Road networks and structures in a given urban environment are known as social and economic urban infrastructural development. Urban infrastructural development and management, together with development control practice are like proverbial case of chick and egg to the economic growth for sustainable urban environment and socio-economic development that are usually attended by a lot of challenges due to ignorance of laid down rules and regulations by mostly informal workers like non-chalant officers, developers and landowners. This problem is very noticeable in ACT which has witnessed massive incidence of non-compliance with road setbacks in the siting of structures in the area. ACT is the capital city of Anambra State, it (ACT) has not only had some form of urban sprawl and decay, but their growth continues to be distorted basically because most structures erected in the city have not conformed with the stipulated setbacks from the roads. Government and many authors had made effort in providing the reasonable measures for proper management of non-compliance with road setbacks in different areas. All their efforts to be in vain due to contravened notation of the regulations on road setbacks, thereby creating more environmental disorderliness, human congestion, unattractive environment among others. See plates 3.10, 3.11, 3.12 and plates 1 to 6 in appendix 6). Consequate upon non-compliancewith road setbacks in siting of structures in ACT. See Table 3.1 and Plates 3.1 to 3.9, this study assessed the level of compliance with road setbacks in siting of structures and their associated environmental implications in the area.
From the overall outcome of the computation and analysis of the overall compliance and non-compliance levels for all the measured trunks in ACT. It was so obvious that study area (ACT) experiences high level of non-compliance with road setbacks and far below to their set standards. See Tables 3.1, and 5.9-5.12. The result proved that the overall compliance level along Trunk. „A‟ roadshasthe highest percentage level of 37.18285% with a non-compliance level of 62.81714%. The least among the three trunks was the overall compliance level along Trunk „C‟ roads that has 17.2832% with a non-compliance level of 82.7168%. The whole results were shown in table 5.12. The implication of the result is that level of non-compliance with road setbacks is highly significant in the ACT. PCA factor score coefficient confirmed the result through ranking of descending order of factors A, B and C. See Figure 5.4.
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The overall levels of compliance of all the roads were quite low to their respective set standards. This helped to determine level of compliance of the sited structures to setbacks standards in ACT as it was in objective one of the study and helped to disconfirm the hypothesis one of the study. See Table 5.58-5.59. The reason for highest level of non-compliance in Trunk C roads was due to the nature of roads as the local roads where dwellers do not leave enough land space for roadways. This had been responsible for the uncontrolled and unplanned settlements by improper planning in the ACT.
From the result of the analysis, the causes of non-compliance had been identified through the opinions of non-prfessionals and professionals in the ACT as follows:
Failure of law enforcement agents, corruption among planning authorities, improper city planning, rapid urbanization, population growth, difficulty in land accessibility, nonchalant attitudes of Government, high cost of land acquisition, high cost of living, competition for business space, siting of structures before road construction and greedy attitudes of developers (see Tables 5.13 and 5.14 respectively). Furthermore, it was confirmed by non-professionals and professionals that the major causes of non-compliance with road setbacks in ACT, Were corruptions among planning authorities and failure of law enforcement agents respectively through the ranking of order of PCA factor score coefficients (see figures 5.5 and 5.6). This finding is in line with the findings of literature (Aliko 2000 & Ogeah 2013). The finding also agrees with the responses of some Ocha bridgade (non-Governmental organization) task force and some staff of Anambra State Physical Planning Board (ANSPPB), interviewed at their sites and offices respectively. The result disconfirmed the hypothesis II (see Tables 5.59-5.62).
It disqualified the work of Ikejiofor (2005), Ugonabo and Emoh (2013) and FAO 2008 which stated that difficulty in land acessibilitlity is the majors factor that promotes the resistance of people to leave their old sites of business, residence or others only to expanding this fixed piece of land to a point of encroaching into the setback area. Cost of living is part of causes of non-compliance with road setbacks in ACT, but not significant.
From the findings, the associated environmental implications with their four indicators of social, physical, economic and health of non-compliance with road setbacks in ACT had been determined and they are significant through non-professionals and professionals. It is well understood that the environmental implications in ACT are; Increase in Crime rate,
Uncontrolled and increase density of physical development, Disorderliness of physical development, Human Congestion, Manifestation of Urban sprawl, Slump formation increases, Loss of Cultural Heritage, Bad draining, Time Wastage, Housing congestion (Social Indicator),
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Pollution (Water, Air, Soil & Plants), Destruction of aesthetic beauty, Traffic congestion, Flooding, Soil erosion/gullying, Uncontrolled street trading & Hawking, Vehicle parking problems, Increase in noise pollution, Increase in solid waste generation, Increase in synthetic Surface construction, Felling of trees/destruction of vegetation, Environmental disorderliness (Physical Indicator), Loss of goods and properties (theft), Over competition for business space, Loss of Revenue, Business setbacks, Demolition of Properties, Losing of business contacts and customers (Economic indicator), Road accident, Loss of life and Psychological Trauma, Suffocation (Health Indicators).This is in line with some works of will (1991), Weiner (2003), Olomola (2003), Kazeem (2015), from the result of the analysis, it was clear that clear environmental implications with their four indicators were highly significant in ACT.
SeeTables 5.15-5.22.
In response to objective four which corresponds to research question four. The findings show that there are significant differences between the professionals and non-professionals responses on the result of reliability test conducted with cronbach‟s Alfa, of road setbacks in the ACT.The differences are found in the causes of non-compliance and opinions used to develop template for the solving the problems of non-compliance in the ACT.
When reliability carried out during preliminary test, the findings showed the value of the cronbach‟s Alpha from reliability statistics of the responses of non-profession is 0.695. This value is below the acceptable value of 0.70 for this type of research point (5 points). The implication of this is that, the questionnaire responses from the residents of ACT could be used to carry out this research work but they could not be significant. It is discovered that when poverty as a variable is deleted, the cronbach‟s would be increased to 0.717. See Tables (5.48, 5.50) and (Appendices 3a and 3b). On the other hand, when reliability test for the responses of the professionals is carried out, without deleting poverty, the result gave cronbach‟s Alpha of 0.806 which is 0.111 different from 0.695 of non-professionals.
Furthermore, when poverty was deleted, the value for the professionals gave o.833 with difference of 0.116 from non-professionals see Tables (5.14).
This implies that the professionals agreed that poverty is one of the causes of non-compliance with road setbacks in ACT while non-professionals did not agree.
Also there is significant difference in high cost of living as the cause of non-compliance with road setbacks in ACT. The difference is that professionals agree that it is the cause of non-compliance with weighted mean of 2.6662 which is less than3.0. This shows that it is not significant. See Table 5.13. While professionals agreed also that high cost of living is the cause
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of non-compliance with weighted mean of 4.599. This shows that it is highly significant. See Table 5.14.
The findings also show that there is significant difference in the opinions of professional and non-professionals in the ACT. The opinions of non-professionals were used to identify and determine the causes and environmental implications of non-compliance with road setbacks in ACT. See Tables 5.13 and 5.15 – 18 respectively. While the opinions of the professionals were used to identify and determine the causes and environmental effects of non-compliance as well as developing the Octadecagonal template for solving the problems of non-compliance with road setbacks in ACT. This shows that the opinions of professionals are more important and useful in a given urban society that expiriences non-compliance with road setbacks like ACT.
In response to objective five, which corresponds to research question five. The findings revealed that there is significant relationship between the responses of professionals and non-professionals on the causes and environmental effects in the ACT. The Opinions of both professionals and non-professionals were used to identify and determine the causes and environmental implications of non-compliance in the ACT. See Tables 5.13 to 5.22. Also, road accident is the highest environmental effects for both professionals and non-professionals. See Tables 5.24 and 5.25. Moreover, the ranking order of health indicator of environmental effects of both professionals and non-professionals were the same. See Figures 5.10 and 5.14.
The Findings of the study revealed that the opinions of both professionals and non-professionals were used to identify and determine the causes and environmental implications of non-compliance in the ACT. See Tables 5.13 to 5.22.
The findings also revealed that the opinions of the professionals were used to develop the template. See Figure 5.16 and Table 5.46. This implies that Octadecagonal Polygon template which was developed for the proper management ofthe problems of non-compliance with road setbacks would be workable when adhere to by the residents of ACT, hence professionals opinions.
193 CHAPTER SIX
SUMMARY OF THE FINDINGS, CONCLUSION AND RECOMMENDATIONS
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This chapter presented the summary of the findings of this study, provided the contributions to the existingbody of knowledge, some areas for further studies were suggested.The neccesary recommendations were made and conclusion weredrawn from the findings of this study.