Proposed Framework for Effective Management of End-User Stakeholders’ in Public Private Partnership Road Projects in Nigeria

International Journal of Modern Research in Engineering & Management (IJMREM)
||Volume|| 1||Issue|| 11 ||Pages|| 08-26 || December 2018|| ISSN: 2581-4540
www.ijmrem.com IJMREM Page 8
Proposed Framework for Effective Management of End-User
Stakeholders’ in Public Private Partnership Road Projects in
Nigeria
1,
Luqman Olalekan Toriola-Coker, 2,
Mohammed Agbali, 3,
Wasiu Adeniran
Belloc 4,
Chaminda Pathiragec 5,
Lukmon Oyedele
1,2,3,
School of Built Environment, University of Salford, M5 4WT, Manchester, United Kingdom
4,
School of Architecture and Built Environment, University of Wolverhampton, WV1 1LY, UK
5,
Research and Innovation Centre, University of the West England, Bristol, BS16 1QY, UK
----------------------------------------------------ABSTRACT ------------------------------------------------------
Significant infrastructure such as roads, prisons, schools, rail tracks and train systems, among others are currently
developed through the involvement of Public Private Partnership (PPP) arrangements which have been
acknowledged internationally in recent time. The poor management of end-user stakeholder during PPP projects
in developing nation like Nigeria has been established as one of the major factor affecting the successful growth
and development of PPP projects. Due to the paucity in research on end-user stakeholder management on PPP
projects in Nigeria, informs this study aim to expose the main strategic factors that can accommodate end-user
stakeholder’s management in any PPP road project in Nigeria. The professionals that have worked on the project
cum the end-user of the project area were used as targeted respondents for the adopted case study and survey
strategies method approach. Thematic analysis was used to analyse the eighteen (18) interviews that were
conducted having completed and analysed total number of 282 questionnaires using reliability and factor analysis
approach. Seven valid underlying factors were revealed from 28 variables that were left on the questionnaire data
with the aid of factor analysis which were used later as factors affecting end-user stakeholders’ management in
PPP road project in Nigeria. A proposed framework was created with the seven underlying factors as a template
for any successful PPP road project in developing country like Nigeria. These will quench the agitation of end-
user stakeholders’ quarrels on PPP toll road projects.
KEYWORDS: Public Private Partnership, PPP Projects, end-user stakeholder management, Developing
Country, Successful Growth, Thematic Analysis
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Date of Submission: Date, 29 November 2018 Date of Accepted: 04 December 2018
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I. INTRODUCTION
The regulatory capabilities and supervisory of public and private sector in terms of infrastructure approach through
Public Private Partnership PPP expected to deliver facilities for end-user stakeholders of road project through the
finance and effective managerial expertise (Li et al., 2011; Oyedele, 2012). Developing nations such as Nigeria
are struggling with meeting rapidly expanding infrastructure needs while revenues continue to decline. One of the
options needed to survive the monumental catastrophe is to embrace PPP as a way of cushioning the effect of
those challenges (Ibem, 2011; Kennedy et al., 2015). The poor management of end-user and stakeholder in Nigeria
and some part of the world bemoan the challenges affecting the successful growth and development of PPP
(Amadi et al., 2014; Abednego and Ogunlana, 2006). PPP has becomes an alternative project delivery options
which are in quest from various government agencies with the inclusion of private sector financing to help in
meeting these prerequisites. For any successful PPP projects the inclusion of end-user stakeholders are very
important (Olander, 2007). The disenchantment of any project can occur if issues concerning end-user
stakeholders were failed to be addressed (El-Gohary et al., 2006; Majamaa et al., 2008).
The effects of infrastructure project on end-user stakeholders are not only for short or medium periods but also
long period; the overall success of infrastructure project is to ensure community benefits are delivered over the
lifecycle of any project (Kumaraswamy et al., 2007). Meeting the desired objectives of end-user stakeholders
presently without involving the future generations is a colossal waste of time and energy (World Commission on
Environment and Development, 1987). The poor management of end-users stakeholders’ interests mostly in
Nigeria and Africa PPP projects is undervalued (Ncube, 2010). End-user stakeholders are the most forgotten
customers of PPP projects in the construction industry (Lehtiranta, 2015).

Proposed Framework for Effective Management of End-User…
According to Gregory et al. (2003), opposition with end-user stakeholder mostly emerge in projects where the
public sector adopts a ‘user-pays’ PPP approach. The entire cost of the project will be transferred to the end-users
(mostly private and commercial motorists) when using user-pays model for PPP road projects. Predictably, such
decisions result in stiff resistance and public outcry (Yuan et al., 2009). Other issues such as compensation
packages, traffic congestion among others often raise enormous tension concerning PPP road projects whether in
Nigeria or any other part of the world (Amadi et al., 2014; Cheung et al., 2010; Gupta and Agrawal, 2013).
Stakeholders’ opposition is a global phenomenon and remains the key reason behind the failure of many PPP
initiatives (Banaitienė et al., 2011; Yuan, et al., 2009). Some earlier studies have observed and identified a number
of factors and measures for managing every end-user stakeholders in PPP projects arena (Amadi and Tuuli, 2014;
Chung et al., 2010; Eskerod and Jepsen, 2013; Freeman, 2010; Awodele et al., 2011; Mok et al., 2015; Smyth,
2008). This study follow suit by observing and identifying the most important features required for effective
management of end-users stakeholders of PPP road projects in Nigeria.
Accordingly, the aim of this study is to expose the main strategic factors that can accommodate end-user
stakeholder’s management in any PPP road project in Nigeria. The objectives are
1. To identify factors that is affecting the management of end-user stakeholders through a qualitative and
quantitative procedure.
2. To develop a framework for managing end-users stakeholders PPP performance in Nigeria.
This study will contribute to knowledge by providing new directions into understanding of end users stakeholders’
interests in PPP road projects in Nigeria and other developing countries. It can also contribute by showing
guidelines to be followed when implementing PPP in the entire construction industry. The scope of this work is
limited to the two PPP toll road projects that are constructed within the last 10 years by private investors before
the intervention of State and Federal governments of Nigeria. The toll roads are situated in Lekki and Ikeja axis
of Lagos State within the borders of Nigeria. The toll road projects are used by both private and commercial users
which is not a barrier for adoption as sample. All end users that are considered are all toll-paying users which
include commercial buses, commercial cyclist, commercial taxis, commercial Lorries, trucks or trailer, private
bikes, private cars, private buses, office workers and pedestrians among others.
Literature review and methodology will be described concurrently in the subsequent section. The methodology
will engage mixed method strategy which combines both qualitative and quantitative methods before describing
the questionnaire methods for both factor types. The section of analysing data will then follow where questionnaire
surveys were developed through observed conducted interviews. The analysis of results follows with the section
of discussion and proposed framework respectively. The study is rounded up with concluding section.
II. LITERATURE REVIEW
Public infrastructures is necessary in any functional society which could thrive an economy that lacked services
and facilities required by end-user stakeholders of a community, city, and nation (Torrisi, 2009). Economic and
Social infrastructure are considered as classification of infrastructure which are important for daily transportation
facilities such as road, rail, electricity, sewage and sewage among others and also societal facilities such as
hospitals, post office, prisons, libraries, schools among others. Developments remained an unending challenge in
emerging economy like Nigeria in terms of road construction and maintenance of public infrastructure facilities
(Zawawi et al., 2014). In developing key infrastructure projects it is increasingly important that the concepts,
applicability, pros and cons of PPP must be established. Developing countries around the globe have adopted
various ways of financing public infrastructures which always required huge capital, in which Nigeria is not
exclusive (Ibrahim et al., 2009). Financing of projects is one of the oldest methods of alleviating burdens of
infrastructure facilities before the advent of PPP during the ancient Roman and Greek era, where repayments of
goods and loans was structured through trade by barter with equal risk sharing (Brewer et al., 2013). According
to Yescombe (2011. p1) Project finance can be defined as:
“A method of raising long term debt financing for major Projects through financial engineering, based on lending
against the cash flow generated by projects alone, it depends on detailed evaluation of project construction,
operation and revenue risks, and their allocation between investors, lenders and other parties through contractual
and other arrangements.”
The underlying principle in project finance is equitable risk sharing where financial arrangements are non-
recourse. Until recently,

when the arrangement scheme of PPP now becomes one of the most prolific applications of project finance with
less burden of risk sharing (Gangwar and Raghuram, 2015). The delivery of public amenities through PPP became
more robust in economic development of any developing nation (Crozet, 2014).
In 1992, United Kingdom (UK) introduced PPP as an upgraded version to Private Finance Initiatives (PFI)
(Oyedele, 2012). The two are almost the same in terms of procedure but slightly different in procurement
application for public use, as well as well as perceived inefficiencies in the public sector (Brewer et al., 2013;
Oyedele, 2012). Public infrastructure development had become a major challenge for many governments across
all levels throughout the globe in the last two decades (Ibrahim et al., 2009). Nigeria amongst other developing
countries were facing rising public sector debt due to the increasing pressures on both existing and future
infrastructures facilities (Babatunde et al., 2016). Provision of numerous public amenities was initiated by the UK
Government through PFI by engaging private management expertise (Loosemore and Cheung, 2015). With the
emergence of PFI framework, public utilities such as construction/engineering services, health care services, mail
services, waste management, street cleaning, housing and prisons services among others were delivered
successfully in the UK (Brewer et al., 2013). Infrastructures estimated at over £70 billion have been delivered
successfully through the PFI/PPP approach (Oyedele, 2012).
History has shown that Nigeria has not fully engaged in the infrastructure development through either PFI or PPP
which was buttressed by the report of World Bank indicating that the government only spends equivalent of 1%
of her gross domestic product (GDP) on critical infrastructures (Kennedy et al., 2015; Babatunde et al., 2012).
The global economic slowdown had also contributed to the reform through the rising costs of construction
materials in developing the infrastructure projects. In the advent of this, the Federal government of Nigeria set up
Infrastructure Concession Regulatory Commission (ICRC) and mandated the agency to regulate and publicised
any moribund PPP projects (Babatunde et al., 2016). Relevant Ministries, Departments and Agencies (MDA) were
co-opted in actualizing the ill-fated attitude of government officials who are grossly embedded with corruption.
All key elements of the development of these projects were considered including the procurement models in terms
of financial, legal and technical distinctions. Performance requirements, risk evaluation, legislative contracting
allowances and assignment were not left out (Babatunde et al., 2016). Some of the abandoned PPP projects that
were considered for completion by the current administration were listed below.
Table 1: PPP Projects nearing completion (some of the PPP project by the federal government that is almost
completed)
S/N Project and Description Phase and Proposed
PPP Model
MDA
1 2nd Niger Bridge
A Greenfield bridge and associated approach
access road over the River Niger connecting
Asaba and Onitsha
- Implementation Phase
- Build Operate Transfer
basis
Federal Ministry of
Works
2 Rehabilitation and Upgrade of the Murtala
Mohammed International Airport (MMIA)
Road to Apakun Junction, Lagos
Expansion of MMIA access road from a 4-
lane dual carriageway to an 8-lane road with
vehicular and pedestrian bridges at
appropriate locations
-Procurement Phase:
Selection of preferred
bidder concluded
-Build Operate Transfer
basis
Federal Ministry of
Works
3 Rehabilitation and Upgrade of Lagos –
Iseyin – Kishi – Kaiama Road.
The Lagos – Iseyin – Kishi – Kaiama Road,
Lot IA – will provide direct connectivity
between Lagos and the North-West Zone. The
road passes through Kaiama in Kwara state to
link a new alignment (Lot IB) at Bahana, in
-Development Phase:
Outline Business Case
Preparation.
basis
Federal Ministry of
Works

S/N Project and Description Phase and Proposed
PPP Model
MDA
Niger State. Road is approximately 450 km
long.
4 Rehabilitation and Upgrade of Kaiama-
Bahana-Kaoje-GwanbeFokku-Sokoto Road
The Kaiama-Bahana-Kaoje-GwanbeFokku-
Sokoto Road (New Alignment) completes the
connection between Lagos and the North
West Geo Political Zone. The road passes
through Kaiama in Kwara state to link Bahana
a border town in Niger State and Kaoje in
Kebbi State and terminates in Sokoto town.
This new alignment road (Lot 1b) is
approximately 650km long.
-Development Phase:
Preparation
Basis
5 River Benue Bridge @ Ibi, Taraba state
This proposed bridge across River Benue at
Ibi town is about 2.4km long and lies on the
Jos – Shendam - Ibi –Wukari – Katsina Ala
road. This bridge would replace current
movement of goods and services across the
river by motorized ferry.
-Development Phase:
preparation
basis
Federal Ministry of
Works
6 Dualization of Enugu (9th Mile) – -
Development Phase: Fed. Min. of Works
Obollo Afor –Otukpo-Makurdi Road:
The 9thMile-Otukpa-Otukpo Road is a 119km
long single carriageway road from the Enugu
– Onitsha Dual Carriageway at 9th Mile
Junction connecting Obollo Afor to Otukpa
Junction in Benue State and intersecting the
Lokoja – Otukpo Road.
-Development Phase:
preparation
basis
Federal Ministry of
Works
7 Rehabilitation and Dualization of Ilorin-
Jebba-Mokwa-Tegina-BirninGwari Road
Rehabilitation and dualization of the existing
233km single carriageway trunk road
(National Route No. R20) from Ilorin in
Kwara State to BirninGwari, Kaduna state.
-Procurement Phase:
preparation
Basis
Fed. Min. of Works
Source: Infrastructure Concession Regulatory Commission (2015)
Some of the motives that inspired the federal government to embark on the abandoned PPP projects are the
reviewed recommendation of the Infrastructure Concession Regulatory Commission (ICRC, 2013)
institutionalising infrastructural growth and service in order to rally round the following (a) To reform all sectors
and improve accountability through reallocation of incentives and roles (b) Optimal utilization of available
resources (c) To increase the organisational policies and plans that will lay concrete foundation for valuation and
transparency and (d) To entice more skilled force with economic talent and orientation on effective performance.

The initial design of PPP guidelines, legislation, policies through the ICRC did not consider the role of end-user
stakeholders in construction project but distributes particular roles and responsibility to several bodies. These
bodies and federal government are considered in their plan without the participation of end-user stakeholders. The
ICRC framework unlocks opportunities and creates potential benefits for private investors and the government
(Akintoye et al., 2011), but forgot the inclusion of the direct beneficiary of those infrastructure facilities who are
end-user stakeholders. Lagos state took an opportunity of the framework in continuing the PPP arrangement that
was initiated and passed into law by the Lagos State Roads, Bridges, and Highway Infrastructure Development
Board (2004). The state government later supplemented infrastructure law with other procurement laws and
considered it as the Lagos State Public Procurement Law 2011. The law provided a framework in replica with
ICRC guideline in recognition for only private sector in the delivery of public infrastructures. This does not
include the interests of end-user stakeholders who are the beneficiaries of the infrastructure facilities. Find below
the organogram institutionalizing PPP framework which was re-enacted in the year 2012 by ICRC.
Figure-1: Nigeria’s PPPs Institutional Framework
Source: Infrastructure Concession Regulatory Commission (2012)
III. RESEARCH METHODOLOGY
A genuine approach to research is for a researcher to have freedom in choosing any convenient methods,
procedures and techniques that is suitable for the purpose of the study (Teddie and Tashakkori, 2012). A mixed
method approach consisting of both in-depth interviews and questionnaire survey to end user stakeholders for the
prescribed PPP road Projects in Nigeria was adopted for this study. Also an exploratory sequential mixed method
approach was engaged for data collection and analysis. This is considered in order to improve the validity and
generalizability of the qualitative findings (Feilzer, 2010). Both professionals and end-user stakeholders that have
worked and lived in the project community informed the in-depth interview. These elicit the subjective views of
the participants along the neighbourhood of the projects. Case study strategy was used to formulate questionnaire
which were later sent to the wider audiences of end-user stakeholders of the projects in Lagos Nigeria
Qualitative data collection : Qualitative data are characterised by its fullness and richness established on the
prospect of reality of subject exploration (Saunders et al., 2012). It is used to expose tendencies in opinions and

thought, and plunge deeper into the root of the problem. The outcomes of findings for qualitative proceeding are
mostly words count instead of numbers as in quantitative research. As part of reference point for this study,
literatures that were reviewed previously dealt with quantitative method of approach without the consideration of
qualitative aspect of it. The qualitative data for this study is used as a tool for robust strength on end-users’
stakeholders’ participation in PPP toll road project which will narrow the agitation between governments, private
investors and end-user stakeholders of the host communities (Green et al., 2007).
Professionals that have worked on the PPP toll road for this study were interviewed with the end-users
stakeholders of the host community. The professionals are project engineers, design managers, project managers,
field engineers, consultant and senior manager while the end-user stakeholders are the direct beneficiary of the
project. These are members of project’s host communities, commercial transports road users, office employee
within project locations, private road users and other commuters (see Table 1)
Table 2: Characteristics of Unstructured Interview Participants/Respondents
Description of Interview Respondents Case Study
1
Nos of
Interviews
Case Study
2
Nos of
Interviews
Total Nos
of
Interviews
Conducted
Ave. Nos of
Yrs of
using the
PPP Road
PPP Project Organisation/Company
▪ Project Engineers 1 0 1 5.5yrs
▪ Design Managers 1 0 1 6.1yrs
▪ Project Managers 1 1 2 6.3yrs
▪ Field Engineers 0 0 0
▪ Consultant 1 1 2 5.5yrs
▪ Senior Manager 1 0 1 5yrs
Direct End-Users of PPP Toll Road Projects
▪ Members of Project’s Host
Community
2 1 3 9.7yrs
▪ Commercial Transport Road Users 2 0 2 7yrs
▪ Office Employees within Project’s
location
2 0 2 6.2yrs
▪ Private Road Users 1 1 2 9.4yrs
▪ Other Commuters 1 1 2 8.7yrs
Total 13 05 18
Pilot survey was carried out considering three professionals that have worked on the PPP toll road project. Two
of the three professionals are from the first case study while the other is from the second case study respectively.
Snow balling sampling method was used to recruit two of the three professionals that were considered for both
case studies. These are the people that have the background knowledge of what has happened before, during and
after the emergence of the projects. Finally, ten (10) facilitators were trained on how to conduct and record
interviews in accordance with ethical compliance standard for nine weeks and eighteen (18) interviews were
conducted from both Project Organisation/Company staffs and direct end-users of PPP toll road projects.
Purposive sampling method was adopted to identify information-rich participants among the experienced staff of
the PPP road concessionaires (Special Purpose Vehicles), while snow balling sampling approach was used to elicit
qualitative findings from direct end-users of the identified PPP road projects. These include project engineers,
design managers, projects managers, field engineers, consultants, and other project team members with minimum
of 5 years of involvement with the PPP road projects and end users of the PPP road projects including members
of projects’ host communities, commercial transporters i.e. drivers, passengers, and other private road users
(personal cars, trucks etc.) that have spent the same numbers of years in the project area.
Unstructured interview method was adopted for this study due to its flexibility, informal, free flowing and open-
ended way of asking questions. Digital recorder was used to record the interviews and later transcribed for analysis
and also translated verbatim in English with the use of Microsoft Word. The Nvivo software word rate of

recurrence search was also used to construct themes. As such, the information was carried out through coding
skill, which certifies that only significant connotations originated from the information are considered (Braun and
Clarke, 2013). All issues discovered during interpretation through the interview transcripts were used to create
conceptual categories which was regarded as major themes. Examples of coding of themes and the ‘respondents’
statements were taken as it was presented in Table 2 while the resultant themes and sub-themes are afterwards
used as variables in the questionnaire (quantitative) used in this study, as presented in same Table.
Quantitative data collection: The predominant purpose of a quantitative research study is to categorize features,
sum total them and build statistical models in an attempt to describe any observation (Amaratunga et al., 2002).
This section exhibited the performance, analysis and interpretation of data collected from the end-user’s
stakeholders’ of Lekki-Epe and Apakun PPP road project in Lagos State Nigeria through a designed questionnaire.
The survey strategy was executed with questionnaire data collection which was developed from the interview data
processing. Similarly, in order for research data to be valuable and usable, they must be reliable in terms of
measurement stability or consistency in research findings repeatedly (Sahner et al., 2012). An introductory
questionnaire was initially developed for pilot survey from resulting themes in order to determine the relevancy
of each identified variables in PPP road project. This was used in appraising the significance/accuracy, length,
layout and intricacy before it was finally sent out for broader set of targeted respondents.
The final study was carried out with the assistance of fifteen (15) volunteer respondents from the two locations
respectively. Thirty-three (33) questions were finally developed from the entire interviews with the use of Nvivo
software after the major feedback from the volunteer respondents. A five-point Likert scale rating was used to
evaluate the significance of various identified factors that can ensure better management of end-user stakeholder
in Nigeria’s PPP toll road projects with 1 representing “No Effect” and 5, as “Best Option”. A total number of
400 questionnaires were targeted for the respondents on both case studies. Three hundred (300) questionnaires
were shared among Lekki respondents while one hundred (100) questionnaires were shared among ikeja
respondents respectively. Numbers of tolling points informed the sharing ratio for the exercise. Two hundred and
eighty-two (282) questionnaires were returned from both locations representing approximately 70.5% return rate.
The respondents from Lekki-Epe toll road returned 252 filled questionnaires while respondents from Apakun
Muritala Muhammed toll road returned 30 filled questionnaires. The entire 282 questionnaire were usable for the
analysis. The returned rate was impressing from the Lekki-Epe respondents because of their concerned effort on
how they have been marginalized before, during and after the project while the responses from Apakun Murtala
Muhammed respondents were disappointing because of their lackadaisical approach to salient issues affecting the
road users. The questionnaire data was analysed using Statistical Package for Social Sciences (SPSS) software.
IV. DATA ANALYSIS AND FINDINGS
This section educates more on the established feedback that was gathered through interview and questionnaires
showing understanding and experience from diverse people of different taught (Atkinson, 2014). With these, data
and information on the analysis which gives the skills and in-depth knowledge related to qualitative and
quantitative data collection processes were analysed (Driessnack and Furukawa, 2012). Questionnaire surveys
were developed through observed conducted interviews.
Qualitative Data Analyses : Several numbers of approaches can be used to analyse qualitative data, each
approach stemming from different traditions (Saunders et al., 2012). In this study, themes are identified as
measures that could be put in place to strengthen the end-user stakeholders’ complaints on marginalization in their
respective needs. This is done with the use of thematic analysis in identifying both implicit and explicit
declarations that originated from the transcribed data (Braun and Clarke, 2013). The analysis understands
numerous features of the research theme (Boyatzis; 1998). In order to satisfy the objectives of this study, issues
raised by the respondents in terms of conflicts of interest on the PPP toll roads are explored and a thematic analysis
was carried out with the aid of Nvivo software (Green et al., 2007). Non-experimental, exploratory and
unstructured qualitative primary data segments were considered. Re-occurrence of words in relation to potential
factors affecting the end-user stakeholders along the neighbourhood of the project was noted and coded. Each
factor was categorised under a major category according to findings. The frequency was shown according to the
analysis at which each factor was mentioned and also indicating the environment in which it was mentioned
among others. Coding examples of themes from the respondent’s statements were presented in Table 2.

Table 3: Coding examples from the themes and the respondents’ statements of end-users stakeholders of the
prescribed PPP road project
Codes Respondents Comments(from the data, highlighted by the
code)
Measures/Themes
(established from the
comment)
Safety R5
R6
Especially in most traffic robber will asked you
to wind down your motor glass and collect your
phone and jewelleries and run away. Even with
the street light on yet our safety is not
guaranteed at night along the road. Their
security patrol will come when the robbers don
vamoose.”
What a stupid idea does that mean the main
reason for erecting the fence is primarily to
address safety concerns as it claims, but there
are loop holes in their
Increase restriction efforts on
roads during and after
construction so as to increase
safety
Drainage
and
Flooding
R15
R6
R7
This area is worse during raining season with
flood everywhere because of the drainage
path that was not completed during
construction.
Look at what happened during recent rainfall
with continuous massive flooding which took
the state government over 24hours to
respond to peoples call after their properties
have been destroyed by water due to heavy
downpour.
I think the government should do all the
needful to provide more facilities most
especially in the area of flooding that almost
destroy their properties.
Improving local flooding and
drainage works
Crossing
Structures
R13
What I can say to rap everything up is that the
state government should try and listen to the
yearning of the masses by providing them all
necessary infrastructural facilities like the
pedestrian bridges, sport centres, habitable
bus stops, and zebra crossings for school
children.
Making provisions for crossing
structures (Pedestrian bridges)

Job
Creation
R10
R11
R5
The answer is capital no but the indigene are
complaining of not giving them jobs during
construction as if we don’t want to comply
with their fathers.
Yes the good road brought a lot of
development, job opportunities and social
life because there is a cinema inside the
shopping mall that I am working.
Any way after the interview I was expecting the
useless company to offer me the job not only
on merit but also as an indigene of Eti-Osa,
I was shocked to hear that the people that were
shortlisted are more than the vacancy that was
advertised for.
Creating jobs for the Residents
Researcher has to read and re-read each line of text to understand the meaning that influences each line before
coding at the appropriate nodes or deciding the themes suitable for the text. Extra effort was made to maintain
awareness on the effect of research process based on the desirable factors affecting end-users stakeholders during
the analysis and interpretation of obtained data. It is notably recognised that many components of the research
process such as respondent’s command of interview/story language (i.e. English language), talkative ability, social
class, level of experience among others may have had effect on the eventual output. Most of the findings are taken
as building process between the researchers and the respondents, representing the reality of marginalisation of
end-user stakeholders of PPP road projects. Indeed, the procurement of qualitative data had supported the
quantitative inputs of this study; hence, strengthened the overall findings of the study. These are presented in
Table 3
V. QUANTITATIVE DATA ANALYSIS
Reliability analysis: The presentation and analysis of results was done based on the data assessed for the
reliability for the required statistical tests by checking the cronbach alpha of the data set and also a test KMO and
Bartlett tests for appropriateness of using Factor analysis. This data was analysed for evaluating the end users and
stakeholders needs for the purpose of achieving objectives of the study. As recommended by many social scientists
(Field, 2009; George and Mallery, 2003; Nunnally and Bernstein, 1994; Spector, 1992; among others), Cronbach’s
alpha coefficient is used in this study to test and examine the reliability of the questionnaire data. Mathematically,
Cronbach’s alpha is written as
α = N2
COV .
∑S2
criteria + ∑COVcriteria
The main objective of the test was to checked the constancy of the obtained data in order to found if the variables
and their associated Likert scale are really assessing the concept they were envisioned to measure (Field 2009).
The concept, in this case, is the title given to each numbers of variables as related to the management of end-users
stakeholders in Lekki- Epe toll road. The coefficient of Cronbach's alpha value ranges from 0 to 1 and as a thumb
rule, 0.9 and above represent high consistency, but 0.8 was described as a sign of good internal consistency
(reliability) while 0.7 is recommended as the lowest acceptable score (George and Mallery 2003). Table 3 presents
the Cronbach’s alpha coefficient test results gotten from SPSS. The reliability test was ran and the overall
Cronbach’s alpha coefficient gotten was 0.882, depicting good internal consistency of the data.

Table 4: Reliability test for effective management of end-user’s stakeholders’ needs on PPP Road Project
S/N Variables Cronbach’s
alpha if item
deleted
Overall Cronbach alpha = 0.882
1. Creating jobs for residents 0.879
2. Improving local flooding and drainage works 0.880
3. Royalties for indigenes (compensation) 0.885
4. Repair of local minor roads leading to important places like market, beaches and
other recreational areas
0.877
5. Giving incentives to local residents during road work 0.879
6. Putting proper road work signage in place to increase safety 0.874
7. Avoiding the damage of (or replacing damaged) natural habitats like water ponds,
mangroves, forest etc.
0.882
8. Installation of speed limiting devices on both main and alternative routes 0.874
9. Making provisions for crossing structures 0.879
10. Compensation of electricity for removal of electric poles and overhead cables 0.886
11. Create special crossings for school children 0.874
12. Make effort to reduce cement and other types of dust so as to avoid inhalation by
members of the host community
0.876
13. Avoiding displacement and killing of wildlife and endangered speeches 0.883
14. Avoiding local water pollution 0.882
15. Increase restriction efforts on roads during and after construction so as to increase
safety
0.874
16. Noise level and air pollution 0.877
17. Providing water wells for communities whose water supply are disrupted due to
construction works
0.878
18. Involvement of Community leaders in key decisions 0.879
19. The choice of route for the road in terms of minimal physical effect (e.g.
demolition of buildings) on local properties and businesses
0.879
20. Involvement of Residents in key decisions 0.879
21. Reduction of impact to cultural sites 0.883
22. Involvement of Religious leaders in key decisions 0.878
23. Provision of alternative route during construction to ease traffic 0.877
24. Reduction of disruption of community access 0.876
25. Involvement of private firms within the community in key decisions 0.878
26. Make efforts to stop increase in cost of living and provide basic infrastructure 0.876
27. Involvement of Youth leaders in key decisions 0.877
28. Contractor should contribute to the improvement of security in the host
community as construction works lead to security risk
0.885
29. Consideration of the community for timings of road blocks created in order to carry
out construction works
0.875
30. Involvement of Royal fathers in key decisions 0.880
31. Compensations to affected building and adjacent areas such as lands, shops, petrol
stations among others
0.878
32. Involvement of Women leaders in key decisions 0.880
33. Travel time during and after construction 0.877

To check if all the variables are contributing to the internal consistency of the data, the ‘Cronbach's alpha if item
deleted’, positioned in column three of Table 3 is further examined. To check if all the variables are contributing
to the internal consistency of the data, the ‘Cronbach's alpha if item deleted’, positioned in column three of Table
3 is further examined. A variable that is not contributing to the overall reliability from the sets of variables will
generally have a higher correlated ‘Cronbach’s alpha if item deleted’ value than the data’s overall Cronbach’s
alpha coefficient (Field 2009). This higher value represents that if the variable with the value is deleted, the overall
reliability of the data will increase (Field 2009). In this context, only variables with serial number 3, 10, 13, 21,
and 28 respectively that are boldly written in italics with peach colour in Table 3 has a ‘Cronbach’s alpha if item
deleted’ value which is greater than the overall coefficient (0.882). This implies that these criteria with serial
number 3, 10, 13, 21, and 28 are relatively not a very good measure of the concept hence they were not considered.
Factor Analysis: There is need to establish the main underlying factors that form the basis of the identified
criteria in order to achieve another objective of this study. This will cause the numerous identified criteria to be
replaced with few, more concise and uncorrelated principal factors. For the explorative factor analysis using the
SPSS software ‘principal component’ method and ‘direct oblimin’ oblique rotations which were used as methods
of factor extraction and rotation respectively. The result of the analysis generated values of 0.793 (above 0.5) and
0.0003649747 (less than 0.05) as shown in table 6.15 which were gotten for KMO and Bartlett tests of sphericity
respectively, signifying that the data set is appropriate for factor analysis and the sampling is satisfactory (Pallant
2013). The results is interpreted retaining all factors with Eigen value of one and above, while criteria with factor
loading of +0.3 and above or -0.3 and below were taken as part of the offspring of their principal factor (Child,
2006). The output of the analysis was of nine components which represented 62.581% of total variance as
presented in Table 4.
Table 5: Factor analysis for total Variance
Total Variance Explained
Compo
nent
Initial Eigenvalues Extraction Sums of Squared Loadings Rotation
Sums of
Squared
Loadings
Total % of
Variance
Cumulativ
e %
Total % of
Variance
Cumulativ
e %
Total
1 7.762 23.521 23.521 7.762 23.521 23.521 5.312
2 2.921 8.850 32.371 2.921 8.850 32.371 5.119
3 1.879 5.694 38.066 1.879 5.694 38.066 3.683
4 1.787 5.415 43.481 1.787 5.415 43.481 1.589
5 1.457 4.414 47.895 1.457 4.414 47.895 2.007
6 1.335 4.046 51.940 1.335 4.046 51.940 1.474
7 1.281 3.881 55.821 1.281 3.881 55.821 1.794
8 1.181 3.579 59.401 1.181 3.579 59.401 3.064
9 1.050 3.181 62.581 1.050 3.181 62.581 1.477
62.581
Extraction Method: Principal Component Analysis.
a. When components are correlated, sums of squared loadings cannot be added to obtain a total variance.
Each variable has been assigned with a name based on the contributing constituent/offspring questionnaire
variables in Table 5. Each extracted factor will be used in the development process of end-user’s stakeholders’
management for PPP toll roads. Single name are not commonly used for all the contributing offspring
questionnaire variables because of their representation, a double-barrelled name is used with the conjunction
‘and’. There are also a few instances where one of the offspring variables was not represented despite the use of
a double-barrelled name. The factors were named according to the offspring criteria in Table 5.

Table 6: The extracted factors from factor analysis for end-users stakeholders needs for PPP road Project
S/N
Questionnaire variables used in the
factor analysis
Factor
Loading
% of
variance
Eigenvalue Factor assigned
name
Offspring variables of 1st
Extracted
Factor
6 Putting proper road work signage in place
to increase safety
0.808
23.521 7.762
Safety efforts by
the contractor
8 Installation of speed limiting devices on
both main and alternative routes during
construction
0.730
9 Making provisions for crossing structures 0.446
11 Create special crossings for school
children
0.574
12 Make effort to reduce cement and other
types of dust so as to avoid inhalation by
members of the host community
0.562
15 Increase restriction efforts to construction
site so as to increase safety
0.656
Offspring variables of 2nd
Extracted
Factor
19 The choice of route for the road in terms
of minimal physical effect (e.g.
demolition of buildings) on local
properties and businesses
-0.535
8.850 2.921 Socio-economic
impact
23 Provision of alternative route during
construction to ease traffic
-0.748
24 Reduction of disruption of community
access
-0.575
26 Make efforts to stop increase in cost of
living and provide for basic infrastructure.
-0.743
29 Consideration of the community for
timings of road blocks created in order to
carry out construction works
-0.622
31 Compensations to affected building and
adjacent areas such as lands, shops, petrol
stations and
-0.539
33 Travel time during and after construction -0.723
Offspring variables of 3rd
Extracted
Factor
1 Creating jobs for residents 0.675
5.694 1.879
benefit Realisation
and community
participation
2 Improving local flooding and drainage
works
0.709
3 Royalties for indigenes (compensation) 0.494
4 Repair of local minor roads leading to
important places like market, beaches and
other recreational areas
0.722
5 Giving incentives to local residents
during road work
0.651
Offspring variables of 4th
Extracted
Factor

S/N
Questionnaire variables used in the
factor analysis
Factor
Loading
% of
variance
Eigenvalue Factor assigned
name
21 Reduction of impact to cultural sites 0.674 5.415 1.787 Impact to cultural
sites
Extracted
Factor
7 Avoiding the damage of (or replacing
damaged) natural habitats like water
ponds, mangroves, forest etc.
0.863
4.414 1.457 environmental
impact13 Avoiding displacement and killing of
wildlife and endangered speeches
0.446
14 Avoiding local water pollution 0.378
16 Noise level and air pollution 0.308
Extracted
Factor
10 Compensation of electricity for removal of
electric poles and overhead cables
0.781
4.046 1.335
Public utilities
compensation
17 Providing water wells for communities
whose water supply are disrupted due to
construction works
0.398
Offspring variables of 7th Extracted
Factor
18 Involvement of Community leaders in key
decisions
0.513
3.881 1.281
Integration with
the host
community20 Involvement of Residents in key decisions 0.550
25 Involvement of private firms within the
community in key decisions
0.377
27 Involvement of Youth leaders in key
decisions
0.343
Extracted
Factor
30 Involvement of Royal fathers in key
decisions
0.577
3.579 1.181
Integration with
political groups32 Involvement of Women leaders in key
decisions
0.766
22 Involvement of Religious leaders in key
decisions
0.365
27 Involvement of Youth leaders in key
decisions
0.427
Extracted
Factor
28 Contractor should contribute to the
improvement of security in the host
community as construction works lead to
security risk
0.861 3.181 1.050 Security
All non-contributory offspring variables are described in italics font in Table 5. In addition, any questionnaire
variable that loaded considerably on more than one extracted factor was totally exempted i.e.
not considered as part of any of the two or more extracted factors (Tabachnick and Fidell 2007)

VI. PROPOSED FRAMEWORK FOR END-USERS STAKEHOLDERS MANAGEMENT
IN PPP ROAD PROJECT IN NIGERIA
A well-established guiding tool theoretical framework is needed to accommodate the marginalised end-user
stakeholders of PPP toll road project in developing country like Nigeria. This will bridge the gap of ostracism
between the private and public sector on any PPP orchestrated projects. The inevitability of end-user’s
stakeholders’ participation in PPP projects will be abolished. The innovative idea of this framework is to showcase
the respondents’ attitude of both Lekki-Epe and Apakun Muritala Muhammed toll road projects as a hypothesis
for infrastructure development. This framework demonstrates the vigorous process that should be taken in
engaging end-users’ stakeholders during any form of PPP arrangement most especially toll roads project.
Seven (7) extracted factors were eventually used for the design of the final framework instead of nine (9) extracted
factors from the principal component method of factor extraction; this was done because of two (2) non-
contributory offspring from the extracted factors schedule. This now formed the fundamental basis for end-users
stakeholders’ participation in PPP toll road project in any developing country like Nigeria. The framework is
designed to give end-users stakeholders assured intensities of influence on any form of PPP arrangement.
Henceforth, end-users’ stakeholders’ engagement under any form of PPP will now become an essential focus in
incorporating their values, concerns and needs into any corporate and governmental process in decision-making.
Below is the proposed framework designed for the effective participation of end-user stakeholders of any PPP
road construction projects (see fig 1)
Figure 2: Proposed Framework for End User Stakeholder Management in PPP Projects in Nigeria

VII. DISCUSSION
It is not surprising to hear that PPP projects has become unsuccessful due to opposition from end-users
stakeholders (Akintoye et al., 2011). The two PPP road project considered for discussion are constructed to
alleviate traumas that has befell on the public through the incessant influx of masses from the rural areas seeking
wealth, employment and supposed better quality of life (Babatunde et al., 2016). A critical worry in Lagos state
Nigeria is the lack of infrastructure development, to keep up with the pace of urban spread and densification
(Adeniyi and Ogunsemi, 2011). This has resulted in significant pressure on the current available infrastructure
(Oyedele, 2012). The end-users stakeholders usually do not kind-heartedly accept to the divesting of “public
resources” in any way, either through PPPs or privatisation (Baroudi and Rapp, 2014). The influence of end-
users stakeholders in construction project cannot be overemphasised (Amadi et al., 2014). It is therefore necessary
to properly measure the acceptance of the end-users stakeholders for any PPP toll road project by finding
ways of mitigating any nervousness for residents before the commencement of any project (Yang et al., 2011)
The framework will allow the government to consider the utmost priorities of end-users stakeholders when
entering into any form of PPP toll road arrangement (Ponnappa, 2014). Engaging the marginalised end-users
stakeholders sustains the security of lives and properties amongst the host communities throughout the execution
of PPP toll road project (Gangwar and Raghuram, 2015). The study has revealed the non-inclusion of end-user
stakeholders which is definitely injurious to the success of PPP project (Opawole and Jagboro, 2016; Odeck and
Kjerkreit, 2010). This shows the effect of ambiguous attitude of the private investor through the generated results
from the final extracted factors as discussed below
Benefit Realisation and Community Participation
Creating jobs for residents: The end-user stakeholders are facing multiple challenges in securing jobs during PPP
construction projects (Newton and Glackin, 2014). The main concern of the private investor is about lack of
construction knowledge by the stakeholders (Kwon et al., 2014). The private investor relied on external workers
in particular with labour intensive construction works experience but the employment seekers in the project areas
are mostly youth with little or no experience (Neuman and Smith, 2010). The only potential way of alleviating
these fears is to build trust between the community stakeholders and residents end-users that are willing to
participate in construction project (Pennanen et al., 2013). It is impossible to test the inexperienced end-user
stakeholders with a herculean task of that magnitude. The residents that specialized in road works are few in
numbers and the possibility of creating new jobs through the highway management and maintenance are
cumbersome (Huong et al., 2012). Hiring unskilled artisan within the project area becomes worry due to the influx
of potential job seekers. This has resulted to frustrations amongst end-user stakeholders at the local level.
Improving local flooding and drainage works: Floods and high-water levels can considerably affect
environmental activities of end-user stakeholder of any developing community such as the prescribed project area
(Zumrawi, 2016). This action encourages road closures due to landslides, landslips, submerged and inundated
bridge supports. Upgrading infrastructure facilities like roads causes some temporary changes in drainage systems
during construction phase. This happens when drainage path, culverts among others are yet to be replaced or
installed (Zumrawi, 2016). Roadway floods can be induced by some social (human related effects) or natural
(rainfall) or other related factor predominantly heavy rainstorm (Ou-Yang et al., 2014). Lekki-Epe expressway
happens to be a victim of such circumstance where drainage networks are not rhetorically friendly. The existing
drainage networks in the two prescribed project area are considerably narrow which quest for upgrading before
the advent of PPP program. The modification measures that were carried out later relieved the community drainage
problems.
Repair of minor local roads: Pavement Management Systems (PMS) are established to guarantee authentic
management of local road network, systems and repairs (Kenley and Hartfield, 2014). The main objective of
managing local minor roads is to obtain positive results in road asset accountability which can benefit the end-
user stakeholders of the project area. Therefore, local minor roads within the project area should be observed from
an adaptive exposed system with the mind of satisfying the end-user stakeholder’s need (Kenley, 2014). For a
road to be more programming, realistic and schedule, planning that will accommodate development must be
assured (Bosher, 2014). These involved change in road geometry, installation of speed bumps cum reduction of
sharp horizontal curves and improvement of sight distance (Hassler and Kohler, 2014). All features are not visible
which invariably reduces business activities and patronage within the project community. The private investor
concentrated on the major road leaving the local minor roads that supposed to be an enabling access to social
services like schools, markets and modern health facilities. That is the major reason why reconstruction or
rehabilitation of those facilities becomes important to the community stakeholders.

Giving incentives to local residents during road work: Although, no study has observed whether or not to
provide incentives for residents of any PPP project (Luo et al., 2010). Further investigation shows that introducing
incentives in PPP project increases the level of local infrastructure benefit (Martinez-Bravo et al., 2011; Wong et
al., 2013; Martinez- Bravo et al., 2014). The methods of giving out incentives to local residents needed plans such
as evaluation and monitoring indicators for gauging implementation performance, outcomes and impacts on the
community stakeholders during construction of PPP road arrangement (Mu et al., 2011). The quality of
community infrastructure projects may be affected if certain incentives are not considered (Zhang et al., 2006;
Wong et al., 2013). Lobbying for incentives in terms of financial gain by the community leaders always hinder
the benefits expected by the end-user stakeholders of the project neighbourhood (Martinez- Bravo et al., 2014).
In order to fulfil the utmost desire of the end-user stakeholders of the project area, the community leaders should
foreclose any act of indecency by supporting the residents in achieving their desired interest.
Environmental Impact
Avoid damaging of (or replacing damaged) natural habitats: Despite the fact the road construction projects
can improve traffic and reasonable issues in society; they can also damage enormous areas of cultural artefacts
and natural habitat and put increasing pressure on community infrastructure such houses, schools, markets and
offices (Maji and Jha, 2012). Several machineries and vehicles that were used during construction at various stages
(such as jack-hammers, pay loaders, tippers, bitumen sprayer, graders, excavators and so no) damaged natural
habitat along the neighbourhoods of the project routes (Li et al., 2016). This also affects water ponds, mangroves,
fish ponds, and poultries among others. Ecological representations should have been integrated during the design
stage in order to incorporate natural habitats that could be damaged. The water pollution caused by the oil that
was drained from the earthmoving equipment during the PPP projects resulted to further degradation through
percolation and infiltration in the earth surface, endangering the quality water expected to be useful for community
stakeholders living within the vicinity of the project areas. This was evidenced by the presence of shallow wells
in most of the communities and villages along the project neighbourhoods. The traditional ruling classes along
Lekki-Epe neighbourhood were unable to protect the habitat of affected stakeholders during construction. To
avoid all these hypothetical damaging impacts of the community natural habitat, more research becomes necessary
in order to understand the factors that can sustain and shape the community stakeholders when such occasion
arises.
Avoiding local water pollution: The water pollution can be avoided by erecting and installing control devices
such as dewatering, contour drain, silt fence; flocculation and retention ponds (Al-Ani et al., 2014; Ahmad et al.,
2014). These will avoid residue and substantial pollutant from construction site which could possibly disturb all
the three scopes of sustainability such as social, environment and economic development (Ab Rahman et al.,
2010). The level of sediments emanated from construction site is huge, which normally released to water bodies
or occupies the whole land (Jeffress et al., 2011). The quality of surface water within the host communities were
deteriorated as a result of an increase in the runoff of storm waters loaded with sediments. This influences the
risks of quality water (due to pollution as a result of discharge of pollutants and waste water), river sedimentation,
soil erosion, stagnation of water in borrow sites, landslides, silting of soils, contamination of the water points
used by stakeholders (McPhee and Aird, 2013). During construction, contractors are ignorant of the magnitudes
of their construction programmes and implementation on the problems of sediment and erosion when it occurs
(Belayutham et al., 2016). This consequence coupled with the opening up of hill areas along the toll road for
settlement as a result of upgrading of the road resulted to greater amounts of runoff flowing into the low lying
areas affecting the community stakeholders by contaminating their drinking water. The growth and construction
plan of communities and major economic areas should have been incorporated and harmonized in the initiating
design (Prince et al., 2013; Duarte et al., 2015). The design must also involve environmental plan that will
encapsulate zoning of water reticulation programs amongst the end-user stakeholders of the project community
(Lu et al., 2015). These will instil confidence in the mind of affected community residents.
Noise level and air pollution: These are expected and unavoidable especially during and after the construction
phase of the project. However, much research has shown the influence of either noise or ambient air pollution on
humans’ health (Basner et al., 2014; WHO, 2013). Insufficient studies have examined the two environmental
experiences during after engineering construction. Intellectual utility happens to be one of the results that were
proposed when traffic noise and air pollution affects any stakeholders (Basner et al., 2014; Block et al., 2012).
These happens when road construction activities is going on and also the movement of earthmoving equipment.
The various vehicles and machinery that were used during the various stages of construction and site restoration
emitted various gaseous pollutants such as NO2, SO2 and CO among others (Clark et al., 2012; van Kempen et
al., 2012).

These had serious negative effects on air quality that was inhaled by the community stakeholders of the
neighbourhood. Toll road development will definitely increase noise and vibrations due to the fact that gravel and
loose soil coupled with bituminous asphalt generate noise and odour that will not be suitable for stakeholders
living in the neighbourhood of the project. Based on this premise, only government can promulgate law that can
control noise and unwanted pollution in the country.
VIII. CONCLUSION
Public Private Partnership is generally not universally acceptable due to its multifaceted underpinning
philosophies, but other partnership arrangements have been tried by academic and industrial practitioners but to
no avail. There are apprehensions relating to marginalization, negligence and public outcry when the PPP project
was implemented at the detriment of community stakeholders but findings from this study shows that PPP became
an option for the nation discussion when Nigeria government is facing serious limitations to budgetary allocations
at all levels. The progress and development of PPP had been faced with several challenges especially in Nigeria
as an emerging economy country due to the marginalisation of end-user stakeholders of the project area. The
findings also revealed the significant importance of end-user stakeholders for any successful PPP toll road project.
The government with private investors should engage end-user stakeholders from the inception to the final phase
of any PPP toll road project by providing infrastructure services where necessary. These are the bedrock of end-
user stakeholder’s needs in terms of social inclusion and equity, productivity, environmental sustainability and
quality of life. The proposed framework can further solve the problems of most of the challenges expected to be
encountered in any PPP oriented project across the globe.
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