.

A total number of 30 persons were selected from the different zone in each of the zone 10 persons where selected to represent the zone. Thus, a total number of thirty questionnaires were distributed to the respondents to collect data in order to know the characteristic of inter urban road transportation in Enugu urban centre. The persons selected from each zone comprise motor vehicle operators and motor vehicle users, since they are enable to give useful information on transportation.

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2.5 PROBLEMS OF TRANSPORTATION

Dr Kunle (1986) NISER; the problems of transportation, argued that “the wrong diagnosis of the identified problem has been the major cause”. He went further to state that investment on road transport infrastructural facilities in the major urban centres of Nigeria are heavily biased in favour of private transport especially cars. He finally concluded by saying that the first problem on a national transportation policy is basically road network (Daily Times, 1986).

According to Ofomata and Monanu (1975) the type of traffic on the roads is varied, but cars, buses and Mini buses are more in use for passenger traffic, while many wagons initially dominant both for goods and passengers, carry more of goods today. Olatunde in his comment! The Dilemma of commuter! Vehicles plying them are fast depreciating. Many lives have been lost and many have been maimed for life as a result. He concluded that inter and intra-urban transport within the country has never been as deplorable (Time international, 1988).

A study conducted by Reheem in Lagos found a drastic increase in the public transport demand with a simultaneous but accelerated decrease in transport supply (Daily Times, 1989). Professor Diejomaoh in his speech ‘Transport Problem’ said “that in the area of mass transportation, it is clear that as a nation we have got our priority wrong, what we need to subsidize and expand the public transportation (National newspaper, 1989).

A study conducted by Omotunde and Co. (1988) current transport problem could be traced firstly, to the collapse of city transport systems which were established some years ago. Secondly, the current economic situation with the introduction of the second-tier foreign exchange market, SFEM, and now FEM, under the structural adjustment programme, SAP. Dele noted that cars went beyond the reach of the average Nigeria and to complicate matters, the withdrawal of about eighty percent subsidy from petroleum and petroleum for commuters (Newswatch, 1988).

Etaghene in his comment ‘making our Roads safe’ stated that on the trail of oil boom of the 1970’s, which reshaped wealth distribution and taste in the society, were many devastating and long lasting side effects. He further stated that one of such was the influx of motor vehicles into the under-developed world and few networks of roads. He concluded that such unforeseen. Increase in the number of vehicles has changed the nations driving habit.

Oluduro (1985) in his study conducted in Lagos observed that despite of the enormous capital and human resources Nigerians had invested in the form of automobiles, highways, flyover bridges, parking facilities, traffic signals, traffic police services, type factories, oil industries, inadequate flow of traffic paralyzed the megalopolis which smelled awful and looked worse than they had twenty years before (Daily times, 1985).

Since researchers has carried out review on transportation. So many aspect of it has been review by researchers like:

Effects of economic activities on transport patterns; which was review by O’ connor (1965), Robert (1978), stuckey (1973) and Balade (1979) etc.

Historical development of transport; which was review by Adenyi (1983), Grava (1977), Fouracre and Manuder (1977), Olayemi (1979), fouracre and Jacob (1976) and Okoko (1990).

Transportation system of Nigeria; which was review by Monanu and Ofomata (1975), Robinson (1961), Onakoaiya (1979) Tunji (1989), Greenze and Rimmer (1981) and Useni (1986).

Problem of transportation; which was review by Dr Kunle (1986), Ofomata and Monanu (1975), Professor Diejomaoh (1989), Omotunde and Co. (1988) and Oluduro (1985).

Therefore, i Omagbemi Nelson Tosan deemed my fit to carry out this research on “Characteristics of inter-Urban Road Transportation in Enugu state (Enugu Urban as a Nodal Centre)” But little or no review has been done on this work. 

 

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2.3 EFFECTS OF ECONOMIC ACTIVITIES ON TRNSPORT PATTERNS

According to O’ connor (1965) transport geography was concerned almost with the effect of economic activities on transport patterns, with explanation of traffic flows, and with description of transport system. Robert (1978) identified that the availability and prices of transportation services in an economy has a decided impact on overall .prices level, because transportation costs comprise part of the total market price of any item.

Stuckgy (1973) had written that; transport facilitated economic advance and transport improvement was indeed part of the economic activities arose directly because of new transport possibility, but for the most part new transport facilities enable the expansion of local activities and the integration of previously isolated markets. One of the recent major concerns of development in the developing nations is on the type of spatial structure that might enhance their economic development, promote the internal integration of their economics and ensure social equity in the distribution of the fruits of development (Bolade, 1979):

2.4 TRANSPORTATION SYSTEM OF NGIERIA

The transportation system of Nigeria was dominated by railways until late 1930’s when the availability of cheap and efficient lorries revolutionized the transport system and made road development faster than was expected (Monanu and Ofomata, 1975).

In its report the economic co-ordination of transport Development in Nigeria, the Stanford research institute aptly stated that the economic history of Nigeria is largely the story of the opening up of its vast areas by various means of transport, resulting in its economic growth which, in turn, stimulated the demand for transport (Robinson, 1961). Indeed, one can say that the twentieth century developmental history of Nigeria is the history of the extension and consolidation of the frontiers of social, political and economic development by means of road transport.

The important of road transport in the development of inter-regional trade, particularly between areas of the country that are not accessible by any other mode of transport, can hardly be over emphasized (Onakomaiya, 1979). He stated that the significance of inter-regional trade in the promotion of internal unity, the fulfillment of the complement of nutritional needs of the people, the development of natural resources, the development of the natural resources of the remote parts of the country and in raising the economic standards of the traders and other participants engaged in such internal commerce has been well documented else where.

In his seminar report presented in Kaduna, Tunji (1989) stated that the quality of infrastructural facilities and services in Nigeria urban centres are generally poor and inadequate. He went further to say that the general conditions of most public transport vehicles also leaves much to be desired in terms of safety, convenience, scheduling and physical standards and even pollution of the environment. He finally concluded that there has been excessive reliance on road-based means of transport in the major urban centres and for both intra-state and inter-state journeys.

A study conducted by Greene and Rimmer (1981) proved that transport costs are high in Nigeria and their reduction is a powerful force making for further commercialization of economic life and improvement in living standards. The study further identified that the bulk of traffic (three-quarters of freights ton-miles in the early 1970’s) is carried on the roads, development which has accordingly been the major part of government transport policies.

In a two day conference of commissioners conducted at Lagos, Useni (1986) emphasized that “transport is the pivot which brings any effort aimed at initiating and sustaining economic growth in the country into fruition equally. He stated that the impact of transportation is a necessary factor in the political integration of the whole country. 

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CHAPTER TWO

2.0 LITERATURE REVIEW

2.1 INTRODUCTION

Many transportation studies have been carried out in recent years (Hurst 1973). According to Gauthier (1970) and Hoyle (1973) the increasing interest is due partly to the tremendous impact of transportation infrastructure on regional economics. Much of the literature of transport of less-developed countries reveals a widespread belief in the importance of transport and in the efficiency of transport improvements in accelerating, the development process (Hoyle, 1973). Perhaps the most extreme claim for transport was that made by the colonial administrator Lord Lugard, who wrote over 50years ago that the material development of Africa may be summed in one word-transport (Lugard, 1922).

According to Hoyle (1973) the spectrum of transport modes available in the less developed world ranges from head porterage to jumbo jets and from canoes to containers, although there may be no inter-nodal choice in one locality. Yet there is no escape from transport (Mumby 1968), even in the most remote and least developed of inhabited regions, transport in some form is a fundamental part of the daily rhythm of life. A more recent united Nations study claimed that transport is the formative power of economic growth, and the differentiating process (Volgt, 1967); but it is also sometimes stated that transport is a result, rather than a cause of economic development.

2.2 HISTORICAL DEVELOPMENT OF TRANSPORT

The need for efficient public transport service to cater for the demand of urban commuters cannot be overstressed. Public transport systems are more efficient means of transporting large number of people between and within settlements than private cars (Adeniji, 1983).

In the develop countries the Para-transit modes of transport include such systems as car pools, rental cars, specialized commuter bus service provided on a subscription basis, as well as taxi cab related services like dial-a-bus and motorcycles. In the less developed countries, Para –transit modes are usually referred to as intermediate mode of public transport. They include the shared taxi, cab, minibuses, modified vehicles such as the jeepneys of manila in the Philippines (Grava, 1977). Silos of chien mai in thailand (Fouracre and Manuder, 1978), the cycle rickshaws community found in most Asian cities (Jacob and Fouracre, 1976) and “Going” in Nigeria towns, (Okoko, 1990)

In recent years, the prohibitive prices of brand, new cars and buses have resulted in the reduction of the number of private cars and commercial vehicles generally on our urban roads. Even the fairly used imported cars and buses (Tokunbo) are beyond the reach of the majority of our people. As a result of these factors, there has been a tremendous demand for public transport in our town in recent years. It is now a common sight to see hundred of passengers at bus stations or along road sides waiting for hours for the few buses and taxis on the road (Okoko, 1998). 

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1.7.6 HUMAN ACTIVITIES

The amount of 1.7.5 above represents the dwellers of Enugu urban that pursue different economic activities in order to make their living. The bulk of the population is preliterate who occupy the civil service sections. They are teachers, bankers, policemen, medical personnel, politicians, university workers, lawyers and those that work in ministries. Also include area businessmen who solely engage in trading. They are among the self-employed in the area. They are traders who engage in buying and selling of consumer goods of different types and those who render services such as transporters, truck pushers, cyclist, contractors, consultants and researchers.

Farmers also dominate the agricultural sector. They mainly engage in both crop production and animal husbandry. Included in this group are market gardens who mainly cultivate vegetable crops like cabbages, amaranthus (Green), Okro, pepper, garden 

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1.7.5 POPULATION

   

The study area with an area at about 72 square kilometer is one of the most density populated areas in south-Eastern Nigeria. The provisional result, of census showed that the population of Enugu urban was 464,514 (NPC, 1998:35).

The annual growth rate of Enugu according to NPC, (1998) as cited by Umoh (2001) was 3.6%. According to Umoh(2001) the formula for .population projection is given as:

Pt = P0 (I+r) where

Pt = population in year (2006)

P0 = population in year 0 (references population)

r = population growth rate

t = constant

Therefore, using the population growth rate and formula above, the population of Enugu urban area for the year 2006 is projected to 762,141

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1.7.4 VEGETATION

Enugu is in the savanna zone of Nigeria (Iloeje, 1981). The soil has contributed to give rise to rolling grassland and occasional forest patches (Oboli, 1981).

The trees have been devastated by man and fire such that they grow long taproots and thick bark to survive the hard conditions. The grasses have durable roots to survive dry season fire, the commonest being elephant grass which grows to a height of 3 to 3.6m. The vegetation of Enugu urban area has been reduced by human activities from tropical rainforest vegetation to derived Guinea savannah vegetation. 

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1.7.3 CLIMATE

Enugu is a climatic zone that has intermingled characteristics by two seasons the wet and dry seasons (Iloeje, 1981). The rainy season commences fully when the inter-tropical discontinuity is around latitude 60N, which is usually in late April or early May, and lasts till late October (Oboli, 1981).

The rains in this environment according to Riley and Spoltan (1987) like in most tropical environments are generally short and heavy. The average rainfall in the area is about 1800mm per annum although rainfall amount varies from year to year. Rainfall intensity also varies from 10mm/hr to 100mm/hr, the highest being usually recorded in April and October at the beginning and end of the rainy season (Iloeje, 1981). Thus, the area shows double maximal rainfall.

The dry season on the other hand covers five months of the year, beginning from November to March or early April (Iloeje, 1981) Riley and Spoltan (1987) noted that this season is character by two distinct thermally opposing weather periods namely; the cold harmattan, and the hot harmattan period. They added that very low temperature and very low relative humidity characterize the cold harmattan period. Temperature drops to as low as 150C, during the daytime and night temperature drop to as low as zero under clear skies. The air is generally very dusty concentrating more towards the ground under calm conditions, thus impairing visibility (Ene et al, 1997).

The hot transitional period according to Oboli (1981) on the other hand is characterized by high temperatures. This season lasts from late February to March. Daytime temperatures are generally above 400C, and night minimum temperatures are generally above 220C, he added.

Enugu urban area, due to its latitude location, receives abundant and constant insolation. The angle of the sun’s ray is almost vertical over the area all through the year, and so, there is a high intensity of solar radiation and sub-sequent high temperature. Enugu urban area experiences a mean monthly temperature of about 280C, mean annual maximum temperature of 220C, and temperature range of amount 110C. Thus, Enugu urban area is characterized by two major climatic phenomena rainfall and heat. 

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1.7.2 GEOLOGY, RELIEF AND DRAINAGE

Enugu urban area is dominated by a western highland, a dissected cuesta, traditionally called the “Udi hill”. The geological structure of the area is made up of mainly the cretaceous rocks, a sedimentary material formed some million years ago. The cretaceous rocks comprise sediments from the central highland of Nigeria and sand from the Atlantic Ocean. The major mineral found in the area is coal. The main streams which drain the area include: The Ekulu River, Asata River, Nguege River and the Aria River flowing more or less south east. These together with their tributaries drain the Enugu urban area. 

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