The purpose of this study is to understand the non home-based travel behavior of urban market traders in Onitsha, Nigeria, where 58-70% of the labor force is engaged in trading. Relevant trip-inducing variables--gender, location, a means of personal transportation, size of stall and, type of good sold--were selected to assist in theorizing about the travel behavior of traders. Using a systematic sampling methodology, 246 stalls were selected and the MLR model was applied in data analyses. The results show that a typical stall is occupied by either one or two traders. There are three male traders for every female trader and 89.4% of stalls are occupied exclusively by one gender. The mean trips produced by a stall in a typical business day is 2.7 trips, with a variation from zero to ten trips. In the CBD, an average stall produced 4.4 trips while stalls in the periphery generated an average of 2.1 trips. Small stalls generate two trips, while medium (three occupants) to large stalls generate twice as many trips. While stalls occupied exclusively by males have a mean of 3.0 trips, female-occupied stalls generate only 2.0 trips. On the other hand, stalls which have a personal means of transportation generate more trips than stalls where none existed. Even though the maximum number of a personal means of transportation available to a stall was two, there was a substantial difference between the number of trips produced by stalls with the maximum number of vehicles and stalls where vehicles were unavailable. Finally, while provision goods stalls generate a mean of 3.3 trips, foodstuffs stalls generate about 2.1 trips with intermediate results for other commodities. For policymaking purposes, there is empirical evidence to show that traders, together with consumers, contribute to off-peak trips which directly impact the urban transportation system. There is the need to evolve policies to minimize the frequency of trips by traders, especially by discouraging multiple tripmaking because, it will contribute to a reduction in the amount of resources allocated to the upkeep of the urban transportation infrastructure.