Segment videos were produced at different peaks to reflect different sampling criteria like land use characteristics, trails, Ciclocarrils and Ciclovia. Each segment was filmed for 20–40 seconds during bicycle rides at a speed of about 5km/h with a camera strapped, at an angle of 45 degrees, on the head. Curb lane variables such as bicycle pathway widths, curb lane motorised volume (veh/h) and vehicle speed (km/h), bicycle volume on segment, and median width were recorded in addition to secondary data. About 1,360 ratings were acquired from study participants and used in the estimation process. Ordered probability models were used to estimate random parameters of cyclists LOS perception to account for unobserved heterogeneity for all respondents. The deviance (1.085) and Pearson Chi-Square (2.309) with 1,635 degree of freedom at 0.05 level of significance shows that our model provides a better fit of the data. The study observed that BLOS was strongly influenced by side path separation, vehicle speed, motorised traffic volume and conflicts with pedestrians. However, many other factors were found to have high probabilities to influence level of service with unit change. They include bicycle lane width, wide outside lane, pavement conditions, trees and benches, daylight, gender and experience of cyclist. The impact of the variety of observed factors affecting bicyclists reveal the nature and character of urban transportation in Bogota which suggests a range of important trade-offs in further planning and management of the Cicloruta bicycle paths.

The study examined the impacts of crude oil exploitation on the soil environment of Ogoni region and also identified action plans for the future management of the region. Composite soil samples were collected at two depths: 0 -15 cm (surface soils) and 15 -30 cm (subsurface soils) along different positions of landscape in the four study locations. Samples were analysed in the laboratory within 5 days of collection. ANOVA was used to confirm that both soil chemical and physical properties significantly vary in the study locations.

Understanding the perception of level of service (LOS) of cyclists can be useful in developing a planning strategy for promoting intra-city bicycle commuting. In Bogota, the enormous resource investment in the Cicloruta system requires a regular infrastructure audit to ascertain its level of performance. Videos of 16 segments and 8 intersections were carefully collected and showed to participants who rated their level of satisfaction using a 6-point scale (A-F -'highly satisfied' to 'highly dissatisfied'), equivalent to 1360 segments and 680 intersections (2040 total ratings). The perception data was augmented with geometrical, physical and operational characteristics of traffic in the area. Most participants fall within ages of 18-35 in both male (88.9%) and female (77.4%) while bicycle ridership also revealed more riders in male (75.9%) than in female (58.1%). The study showed that 69.4% of participants ride bicycles in the city while 30.6% do not. Ordered probability models were used to estimate random parameters of cyclists LOS perception to account for unobserved heterogeneity for all respondents. Bicycle level of service (BLOS) was strongly influenced by side path separation (β=0.605, p<0.05); vehicle speed (β=0.717, p<0.05); motorised traffic volume (β=-0.381, p<0.05); and conflicts with pedestrians (β=1.173, p<0.05). Furthermore, other factors were also found to have high probabilities to influence LOS including bicycle lane width, wide outside lane, pavement conditions, trees and benches, daylight, gender and the experience of the cyclist. A model for intersection LOS was estimated, the results of which results reveal that the volume of cyclists (β=1.116, p<0.05), conflicts with pedestrians/other cyclists (β= 1.048, p<0.05) and total intersection legs (β=-0.365, p<0.05) are factors with a high influence on cyclist's LOS. The variety of factors affecting bicyclists reveal the nature and character of urban transportation in Bogota and suggest a range of important recommendations such as education and public enlightenment of cyclists and motorists, in further planning and management of the Cicloruta. Keywords: bicyclist, segment bicycle level of service, intersection bicycle level of service, ordered probit models, Cicloruta.

Domestic access to pipe-borne water is necessary for the general well-being of residents of every community. This research investigated domestic access to the service, the relationship between socio-economic attributes and pipe-borne water characteristics as well as the contribution of four dimensions of access (availability, geographic, financial and acceptability). A total of 614 questionnaires were administered to residents of Calabar Metropolis using the systematic point sampling technique. Data were analyzed using descriptive statistics and spatial techniques. Interpolated maps were used to show variations in pipe-borne water connection, use and expenditure. Results revealed no significant relationship between the number of persons in households sampled and average volume of water used daily by respondents (P = 0.144 > 0.05). There is also no significant relationship between average volume of water used daily and the income of respondents (p = 0.03 < 0.05). Furthermore, the average monthly expenditure on pipe-borne water by respondents in the Metropolis do not significantly relate with income (p = 0.0 < 0.05). The multi-nomial logistic regression analyses revealed that a combined effect of the model of availability, geographic, financial and acceptability significantly contributes to measuring access to pipe-borne water in the Metropolis, χ 2 (30) = 93.455, p < 0.001, with availability (p = 0.031 < 0.05) and financial (p = 0.001 < 0.05) dimensions faring better. It was recommended that Cross River State Water Board Limited should not only increase the volume of water supplied to residents but also ensure that more households are connected to the service. The frequency of water supply has to be up-surged as well, with the Board distributing the water in a systematic manner, and with consideration to existing spatial variations and measures of access which have proven to be fundamental to guarantee access to water.

Transportation is the hub of any economy as it connects people and activity centres thus providing accessibility to places. Roles of urban transportation systems are often likened to that of the blood circulatory system without which the body cannot be nourished and made to function properly. Urban centres are locations having a high level of accumulation and concentration of economic activities and a complex spatial structure that are supported by transport systems (Rodriguez, 2009). The functioning of urban economic activities depends to a large extent on the adequacy and efficacy of its transport system. When transport system for a variety of reasons cannot satisfy the numerous requirement of urban mobility, transport problems ensue, the most significant being changing drivers' behaviour. Urban centres are locations of intense economic and social activities. This is made possible by transport systems which are the veins and arteries of urban areas linking social and functional zones. The transportation needs of a country and general mobility problems become apparent as the community becomes larger and complex (Sule, 2008). There has been increase in number of vehicles plying the roads of Calabar, especially after the ban on motorcycles in the metropolis in November, 2009. Consequently, car ownership rates have been on the increase at unprecedented levels. Overtime, the state of automobile dependence has ensued as there is no other alternative to urban mobility making the automobile the sole means of mobility. Due to incessant increase in population, increase in household incomes and its resultant increase in car ownership coupled with poor land-use planning, poor transport design and planning, traffic congestion has become an intractable problem in Nigeria cities (Aderamo, 2012). Although the rising automobile mobility in Calabar can be perceived as a positive consequence of rising incomes and standard of living, this acute growth in the congestion at peak traffic hours on major roads like Etta Agbor, Marian, MCC and Calabar Road, and so on. Indiscipline and ignorance on the part of motorists who are illtrained remains part of the problem of traffic congestion. Inadequate off-street parking facilities in especially in the business districts often make motorists to park on the road, narrowing the road corridors, further exacerbating congestion. Driving provokes anger more often than other activities. Driving is goal oriented activity, the purpose being to get from point A to point B expeditiously; yet people easily and frequently thwart driving goals. It is also a very stressful activity